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44 REPORT OF AVIATION COM M ITTEE AV-I

Report of Committee on Aviation J e r o m e Le de re r , ~ Chairman,

Nat iona l Ae ronau t i c s and Space Admin i s t r a t i on , Code HV, 600 I n d e p e n d e n c e Ave., S.W., W a s h i n g t o n , D.C. 20546

H a r v e y L. H a n s b e r r y ( S F P E ) . Vice-Chalrman, U.S. Dept . of T r a n s p o r t a t i o n , F e d e r a l Avia t ion Admin i s t r a t i o n ,

Nat iona l Avia t ion Fac i l i t i es E x p e r i m e n t a l Cen te r At l an t i c City, N. J . 08405

George H . T r y o n t ( S F P E ) , Secretary, Nat iona l F i r e P ro tec t ion Associat ion, 60 Ba t t e rynmrc l l St., Boston, Mass. 02110

J . C. Abbot t , Br i t i sh Overseas Air - w a y s Corp. (Pe r sona l )

C o m m a n d e r G. C. Bail , Canad ian Forces H e a d q u a r t e r s .

H. F. Blumel , J r . , A m e r i c a n Airl ines. C h a i r m a n of Sect ional Commi t t ee .

H e n r y G. Bone, J r . , T h e Boeing Co. ( Pe r sona l )

R. E. Broi l ing, Associa ted Avia t ion U n d e r w r i t e r s .

E. T h o m a s B u r u a r d , A i r p o r t Opera - to r s Council I n t e r n a t i o n a l .

H. L. Bu t le r , E a s t e r n Air Lines . (Pe r sona l )

R. C. Byrus , C h a i r m a n of Sect ional Commit tee .

N. L. Chrtstoffel , Uni ted Air Li~es. (Pe r sona l )

W. F. Clark, Uni ted S ta tes Avia t ion U n d e r w r i t e r s .

C. W. Conaway , F a c t o r y I n s u r a n c e Associat ion.

G. T. Cook, U.S. D e p a r t m e n t of the Air Force.

P. M. F i t zge r a l d , F a c t o r y Mutua l E n g i n e e r i n g Corp.

W. H a r r i s , Aus t r a l i an Dept. of Civil Aviat ion.

B. V. H e w e s , Air L ine P i lo t s Assn. H. P r a t e r H o g u e , T h e Boeing Com-

pany . (Pe r sona l )

C. H a y d e n L e R o y , U.S. Dept . of T r a n s p o r t a t i o n , Na t iona l T r a n s p o r - t a t ion Safe ty Board .

J o h n E. Lodge , Board of T r a d e (Uni t - ed K i n g d o m ) : Min i s t ry of Tech- nology.

R. Dan M a h a n e y , t Manage r , Dul les Inter , na t ional Airpor t .

C. l~I. M i d d l e s w o r t h , t U.S. Dept. of T r a n s p o r t a t i o n , Fede ra l Aviat ion Admin i s t r a t i on , Na t imla l Avia t ion Faci l i t ies E x p e r i m e n t a l Center .

J . A. O 'Donnel l , A m e r i c a n Airl ines. C h a i r m a n of Sect ional Commit tee .

R. C. P e t e r s e n , P o r t of New York Au thor i ty . (Pe r sona l )

H. B. P e t e r s on , U. S. D e p a r t m e n t of the Navy, Naval Resea rch L a b o r a - tory.

E. E. Reed, Amer i can P e t r o l e u m In- s t i tu te .

H. F. Rober t s . F i r e E q u i p m e n t Man- u f a c t u r e r s Associat ion.

J o h n H. Sellers, I n s u r a n c e Co. of Nor th Amer ica , C lmi rman of Sec- t ional Commit tee .

J o h n T. S tephan , Amer i can Associa- t ion of A i rpo r t Execu t ives .

E. F. Tabisz , U n d e r w r i t e r s ' L a b o r a - tor ies of Canada .

A. E. Wil ley, F i r e Mar sha l s Assn. of Nor th Amer ica .

A l t e r n a t e s . A l t e r n a t e to M r . B u r n a r d

JOSEPH V. PAYOLA (Ai rpor t O p e r a t o r s Council I n t e r n a t i o n a l )

A l t e r n a t e to Mr. C o n a w a y A. J. MERcupao ( F a c t o r y I n s u r a n c e

Associa t ion) A l t e rna t e to Mr. Cook

Roscoe L. BELL (Dept . of the Air Force)

A l t e r n a t e to Mr. H e w e s WILLIAM L. COLLIER (Air L ine P i lo t s

Associa t ion)

A l t e r n a t e to Sir. S t ephan THOM^S A. RAFFETY (Amer i can Asso-

c ia t ion of A i r p o r t Execu t ives ) A l t e rna t e to Mr. Reed

~V. V. PAULHUS (Ame r i can P e t r o l e u m I n s t i t u t e )

A l t e rna t e for .~Ir. Robe r t s JAMES SIEVF.aT (F i re E q u i p m e n t Man-

u f a c t u r e r s Associat ion) A l t e r n a t e to Mr. Tab i sz

G. L. "I'oPP[N ( U n d e r w r i t e r s ' Lab - o ra to r i e s of Canada)

]Liaison R e p r e s e n t a t i v e s t Allen W. Dal las , Air T r a n s p o r t Asso- A . F . Robe r t son , U. S. D e p a r t m e n t

e la t ion of Amer ica . of Commerce , Nat iona l B u r e a u of S t an ley Green, Aerospace I n d u s t r i e s S t anda rds .

Associa t ion of America , Inc. E . J . C . Wi l l i ams , Min i s t ry of De- S. K r z y c z k o w s k i , I n t e r n a t i o n a l Air fence, Air Force Dept. (Uni ted

T r a n s p o r t Associat ion. K i n g d o m ) W. A. McGowan, Na t iona l A e r o n a u - Chief of Ae rod romes , I n t e r n a t i o n a l

t ics and Space A d m i n i s t r a t i o n . Civil Avia t ion Organ iza t ion . J o h n A. Pope , Na t iona l Bus iness Air-

c r a f t Associat ion.

t N o n - v o t i n g m e m b e r .

A V - 2 EXPLANATION OF COMMITTEE REPORT

45 Explanation of Aviation Committee Report

The Report of the Committee on Aviation this year is divided into nine parts. Part I is the result of activity by the Sectional Committee on Air- craft Fuel Servicing; Parts II , I l I and IV are the fruits of the labors of the Sectional Committee on Aircraft Hangars and Airport Facilities; Parts V and VI stem from a meeting of the Sectional Committee on Aircraft Maintenance and Servicing; and Parts VII , V I I I and IX are reports produced by the Sectional Committee on Aircraft Rescue and Fire Fighting.

The following further remarks explain, in brief, each of these Parts:

Part I contains revisions to the Standard on Aircraft Fuel Servicing (NFPA No. 407-1967, USAS No. Zl19.1-1967). The principal revisions clarify the recommendations on the elimination and control of electrostatic Aparks (Section 220) ; on the use of photographic flash bulbs or electronic flash equipment in the vicinity of fueling operations (Paragraph 255) ; on the mechanical protection of surge suppressors on airport fixed fueling ~ystems (note to Paragraph 723. c. (3) (a) ; a clarification of the definition of the "working pressure" as it applies to fueling hose (footnote to Para- ttraph 512) ; an additional recommendation relating to aircraft fuel servicing tank vehicles (Paragraph 617. c . ) ; and new maintenance recommenda- lions on fixed fueling systems (Section 790).

Part I I presents revisions to the Standard on Construction and Protection of Aircraft Loading Walkways (NFPA No. 417- -1963) . The revisions uuggested reflect increased utilization of these walkways and the indicated need to be somewhat more specific regarding the safe environment of these walkways when used for egress from aircraft during a ramp fire emergency.

Part I I I submits a revised text of the Tentat ive Standard on Elevated Ileliport Construction and Protection (NFPA No. 418T-1967) for Official Adoption (including a clarification in the title). The changes since the Tentative text was adopted are largely editorial in nature.

Part IV submits for the first time a Proposed Recommended Practice for Master Planning Airport Water Supply Systems for Fire Protection (NFPA No. 419-P) which is being offered for Tentative Adoption. The text is designed to aid public and private airport planners and consulting architects and engineers in master planning an overall water supply system for airport fire protection. The Sectional Committee circulated a previous draft of this text to the NFPA Committees on Automatic Sprinklers, Fire Pumps, Standpipes and Outside Protection, Private Water Supplies for Public Fire Protection, the Foam-Water Sprinkler Committee, the Water Tanks Committee, and to members of the Airport Operators Council In- ternational (AOCI Technical Advisory Committee) for comment. Further nimilar coordination will undoubtedly be desirable prior to submittal for Official NFPA Adoption of this Recommended Practice at a future date.

Par t V recommends a revised text of the Recommendations on Safe- guarding Aircraft Electrical System Maintenance Operations (NFPA No. 410A--1963) . Changes (other than strictly editorial) appear in Paragraphs 230 (d)-•ote; 231. e.; 233. b. (1) ( b ) ; 233. b. ( 2 ) ; 234. a.; 235. c.; 313. b.; 1210. d.; 1220. b.; 1220. c.; 1230. b.; and 1230. f. A Subcom- mittee has been appointed to look into expanding the text at a future date to cover fire safety precautions in the use of electrical maintenance equipment not now included (e.g. equipment for non-destructive testing of aircraft componants; "black-box" testing apparatus; temporary lighting of aircraft cabins during maintenance work; etc.)

46 REPORT OF AVIATION COMMITTEE AV-3

Pa r t VI seeks reconfi rmat ion of the R e c o m m e n d a t i o n s on Sa fegua rd ing Aircraft Fuel System M a i n t e n a n c e ( N F P A No. 4 1 0 C - - 1 9 6 2 ) with au thor i ty to the Commi t t ee Secretary to make any appropr ia te editorial changes.~ Copies of the 1962 text are avai lable in pamph l e t form from the N F P A Executive piece for all those interested and tha t text also appears in Vo lume I0 of the N^rXON^L FIae CODES (1967-68) .

Pa r t V I I presents proposed revisions to the S t anda rd Ope ra t i ng Proce- dures, Aircraft Rescue and Fire F igh t ing ( N F P A No. 4 0 2 - - 1 9 6 5 ) . T h e pr ihcipal changes concern P a rag raphs 103, 209, 213, and 221 and new Sections 900 and 1000.

Pa r t V I I I presents proposed revisions to the Gu ide for Aircraf t Rescue and Fire F igh t ing Techn iques for Fire D e p a r t m e n t s us ing Conven t iona l Fire Appa ra tu s and E q u i p m e n t ( N F P A No. 406M-1961 ). New pho tographs are included and some addi t ional pho tog raphs are p l anned for the 1968 edition i l lustrating the use of 2 ~ inch hose lines, s

Pa r t I X represents a reedi t ing only of the S tandard for Aircraf t Rescue and Fire F ight ing Vehicles ( N F P A No. 414) . Th i s reedi t ing merely re- groups the contents of the latest earl ier edi t ion (1967) into six m a j o r divi- sions ra ther than 8 and has the effect of placing in Par t B all the recommenda t ions on ma jo r fire f ight ing vehicles and in Par t C all the r ecommenda t ions on l ight rescue vehicles. (Previously this mater ia l was split into four Parts.) The re is no change in the technical content .

V O T E S T A T E M E N T O F C O M M I q ' q ' E E

In con[ormanee with the voting requirements established in the NFPA Regulations Governing Technical Committees, this material has been sub- mitted to the sponsoring Sectional Committees and to the NFPA Committee on Aviation [or vote by letter ballot. As o[ the date o[ the preparation o[ this report, the [ollowing vote statement is presented:

Aviat ion A V F A V H A V M A V R (28) ('7) (17) (20) (41)

Par ts A N N V A N N V A N N V A N N V A N N V

I 19 0 9 6 0 1 X X X X X X X X X II 20 0 8 X X X 12 0 5 X X X X X X

I I I 20 0 8 X X X 12 0 5 X X X X X X IV 14 0 14 X X X 11 0 6 X X X X X X V 20 0 8 X X X X X X 14 0 6 X X X

VI 20 0 8 X X X X X X 14 0 6 X X X V I I 19 2 7 X X X X X X X X X 27 3* 11

V I I I 21 0 7 X X X X X X X X X 29 1 11 IX 20 0 8 X X X X X X X X X 34 0 7

*Two of the 3 Negative votes cast are by the same two individuals voting negatively in the Aviation Committee since they serve on both committees.

Initials indicate name of Sectional Committee. Number in parenthesis in second line indicates total no. of voting members. A - - Affirmative; N - - Negative; NV - - Not Voting or Ballots Not Received to Date. X - - Sectional Committee not eligible to vote.

A final vote s t a t emen t will be presented at the N F P A Annua l Mee t ing when the reports are presented for action.

A V - 4 REVISIONS TO NFPA NO. 407

47 Report of Sectional Committee on

Aircraft Fuel Servicing

J. O. O'Donnell. Chairman, American Airlines, LaGuardia Airport, Flushing. New York 11371

J. C. Abbott, Bri t ish Overseas Air- ways Corp. (personal)

I lenry G. Bone, Jr., The Boeing Co. (personal)

J. J. Brennenmn, United Air Lines (personal)

R. Dan Mahaney,~ Manager, Dulles In ternat ional Airport.

tNon-vot ing member.

A l t e r n a t e .

W. V. Paulhus, American Petroleum Inst i tu te . (Alternate to E. E. Reed)

ScoPE: To develop fire safety recommendations for procedures and equipment for a i rcraf t fuel servicing. This Sectional Committee reports to the Associa- tion through the Aviation Committee.

Roy C. Petersen (SFPE), Airport Op- erators Council In ternat ional .

E. E. Reed, American Petroleum In- st i tute.

John H. Sellers, Insurance Co. of North America. (personal)

Part I of Aviation Committee Report

See pages AV-~ and AV-3 for explanation and vote statement

T h e C o m m i t t e e r e c o m m e n d s a d o p t i o n of t h e f o l l o w i n g r e v i s i o n s to t h e S t a n d a r d fo r A i r c r a f t F u e l S e r v i c i n g ( N F P A No. 407, 1967, U S A S Z l19 .1 -1967) a s p u b l i s h e d b y t h e N F P A in p a m p h l e t f o r m a n d in t h e 1967-68 e d i t i o n of V o l u m e 10 of t h e NATIONAL FIRE CODES.

1968 Proposed Revisions of NFPA Standard for

Aircraft Fueling on the Ground NFPA No. 4 0 7 - - 1967: USAS Zl19 .1 - - 1967

1. Section 220, Paragraphs 221.a.-d. Revise to read:

220. E l i m i n a t i o n and Contro l o f E l e c t r o s t a t i c S p a r k s :

NOTE: For detailed information on static electricity see NFPA Recommended Practice on Static Electricity (No. 77) published in Volume 9 of the National Fire Codes and in separate pamphlet form.

221 . P r o c e d u r e s with Aircraft Fuel Servicing V e h i c l e s : When tank trucks or hydrant vehicles are used for servicing an aircraft, the following bonding and grounding procedures shall be followed:


a. Connect a grounding cable f rom the vehicle to a sa t i s fac tory ground.

b. Connect a grounding cable f rom the ground to the a i r c ra f t grounding fitting, if one is provided, or to another convenient unpainted metal point on the a i rcraf t . Do not make this connection to a propeller, a radio an tenna or to the highly stressed components of the landing gear where scratches could init iate metal failure.

c. Bond the vehicle to the a i rcraf t . Where a "Y" or "V" cable permanent ly at tached to the fueling vehicle is used to accomplish steps a. and b., a separate bonding cable is not necessary. Do not depend solely on conductive hose to accomplish this bonding.

d. With overwing servicing, connect a bonding cable f rom the fuel nozzle to the a i rcraf t .

(1). Where a i r c r a f t and fuel nozzles are equipped with "plug and jack" bonding facilities, the nozzle bonding "plug" shall be in positive wiping contact with the a i r c r a f t " jack" before the a i r c ra f t fuel tank filler cap is opened. This bond between the nozzle and the a i rc ra f t is most essential and shall be maintained t h r o u g h o u t the fueling operat ion - - until a f t e r the fuel t ank filler cap has been closed.

(2). When fuel ing a i r c ra f t not having bonding " jacks" and in fueling all a i r c r a f t having fabr ic covered wings, the bonding clip a t the end of the nozzle bond wire shall first be touched to the tank filler before it is opened to assure tha t no difference in electrostatic potential exists between the two elements. The nozzle shall be equipped with a s t rong bond wire having a spr ing clamp which shall then be firmly at tached to a bonding post or o ther unin- sulated metallic par t of the a i r c ra f t and this contact shall be mainta ined th roughout the fuel ing operat ion (until the flow of fuel has been discontinued and all measur ing completed).

NOTE: During overwing fuel servicing operations, the almost unavoidable presence of flammable vapors in the air in the immediate proximity of open fuel intakes may create a fire hazardous condition. Any leakage or spillage increases the area of the hazard. Protection against electrostatic spark ignition of such flammable vapor-air mixtures as may be created .at fuel intakes during this fuel servicing necessitates control over the accumulation of such charges and good practice dictates the draining of any electrostatic charges that have accumulated on

AV-6 REVISIONS TO NFPA NO. 407 49

Ihe a i r c r a f t or the fuel d ispenser . A bond ing cable b e t w e e n the fuel ing nozzle and the a i r f r a m e (as s h o w n in. F i g u r e 1) wil l min imize t he poss ibi l i ty of a s t a t i c s p a r k a t the fill opening. Wi th u n d e r m i n g servic ing, t he fill open i ng is closed un t i l t h e filler nozzle is p roper ly connec ted . T he m e c h a n i c a l m e t a l - t o - m e t a l c o n t a c t b e t w e e n the a i r c r a f t f i t t ing and the nozzle el imi- na tes the need for a s e p a r a t e bond ing c o n n e c t i o n a t th i s point .

e. Disconnect in reverse order on completion of fuel ,:ervicing.

222. Procedures with Fueling Pits or Cabinets: When a lilt or cabinet is used for fuel servicing, grounding of the fuel piping is normally provided for in the construction. The procedure to be followed in this case is as follows:

a. Connect a bonding cable f rom a sat isfactory bond- i,lg connection at the dispenser to the aircraft . (See Para- graph 221.c.)

b. For overwing servicing connect a bonding cable to the aircraft . (See Pa rag raph 221.d.)

c. Disconnect in reverse order on completion of fuel ~crvicing.

223. Procedures Using Drums: Where a i rcraf t are serviced with flammable liquids f rom drums by means of hand- operated or power-driven pumps, the procedures outlined In Paragraph 221 shall be followed. Gasoline and other low flash point flammable liquids shall not be handled in open buckets.

22,1. Procedures on Ice, Sandy, or Desert Terrain, etc.: Where fuel servicing operations are conducted on ice, sandy or desert terrain, or wherever it may not be practicable to secure a sa t is factory ground, the author i ty having jurisdiction may waive the requirements for grounding the a i rcraf t and the fuel dispenser. The requirements for bonding the aircraf t and the fuel dispenser and of bonding overwing nozzles to the a i rc ra f t shall not be waived. Under these conditions, reliance is placed on equalizing ra ther than draining static charges that may accumulate on the aircraft, fuel dispenser, fuel hose and nozzle. It is important that objects possessing different electrostatic potentials not be brought into contact with this equipment in a manner which may produce a spark gap in the proximity of a flammable vapor-air atmosphere.

5O REPORT OF AVIATION COMMITTEE AV-7

2. Section 220, Paragraphs 221.e-f and Paragraphs 222-224. Redesignate Paragraph 221.e. as Paragraph 225; redesignate Paragraph 221.f. as Pa~'ag~'aph 226; eliminate Paragraph 222; redesignate Paragraph 223 as Para- g~'aph 227 (correcting the reference therein to "Paragraph 227.f." instead of "223.f."); and redesignate Paragraph 224 as Paragraph 228.

3. Pa~'ag~'aph 255. Revise to read:

255. P h o t o g r a p h i c flash bulbs or e lec t ronic f lash equip- m e n t shall no t be used wi th in 10 f ee t of fue l ing e q u i p m e n t or of the fill or ven t po in t s of a i r c r a f t .

4. Paragraph 512. Revise the first sentence of the footnote to this Paragraph to read as follows (rest of footnote to remain the same):

The working pressure means the maximum pressure, including the normal surge pressure, for which the hose is designed.

5. Paragraph 617.c. Add to the present text of this Para- graph the following sentence:

W h e r e o v e r t u r n p ro t ec t i on c r ea t e s a t r o u g h or p o c k e t a p t to collect r a in w a t e r o r snow, it should h a v e a d r a i n t h a t is e i the r ex t e r i o r to the c a r g o t a n k or one t h a t compl ies w i th 618.e.

6. New Paragraph 711.h. Move the text of present Para- graph 791 to Paragraph 711.h.:

7. Paragraph 723.c. (3)(a). Add the following "Note" to this Paragraph:

NOTE: Where surge suppressors are necessary they should be located so that exposure to vehicular traffic, weather conditions and results of accidental rupture is minimized.

8. Add New Section 790 to read as follows (note Item 6 moves present Paragraph 791 to Paragraph 711.h.):

790. M a i n t e n a n c e :

791. L e a k a g e Checks ( r e f e r to P a r a g r a p h 724.a . ) .

792. E m e r g e n c y shu t -o f f devices, h y d r a n t va lves , pres- su re con t ro l r e g u l a t o r s a n d o p e r a t i o n a l con t ro l s shal l be o p e r a t i o n a l l y checked on a r e g u l a r schedule to m a k e sure t h a t t h e y func t i on p r o p e r l y .

AV-8 R E V I S I O N S T O N F P A NO. 417

51

Report of Sectional Committee on Aircraft Hangars and Airport Facilities

II. F. B lume l , J r . , Chairman, American Airlines, 633 3rd Ave., New York, N. Y. 10017

J, C. Abbo t t , British Overseas Airways Corp. (personal)

J. J . B r e n n e m a o , United Air Lines. (personal)

I:. W. C o a a w a y , Factory Insurance Asso- ciation.

J. I). Cook, National Automatic Sprinkler & Fire Control Association.

A. D. DeaRoches (SFPE), Canadian Forces. Ihmald L. D r u m m , American tlnsurance

Association. P. M. F i t zgera ld , Factory Mutual Engineer-

ing Corp. S t u a r t C. H a n d (SFPE), J. S. Frelinghuysen

Corp. (personal)

Ihtrvey I.. I h m s h e r r y (SFPE), (ex-oflicio), U. S. Department o f Transportation, l:ed- eral Aviation Administration.

R. E. I l l t chcoek , Mohawk Airlines, Inc. (personal)

E. B. l iege , Eastern Air Lines. (personal) J e r o m e Lede re r t (ex-oificio), Nv, tional

Aeronautics and Space Administration. R. C. Pe te r sen (SFPE), Airport Operators

Council International. �9 E. E. Reed, American Petroleum Institute.

II. F. Rober t s , Fire Equipment Manufac- turers Association.

J . I1. Sellers, Insurance Company of North America. (personal)

A l t e rna t e s

If. It. Averlll, National Automatic Sprinkler A . J . M e r c u r i c (SFPE), Factory Insurance & Fire Control Assn. (Alternate to J . D . Association. (Alternate to C. W. Cona- Cook). way.)

i~, J . Brewer, Canadian Forces. (Alternate W . V . P a u l h u s , American Petroleum lnsti- to A. D. DeaRoches.) lute. (Alternate to E. E. Reed.)

A r l h u r Makowekl , Fire Equipment Manu- facturers Association. (Alternate to H. F. Roberts.)

Lia ison Represen ta tives.~"

~ t a a k J. I l a n r a h a n , American Institute T . R . I l lgglns , Ainerican Institute of Steel 01 Timber Construction. Construction.

JNon-voting member.

HCOVg: T 6 d e v e l o p [ire s a f e t y r e c o m m e n d a t i o n s for t h e t o n a l , r u c t i o n a n d ~m*tect ion o f a i r c r a f t h a n g a r s a n d o t h e r t y p e s of a i r p o r t f ac i l i t i e s i n v o l v i n g , .~ms t rue t ion e n g i n e e r i n g ( w h e t h e r M)ove o r b e l o w g r o u n d ) . T h i s S e c t i o n a l

% m m i t t e e r e p o r t s to t h e A s s o c i a t i o n t h r o u g h t h e A v i . t t i o n C o m n l i l t e e .

Part II of Aviat ion Committee Report See pages A V-2 and ,4 V-3 for ~.rplanation and vote xtatement.

T h e C o m m i t t e e r e c o m m e n d s a d o p t i o n o f t h e f o l l o w i n g r ev i s ions to t he S t a n - <~,lrd o n C o n s t r u c t i o n a n d P r o t e c t i o n o f A i r c r a f t L o a d i n g W a l k w a y s ( N F P A UI}. 417 - - 1963) as pub l i shed" b y t h e N F P A in p a m p h l e t f o r m a n d in t he

; ~ % 7 - 6 8 e d i t i o n o f \ o l u m e 10 o f t he NATIONAL FIRE CODES,

52 ItEPOIVP OF AVIATION COMMITTEE AV-9

1968 Proposed Revisions to the

Standard on Construction and Protection of

Aircraft Loading Walkways NFPA No. 417

Latest Edition: 1963

I. Par. 12. In the third line, change the word "to" to rite word "from"

2. Par. 21. Revise editoriaUy to read:

21. This standard is primarily intended to assure tile integrity of an aircraft loading walkway, when in use, as a means of safe emergency egress for passengers from an aircraft should a fire occur in or around such aircraft. The recommended features of construction and fire protection are particularly applicable to a flammable liquid spill fire on the airport ramp exposing the walkway and the aircraft.

3. Par. ~2. Delete as being no longer considered necessarg.

4. Sec. 80. Revise the entire Section to read (see also Items 6 & 7);

30. General Arrangement. 31. An aircraft loading walkway should be fully enclosed at

top and sides and should have a solid flooring. There should be no windows other than those essential for operator vision and the number of other openings, e.g., joints, diaphragms, should be minimized.

32. Flexible closures, diaphragms, and joints shall be designed to minimize the entrance of air, smoke, or heat from the exterior.

33. When in use, walkway interiors should be maintained under positive pressure, with source of pressurizing air from either the interior of the terminal building or finger or from another area which would normally be a source of uncontaminated air during a ramp or aircraft fire emergency.

34. The door at the airport terminal building leading from the loading walkway shall swing into the building and shall be equipped with panic hardware on the aircraft side.

5. Par..$1. Revise the "Note" following this paragraph to read:

NOTP.: While "severe fire exposure conditions" are subject to interpreta- tion and cannot be precisely predicted, some of the factors involved are: (a) Fuel fire temperatures may reach 2300~ at the outside flame surface, with an average throughout the fire of 1900~ (b) Ordinary steel when loaded, regardless of factor of safety, may fail when its temperature

AV-10 REVISIONS TO NFPA NO. 417

53 rvaehes 1000~ Similar information for other struv'tural materials cant Im fouml in hantdbooks, test reports, etc. Temperature of steel should m,t be allowed to exceed 650"F; (v) 1-[umatls call tolerate environments havi,q~ maximum temperatures of 150':1;' at the breathillg level (about 5 ft. at)ove floor) for an appreciable period of time. Dry air temperatures t,) to 310*F can be tolerated for five minutes; (d) Finally, each specific dcsil~n and use of aircraft loading walkways must be analyzed inde- pq,n(tently by individuals having experienced judgment, to determine meas- ures required to provide the "5 minutes safe exit route." For informa- th, u on smoke control, see Paragraph 51.

The provision of aircraft rescue aud life tightin,g equipment at air- imrts meeting the recommendations of NFPA Nos. 41)3 and 414 will be u~cful in controlling ramp fires. The provisioIh of hydrants oil the ramp ,Itle of airport terminal buildings (as recomme,lded in NFPA No. 416) will tmsist m meeting supplemental fire protection ~meds in this area.

el I'ctr. 43. Delete the words "shall be provided to fit as tightly ~l~;finst the aircraft as feasible and" in the first sentence since this

mce'pt is covered in proposed new Paragraph 3~ (see Item 4 herein). tlelffsc the reference in the last sentence to refer to the Standard ~:,, Tests of Surface Burning Characteristics of Building Materials / , N F P A No. 255 - - 1966; A S T M E84-61 ; U L No . 723 - - 1960; Q SAS A2.5 - - 1963) instead of " N F P A B u i l d i n g E x i t s C o d e r 101)." Insert a Note following this paragraph to read:

NOTS: The NFPA Life Safety Code (NFPA No. 101) provides addi- llonal information on exit principles for life safety from fire.

/ Sec. 50 and Pars. 51 and 5~. Delete this material since the iu- ~.~mation contained therein is now propose'd for Pars. 38 and 3~ as ~fMicated in Item 4.


Part III of Aviation Committee Report See pages AV-2 and AV-3 for explanation and vote s t a t e m e n t

The Commit tee recommends Official Adopt ion of the following S t anda rd on Roof- top Hel ipor t Construct ion and Protection (NFPA No. 418) . This text is designed to replace the Ten ta t ive Standard on Elevated Hel ipor t Construct ion and Protect ion ( N F P A No. 418T - - 1967), avai lable in pamph le t form from the N F P A .

Proposed 1968 Standard on Roof-top Heliport Construction and Protection

NFPA No. 418 I00. Scope.

101. These recommendat ions apply to roof-top hel iport con. struction from the v iewpoint of possible fire exposure and to appropr ia te means for the protect ion of such a facility against damage should a fire occur.

102. T h e load capabi l i ty of the building, the roof, and related s t ructural condit ions such as stair and elevator bulkheads, etc., pent. houses and cooling towers, must be considered in the construction of roof- top heliports. None of the aforement ioned details is considered in this S tandard .

NoTE 1. These recommendations do not apply to off-shore structures such as oil-well drilling platforms, or lighthouses from which helicopters may operate.

NoTz 2. The area of a roof-top heliport may vary from a 40 feet by 40 feet landing deck devised to permit clear approach and departure to a full-size roof area, possibly as large as 200 feet by 200 feet. Private small helicopter operations may require only a limited size elevated pad. Commercial operations should provide areas of sufficient size so as to permit standard approach and departure operations from one landing spot, taxiing space, and an additional location, free of rotor blast, where passengers may as- semble. Reference should be made to applicable national and international standards with regard to obstruction and clearance restrictions.

200. Definit ions.

201. A HELIPORT is a facili ty designed to accommoda te opera- t ion of helicopters and includes a landing deck and associated opera t ing facilities.

202. A LANDING DECK is a surface upon which helicopters may land. I t may be a specially p repared roof surface, or a superstruc- ture above a bui ld ing roof.

H E L I P O R T CONSTRUCTION

55 418-5

f:'0. Construction.

301. Landing deck area shall be of noncombustible and solid ~truction. The landing deck shall be pitched in one or two

' ,'ctions, terminating in a drain trough or type of catch basin so ,itcr or fuel spillage will not be carried over the edge of the build- "I, but will be carried off to safe locations. The landing deck shall

, . teh away from access stairways, elevator shafts, passenger holding ~mas, and other occupied areas.

302. The roof on which the landing deck is located should be noncombustible construction with a Class I roof covering.

303. Where pits for service or foam extinguishing systems exist, L ~ where emergency escape hatches are used, suitable raised edges ~ound the periphery of such installations shall be provided to pre- ~r any spillage or drainage of fuel from entering the pit or hatch- ,~ay. Service or foam pits should be fitted with app.ropriate drains, ~ omnected to the building drainage system.

304. Passenger holding areas shall provide shelter from rotor ~' .~ast or fire exposure.

r Drainage and Separators. 401. The landing deck area drainage should be arranged inde-

i,,Pndent of the building drainage system. However, such drainage ~,~tem may be connected to the building roof drainage system, after dl water, oil or residue from the landing deck area passes through ~.n approved, properly ventilated separator of such capacity that it ,All retain 100 percent of the full fuel load capacity of any heli- ~)l)ter using the landing deck. Location and installation details for Ihe separator shall be subject, to the approval of the authority I' ~ving jurisdiction.

402. If a fixed foam system is installed as outlined in Paragraph (?05, drainage inlets serving the landing deck should have the com- I'med capacity to handle water at the design rate of discharge from ~lt~, water hose streams supplied plus 25 per cent of the maximum ~,Jam-water solution discharge rate.

,t03. Separators shall be periodically inspected and any fuel ,~t"cumulations disposed of in a safe manner.

404. The drainage piping and separator system shall be pro- r against freezing in climates where this may be a problem.

~00. Landing Deck Egress.

501. At least two approved means of egress from the landing

56 418-6 ROOF-TOP H E L I P O R T S

deck and roof shall be provided and shall be remote from eaeL other. Landing decks provided for commercial helicopter opm~ tions shall have at least two enclosed stairways. Where distant~ factors to these stairways exceed allowable limits, the authoril~ having jurisdiction shall be consulted.

NOTE: For further information on exit principles, see Life Safety Codi~ (NFPA No. 101).

600. Fire Protection.

601. A manual fire alarm station connected to an approved system for notifying the fire department shall be installed at each point of egress from the heliport.

602. A fixed standpipe system shall extend to the roof level, Sufficient outlets shall be provided to permit effective hose streaan coverage of the roof, landing deck and helicopter parking positiom without requiring excessive lengths of hose. Such standpipe systems shall be installed in accordance with the Standard on Standpipe and Hose Systems (NFPA No. 14).

603. Helicopter rescue 'and fire control recommendations for heliports are given in NFPA No. 403* (see Appendix A herein for an extract). For these roof-top heliports, this minimum protection shall be supplied. Where helicopters in Category H-3 are operated, the protection shall be arranged as follows:

a. At least two foam hose lines supplied from fixed outlets shall be available, each having a capacity of not less than 100 gpm foam water solution. They shall be located remotely from each other, having the ability to discharge effective foam streams to provide coverage of the critical portions of the landing deck and adjacent roof areas. (The area to be protected shall determine the actual number of lines needed.)

NoTv.: The water standpipe hose system may be modified to be useful as foam hose line protection by the addition of approved combination nozzles, air-foam liquid concentrate, and proportioning equipment.

b. The air-foam liquid concentrate provided shall be adequate in quantity to permit continuous operation of the hose lines available for a minimum period of fifteen minutes, except where a fixed foam system is installed in accordance with Paragraph 605 herein. In the latter case, the hose lines should be provided with a 7y2-

*Suggestions for Aircraft Rescue and Fire Fighting Services at Airports and Heliports published in Volume 10 of the National Fire Codes and in separate pamphlet form.

H E L I P O R T FIRE PROTEC'FION 57 4111.?

C J~inute supply of air-foarn liquid concentrate over and above that ~r for the fixed system.

c. The foam hose line system shall be restored to full operatlonal ~,ndition before the heliport can be returned to flight operational ~t;~tus.

604. Where foam hose line protection is installed, the following r are offered:

a. Hose lines should preferably be of the reel type, arranged for full operation with all or a portion of the hose unreeled.

b. Operating controls should be of the quick-acting, quarter- turn type.

c. Hose nozzles should be of the shutoff type or should have a ~hutoff valve at the nozzle inlet.

605. In addition to the protection stipulated in Paragraph 603 for helicopter rescue and fire control activity and the standpipe and hose equipment specified in Paragraph 602, fixed foam systems, ~upplemented by foam hose lines, may be required for protection ~gainst flammable liquid spill fires. Each fixed foam system installa- llon normally must be engineered for each roof-top heliport to achieve the desired purposes, but the following guidelines are offered :

a. Peripheral approved fixed fosan discharge nozzles should be hastalled to provide protection for the entire landing deck, but not uecessarily for the entire roof area of the building and the helicopter parking positions, if the landing deck is a clearly defined and marked-out space with adequate provision to prevent the flow of flammable liquids to nther parts of the building roof area. The foam solution discharge should be at a rate of at least 0.16 gallons per minute per square foot and an adequate quantity of the extinguishing agent should be available to continue this discharge for at least fifteen minutes, with start of discharge occurring not ,nore than 10 seconds after system actuation.

b. The foam discharge nozzles may be installed at deck level, or ,as fixed or oscillating turrets.

c. The effect of air turbulence and wind conditions on the range and distribution of the foam streams should be considered in the design of such a system.

d. Operation of the fixed foam system should be from emergency control stations located at points of egress. An additional control station may be provided in the heliport control room, if such

58 418-8 ROOF-TOP HELIPORTS

exists. Heliport personnel should be trained in the operation of the system.

NorB: The Standard on Foam Extinguishing Systems (NFPA No. 11), the Standard for Foam-Water Sprinkler and Foam-Water Spray Systems (NFPA No. 16), and the Standard on Aircraft Hangars (No. 409) should be referred to when designing fixed foam systems for this service.

606. All fire protection equipment provided on roofg and land. ing decks shall be protected against extremes of weather (freezing temperatures, snow, icing, and severe exposure to the sun) so a~ to be fully operational at all times.

NOTE: Bulk supplies of extinguishing agents for fixed systems should be located in protected areas, heated where necessary.

607. The automatic sprinklers should be installed in areas or rooms communicating with the roof or landing deck.

608. Elevators serving roof-top heliports should be provided with emergency electrical energy in event of power failure. Each auto. matie elevator should be equipped with manual override for use in emergency.

700. Fueling.

701. Fueling of helicopters on roof-top heliports, and the in. stallation and operation of fixed fueling systems at such facilities, where permitted by local regulations, shall be in accordance with the Standard on Aircraft Fuel Servicing (NFPA No. 407).

A P P E N D I X A - - R O O F - T O P H E L I P O R T S

59 418-9

Appendix A Extracts of Guidance on Helicopter Rescue and

Fire Fighting from the

NFPA Suggestions for Aircraft Rescue and Fire Fighting Services at Airports and Heliportst

NFPA No. 4 0 3 ~ 1967

-'~ * *

Article 100. Introduction -g- -16 ~ *

112. Heliports designed exclusively for handling helicopter operations are generally limited in area and are separately evaluated ,~ regards helicopter rescue and fire fighting services. For the pur- Chases of this text, the term "heliport" shall include all areas exclusively used for helicopter operations, including such areas re- ~erred to as "helipads" and "helistops." Heliports may be located ~t ground level, on platforms constructed specifically for the pur- 0~~e, or on the roofs of buildings. The degree of fire protection ~aggested depends on the size of the helicopters, the number of ~eupants, the maximum operational fuel load of the helicopters ~i,ing the facility, personnel available for rescue and fire fighting ~mrposes and the frequency of operations. Suggestions for heliport ~ircraft rescue and fire fighting services are contained in Para- liraphs 214, 315 and Table 2 (as contained in this Appendix).

Article 200. Basis for Suggestions

214 . . . . . . I t is suggested that heliports provide fire protection t~* outlined in Table 2 (as contained in this Appendix). The purpose of the protection suggested is basically aimed at life safety for the |~eupants of the helicopter in event of an accident followed by fil~. Since automatic protection is not feasible, heliport management and service personnel should be trained in the use of this equipment to afford maximum benefits. An auxiliary purpose is to provide protection to the heliport itself, especially for platform or roof-tbp heliports. It is widely recognized that fires may follow

$Extracts from NFPA No. 403 are editorially modified with references u|~dated for use in this Appendix.

6O 418-10 R O O F - T O P H E L I P O R T S

helicopter accidents and that this experience is a helicopter design problem.

NOTE: This material is concerned with helicopter rescue and fire fighting. However, the importance of designing crash-fire-worthi- ness into future helicopters cannot be stressed too strongly. Cellu- lax or breakaway fuel tanks to limit fuel spillage and all other possible construction safety features should be incorporated in new helicopter design.

223. The suggested minimum amounts of extinguishing agents in Table . . . . 2 should be provided on the . . . . heliport regardless of the availability of other fire fighting equipment off the . . . . heliport.

�9 ?r -g" 41" -It

Article 300. Suggestions

315. Protection at Heliports

a. Table 2 (as contained in this Appendix) indicates the quan, tities of water (for foam production) and the quantity of dry chemical that are suggested for heliports categorized as follows:

�9 H - 1 - - T h i s category includes all heliports where the heli. copters using the facility carry less than 6 persons, have operational fuel loads of less than 100 gallons.

H - 2 - - T h i s category includes all heliports where the helicopters using the facility normally carry passengers (less than 12), have operational fuel loads of less than 200 gallons, and where the number of movements exceeds an average of 4 movements per day over any 3-month period. (Where the frequency of movements is less than that specified, the decision as to whether to apply these suggestions should be based on a judgment of the heliport man. agement and any regulatory agency having jurisdiction.)

H-3 ' - -This category includes all heliports where the helicopters using the facility normally carry 12 or more passengen and have operational fuel loads of more than 200 gallons regard. less of the frequency of movements.

NOTB: Where an airport is also used as a heliport the fire and rescue protection suggested by Table 1 would apply.

b. For effective use of the fire protection recommended for heliports in categories H-2 and H-3, it is important that the extinguishing equipment be capable of discharging the agents at the

APPENDIX A~ROOF-TOP H E L I P O R T S

61 418-11

Table 2

Heliport Fire Protection Suggestions

Extinguishing Equipment Hefiport Heliport Category Category

H-1 H-2 Water for Foam Production

Amount of water Nonei" 500 Gals.i't Total Rate of Discharge Nonet 100 GPM

foam Compatible Dry Chemical Portable Hand Extinguishers*

Number 2 Minimum Rating'* 20-B :C Minimum Agent Capacity 30 Ibs.

Hefiport Category

H-3

1500 Gals/f ~ 200 GPM

from two 100 GPM nozzles or one mobile unit with turret

2 2 20-B: C 20-B: C 30 Ibs. 30 Ibs.

or and

Wheeled Extinguishers Number None 1 1 Minimum Rating '" 160-B: C 160-B: C Minimum Agent Capacity 150 lbs. 150 lbs.

tMany times a water supply meeting the suggestions for Category H-2 may be available. In such cases foam equipment suitable to permit its use *hould be provided assuming personnel are available to utilize the equip- ~;r in .event of an emergency.

t tThe amount of water, should be immediately available from a hydrant, ,taadpipe, pressurized tank, reservoir, or mobile vehicle so that it can be dhpensed at the rates indicated and at a satisfactory pressure. Additional ,~'ater should be available to provide a continuing rescue and fire fighting ap,*bility wherever feasible.

"Portable hand extinguishers to be mounted on cart or wheels with a cdnlmum 6-foot hose and nozzle.

" 'For rating information, see NFPA Standard on Installation of Portable ~qrr Extinguishers (No. 10). See also Fire Protection Equipment List of 1#,,derwriters' Laboratories, Inc. or Underwriters' Laboratories of Canada.

0,~tes indicated. T h e foam rates are those which provide the maxi- om.n nozzle flow rate capable of being handled by one man. T h e ~mount of agents and rates suggested should be sufficient in the Olands of trained operators to provide initial fire control thus per- ~ahting occupants to evacuate or be rescued assuming that they are I~01 incapacitated or killed on impact. Addit ional water is recom- ~itcnded to permit complete extinguishment.

62 418-12 ROOF-TOP H E L I P O R T S

NOTE: Where a standpipe or other continuous water supply of sufficient pressure and volume is available it should be used to supply the foam system. If a continuous water supply of adequate volume but insufficient pressure is available, an automatic booster pump should be provided.

c. Fire extinguishers, foam nozzles, hose reels, etc., located on heliports should, where necessary, be in weatherproof above-grade cabinets, clearly marked as to their contents. Cabinets shall be located beyond but within 5 feet of the boundary line defining the landing and take-off area and shall not protrude into the normal approach-departure paths. These cabinets should be located dia. metrically opposite each other.

d. Foam nozzles shall be light in weight and capable of dis. charging foam, dispersed pattern foam, or water spray.

e. Roof-top heliports should be provided with landing pad water and fuel drainage facilities designed in accordance with Sec- tion 400 of the NFPA Standard on Roof-top Heliport Construction and Protection (No. 418). Local regulations regarding pollutiol~ of water disposal systems should be checked.

f. Roof-top heliports should have at least two means of egress located remote from each other (see Section 500 of the NFPA Stan. dard on Roof-top Heliport Construction and Protection [No. 418]).

g. Helicopter maintenance facilities are not recommended on roof-top heliports. Where fueling operations are conducted on roof-top heliports, the provisions of Part VI I I of the Standard on Aircraft Fuel Servicing (NFPA No. 407, USAS Z119.1-1968) shall be followed.

h. An automatic alarm should be provided to indicate foa~n system operation and to summon aid.

I)1!)-4 A I R P O R T ~vVATER S U P P L Y S Y S T E M S

63

Part IV of Aviation Committee Report ~'te pages A V-2 and A V-3 /or explanation and vote statement

I'hc Cotnmittee reco,nmends Tentative Adoption of the follow- Proposed Recommended Practice for Master Planning Airport

~,ttcr Supply Systems for Fire Protection (NFPA No. 419-P).

Recommended Practice for Master Planning Airport Water Supply Systems for Fire Protection

Proposed NFPA No. 419-P

Chapter 1 m Scope and Purpose

I I . General. This publication is intended as a recommended ,,wtlce for public and private airport planners and consulting , hhects and engineers in inaster planning an overall water supply :lem for airport fire protection, taking into consideration domes-

water usage where a combined fire protection and domestic ~ler system is utilized. It covers those features which should be ,,idcred~ recognizing that all suggestions will not necessarily ~,ly to a specific airport. Magnitude and complexity of the :!eJ,ls will vax 7 with airport size. In selecting a water system , a particular airport, master planning should consider both

�9 ~ling and expected future requirements.

~io'rl~: Technical advice on this subject may come from the American ~A'aler Works Association, the National Fire Protection Association, the ~'cderai Aviation Administration (in the USA), local water works ,~:llhorities, consuhin.g fire protection engineers, airline facilities engi- , ,"ering personnel, insurance inspection authorities, the local fire ?rpartment, and other specialists knowledgeable in this field. The i ,al fire department should be consuhed in any case. For details on cite protection equipment in specific buildings, refer to other applicable %ItPA Standards (See Appendix A).

~L Responsibility. The administrative responsibility for the ~t'r supply system when finally designed and made operable .~,1r rest with airport management, with technical advice on ~[o,'mance needs anct requirements from responsible attthorities.

'~ ,

h.

d, ~.

Contents. The following features will be covered in this

Definitions Water Supply S o u r c e s - - B a s i c Arrangements Pumping Facilities Water Distribution Fire Flow Requirement ConsidErations for Structures and Facilities Operation, Maintenance and Testing

64 DEFtNITIONS 419

201. AIRCRAFT HANGAR. A building or other structure in any i~: of which aircraft are housed, stored', serviced, repaired, modifiecl, overhauled.

202. AIRPORT. A defined area on land, inch, ding any builclilv installations and equipment , intended to be used either wholl), in par t for the arrival, departure, and movement of aircraft.

203. AIRPORT CARGO TERMINAL BUILDING. A structure inchtdt extensions and truck docks, used pr imari ly for receiving, sortll dispatching and delivery of cargo, mail, express, etc.

NOTE: Aircraft may be wholly or partially contained within the stnle ture during loading and unloading, with minor maintenance and fueling operations taking place.

204. AIRPORT TERMINAL BUILDING. A structure used primat~ for passenger enplaning or deplaning, including ticket sales, fli~ ̂ information, baggage handling and other necessary functions: connection with air t ransport operations. The term AIRPORT T} MINAL BUILDING includes any fully enclosed extensions functioni! as fingers or any satellite buildings used for passenger handling t aircraft flight services functions.

NOTZ: Aircraft may be wholly or partially contained within the strut. ture during" 'loading and unloading with minor maintenance and fueling operations taking place.

205. AIRPORT WATER DISTRIBUTING SYSTEM. A system of mair valves, etc. for distributing water from the pumping station or oth~ pressurizing means throughout the airport to service connecti01, I t does not include the connecting pipes serving buildings or faci ~. ties which are under the control of a i rpor t tenants or oth, authorities.

206. FUEL STORAGE AND DISPENSING FACILITY. A system of tanl, piping, filters, pumps, and necessary control devices used to I," ceive, store, and dispense aviation and automotive fuels. Dispeli~ ing m a y be directly into the aircraf t or vehicles through the u: of a hydran t system or service station pumps or into tank vehicle-,

207. GRID SYSTEM. A system of distribution mains laid out in "checkerboard" pat tern, or essentially so, coinciding with tl, street or road arrangement .

Ul9-6 A I R P O R T W A T E R S U P P L Y S Y S T E M S

65

::ll~l. LATERAL. A short single run of main from loop or grid sys- ~l, to a building or to reservoir filled from the system.

"~}. Loop SYSTEM. A system of relatively long distribution mains ~,1 out with intercotmections only at the ends, and possibly at .w,'mediate points. This systetn would exist where there is no ,.ht:ckerboard" layout of streets or roads and they come together ~,ly at substantial distances.

,!Ill. NONPOTABLE WATER. Water which has not been tested or ,hlch has been declared unfit for human consumption by the ",'llartment of health or other agency having jurisdiction.

NOT&: Potable water can become non-potable unless stored or dis- pensed from a system meeting certain minimum standards for health ~ffety.

,!l I , POTABLE WATER. Water which meets certain minimum ~wcifications, as being suitable for hi, man constttnption and so ~ttified by the depar tment of health or other agency having juris- ':orion.

~.112. PUBLIC WATER SYSTEM. A water system, including all t. llfing, putnps, storage facilities, etc. operated by a governmental , ~ganization or a private cornpany franchised by local governmental ~ithorities to supply water to all consumers, industrial and domestic, , Jthin its jurisdictional litnits.

d13. PUMPING STATION. A building, or other facility, housing i,mlnps, wime movers, control devices, etc. provided to deliver ,~,~ter to a distribt, tion system of pipes. The pumps may obtain ,~ater froth a i-csc,'voir, lake, river, wells, above or below ground l.lltk, or another water system.

~!4. RAMP. Any outdoor area at an aiq)ort, including aprons nltl hardstands, on which aircraft are normally fueled, defueled, ,loi'cd, parked, maintained or serviced.

2!5. RESERVOIR. A man made or natural facility for storage of ~,lter, which may be at, above, or below grade.

NOTE: For the purposes of this definition, elevated tanks and pressure lanks are excluded.

~l(i. RUNWAY. The part of the airport area intended for the ~',tnding and take-off run of aircraft.

66 W A T E R SUPPLY SOURCES 419-7

Chapter 3 - Water Supply Sources - -Bas ic Arrangements

301. General. Water can be secured from natural or man-made sources. Selection of the water supply source(s) should assure that the airport water supply system will meet the necessary present demands for fire protection at proper pressures, volume, and dura. tion on immediate demand. Advance planning is vital to assure that growth and expansion will not render the sttpply source(s) inadequate within a few years time; thus the selection may need to be keyed to the long range outlook rather than merely solving existing needs. The selection will depend on the following basic considerations:

a. Availability of the supply source or sources on or near the airport and the cost factors involved in utilization.

b. The influence of weather conditions on the reliability of the supply source ( s ) - - e .g . , drought, freezing conditions.

c. The adequacy of the supply sources in terms of quantity and pressures to meet the fire protection demands, while countenancing any domestic or industrial consumption requirements.

d. The basic reliability of the supply sources from the view. point of assuring and maintaining control over the supply for the contemplated needs.

e. Problems of contamination of the supply sources as they may influence use in fire protection systems and affect the potability of the water where this is an important consideration or a legal requirement.

302. Water Supply Sources. Water can be made available from: a. Public or municipal water supply systems fed by supplies

outside airport boundaries. b. Man-made sources on the airport such as elevated gravity

tanks, presstlre tanks, and reservoirs.

Noa~ 1: Gravity tanks arc useful since their elevation provides energy for the delivery of water but where higher pressures and volumes are needed, gravity tanks are not normally employed because of economic and practical considerations. NoTg 2: When designed to meet the basic reliability requirements for fire protection service (as for reservoirs), storm-drainage retention basins, cooling ponds or cooling tower basins, or reflecting ponds may be used.

c. Natural sources such as lakes, rivers or streams, wells, or oceans on or in the vicinity of the airport.

d. A few large airports may have the equivalent of a public water supply system complete with its own water supply sources, storage facilities, and distribution system independent of all outside sot~rces.

,tl9-8 AIRPORT W A T E R S U P P L Y S Y S T E M S

67 304. Discussion of Specific Sources.. The benefits and limitations of each possible water supply source need to be analyzed on an individual airport basis. T'he following general .guidelines may be helpful to those concerned.

a. Natural water supply sources, besides being uncertain due to weather factors, may be tapped by other demands or altered by new land uses beyond the control of the airport authorities and lenants. Industrial or other pollutants can affect the usefulness of the water and cause possible damage to pumping equipment and distribution piping as well as influencing its use as a fire extin- ttuishing medium. Salt water may present particular problems of ('orrosion to the associated water supply system and affect the usefulness of the water system where additives are employed (e.g. ~nme foam liquid concentrates, freezing depressants, wetting agents, ~t,rfactants). An analysis of the ground water table to check on possible recedence is recommended before reliance is placed on well supplies.

b. Elevated Gravity tanks are nonlmlly considered a highly H:liable source of water supply if properly sized and elevated for I1~c protection needs and if they are installed and maintained in accordance with the NFPA Standard on Water Tanks for Private Iq,'e Protection (No. 22). Filling means need to be as reliable as ~my other pa,'t of the system to assure continuity of service under Ilrc emergency conditions. Erection of elevated gravity tanks at ifirports may be restricted due to flight navigation clearances and tiffs must be checked with the p,'oper authorities.

c. A Pressure tank, when used as the sole source of water sup- )ly, is normally adequate for only "light-hazard" occupancy )ccause of practical restrictions as to capacity. A pressure tank may I)e used, for instance, on airports remotely located from public or )mtural water supply sot, rces to provide water for a sprinkler system m small airport terminal buildings but wot, ld not be acceptable for protection of an aircraft hangar similarly situated. Section 36 of die NFPA Standard on Water Tanks for Private Fire Protection [No. 22) gives infonlaation on the const,'uction and arrangement ()1" pressure tanks and Section 2500 of the NFPA Standard for the hlstallation of Sprinkler Systems (No. 13) gives data on their use for this service. A pressure tank combined with a reliable, direct i)v,nping system supplying water from a reservoir (or other source) provides high reliability if properly designed and maintained.

d. Water Reservoirs storing large quantities of water for fire i).,'otection purposes are of two general t ypes - -g round level facili- lies on the airport and those normally located off the airport at a higher elevation. Where reliance is placed on such a source, a

68 PUMPING FACILITIES 419.9

divided reservoir of approximately equal sections is recommended. It should be arranged so that at least one section can always be maintained in service. 'Suction lines from each reservoir section should be sized to deliver full flow capacity to all fire pumps taking suction. Supervisory services on the supply and all valves and piping associated therewith are recommended so that airport usel~ may be continually informed in the event of any interruption of service. (For discussion of Pumping Facilities - - see Chapter 4.)

NOTE: Storm-drainage retention basins, cooling ponds or cooling tower basins, or reflecting ponds should not normally be relied upon for fire protection service as the maintenance of such water supplies is subject to too many variables. Where it is imperative to use such sources they should be arranged similarly to water reservoirs. Auxiliary facilities for utilizing such supplies for fire needs should be correlated with the overall fire protection equipment and program. (For discussion of Pumping Facilities - - see Chapter 4.)

e. Connections to public water mains may be the primary source of supply for many airports. The acceptability of such connections for fire protection purposes may be modified by outside uses over which airport ananagement and tenants have no control, by the physical condition of the water mains which might indicate serious deficiencies in delivery capability and reliability, and by the existence of pressure reducing valves or water meters in the supply lines which could restrict the needed flows or pressures. Automatic booster fire pumps, supervised by either a central station or pro- prietary signaling system, are desirable and necessary in man), cases to provide effective pressures under all contemplated use conditions with the desired degree of assurance.

Chapter 4 - Pumping Facilities

401. Pressure and Volume. Pumping facilities must be capable of delivering large quantities of water at adequate pressure to meet the requirements of the fire protection system in aircraft hangars or other high water demand areas. Installation of fire pumps (as distinct from pumps used to supply domestic water supl~ly needs) should conform to the Standard for the Installation of Centrifugal Fire Pumps (NFPA No. 20). Where combined domestic and fire protection systems operate at higher than normal pressure during fire emergencies, pressure reducing valves may be required on domestic water connections.

,I.19-10 AIRPORT W A T E R S U P P L Y S Y S T E M S

69

,102. Types of Pumps a. Horizontal-Shaft Centrifugal Pumps. These pumps consist

of a casing containing an impeller which rotates at high speed on :~ horizontal shaft. Multi-stage pumps have two or more impellers arranged in series. These pumps should be used only where suction is under positive head, because automatic priming means are not sufficiently reliable.

b. Vertical-Shaft Turbine Type Pumps. These pumps consist of a housing containing a series of impellers attached to a vertical shaft. Water is lifted from one impeller through a bowl to the next higher impeller. These are available in the same capacities and with characteristics sinfilar to those of horizontal-shaft centrifugal pt, mps. This type of pump is particularly suitable for applications where it would be necessary for a horizontal-shaft centrifugal pump to take suction under a lift.

,103. Number of Pumps. A sufficient number of pumps should be provided to supply the total water requirement at adequate pressure with the largest pump assumed to be out of service.

,104. Motive Power. The motive power to drive pumps should be reliable. Currently available types of motive power are: diesel engines, electric motors, gasoline engines, gas turbines, natural gas engines, and steam turbines. Where steam or electric power is not dependable, motive power should be selected from the other types listed. In any event, not all pumps should be driven by electric motors having public utility source only, or by steam turbines. htdividual drives should be provided [or each pum'p.

,105. Controls. All puml~s should be arranged for manual and automatic operation using pressure or flow-actuated controls.

'106. Location. Pumps should be located in detached buildings of noncombustible or fire resistive construction at a safe distance from hazardous areas or in rooms of fire resistive construction cut-off fi-om other areas by enclosures having a minimum of four-'hour fire resistance.

407. Suction Sources. A discussion of possible pump suction sources is included in preceding Chapter 3.

,t08. Discharge Headers. Discharge headers should be arranged and valved so that pumps can be isolated individt, ally and in groups without impairing the effectiveness of pumps remaining in service.

7O W A T E R D I S T R I B U T I O N 419-11

Chapter 5--Water Distribution

501. General. Underground pipe, valves and fittings should mecl the standards of and be installed in accordance with NFPA Stall. dard No. 24 and applicable current AWWA standards.

502. Basic Arrangements. Water distribution system arrange. ments can be broken down into the following categories:

a. A separate system for fire protection water and a separale system for domestic water, with each being designed to meet iI~ required flows. Part of the general fire flow requirement may Ix, furnished by the domestic system, if the latter is of adequate design, flow capacity and reliability. Normally this contribution would be restricted to fire department pumper hose stream use (See Table I, Chapter 6).

b. A combined fire and domestic water system designed to meel the fire flow requirements given in Chapter 6 while still serving the domestic requirements. This should be permitted only where. domestic piping and appliances would not be subjected to damag. ing high pressures from the fire pumps under emergency conditions.

c. A combined fire and domestic water system designed to mecl the general fire flow requirement and the domestic requirement fm non-hangar facilities, supplemented by separate systems for the higher general fire flow requiremens for aircraft hangars.

d. Fire Department pumper connections should be provided for all sprinkler systems or standpipe systems, and normally are required by the authorities having jurisdiction. They provide a means 0f increasing pressure and permit supplying water to the systems when the normal supply connection is impaired.

503. Piping Systems. a. Main sizes should be determined by the total domestic and

fire protection requirements. In no case should mains be under 8 inches in diameter except that laterals may be 6 inches in diamete~ if not over 200 feet long.

b. Anti-surge devices, such as cushion tanks, may be necessary to prevent damage due to surge, or water hammer.

c. Wherever possible, the airport water distribution system should be supplied at two or more points, preferably remote from each other.

d. T'he water distribution system should be gridded or looped around concentrated airport facility areas. Where the installation of a loop or grid system may notbe feasible, a properly sized single feed main should be provided.

,119-12 AIRPORT W A T E R S U P P L Y S Y S T E M S

71

e. Distribution system mains should not be instal-led under buildings, structures, large storage piles, embankments , or areas ~ubject to heavy traffic, such as aircraft taxiways and runways, or railroads.

504. Valving and Sectional Control . Sufficient valves should be installed to facilitate proper control and to make sure that only a 0ninimum area is impaired when portions of the system are out of ~,'rvice for repair, maintenance, modification, or expansion. Valves ~hot, ld be so located and identified to be readily accessible for opera- tlon. Particular attention should be given to valving at the follow- itlg locations :

a. Points of connection of supplies to loops or grids. b. At intervals in ,nain loops. c. At grid intersections. d. At beginning of laterals. e. On each connection to hydrants.

505. Hydran ts . a. Hydran t s should be located not more than 100 feet from a

Imilding, giving due consideration to the possibility of expost, re if Ihey are closer than 50 feet t.o the building. Such hydrants should !lot be over 500 feet apart . Hydrants listed by a nationally recog- ifized testing laboratoz), should be ins'tailed.

b. Hydran t s may require protect ion against mechanical or vehicular damage (inchtding taxiing a i rcraf t ) .

NOTE: For further guidance on placement of hydrants, see the NFPA Standard on Aircraft Hangars (No. 409), Paragraph 2002 and the NFPA Standard on the Construction and Protection of Airport Termi- nal Buildlngs (No. 416 ), Paragraph 265.

c. Hydrants should be placed in strategic locations on the loops ID,' grids for the refilling of a i rpor t emergency vehicles.

72 FIRE FLOW REQUIREMENTS 419-13

Chapter 6 - Fire Flow Requirement Considerations for Structures or Facilities

601. General. Many areas, occupancies and construction features in airport structures and facilities, either existing or planned, are similar in nature to those found in industrial or mercantile proper. ties. However, it should be recognized that these same features, as arranged, combined and located in airport properties, may result in more severe hazard and may have different fire flow requirements. A discussion of these requirements, as they pertain to the specific airport occupancies or structures, is covered in the following paragraphs. Reference should also be made to applicable NFPA Stan. dards regarding detailed information.

602. Airport Terminal Buildings a. Fire flow requirements for these structures will depend on

extent of: (1) Separation into fire areas, including enclosures around

stairways and escalators. (2) Combustible construction materials, including finishing

materials. (3) Occupancies of moderate or high hazard types. (4) Combustible loading in the direct support areas for servic-

ing of aircraft. (5) Combustible furnishings in accommodations for passengers. (6) Presence or absence of automatic fire protection equip-

ment. (See NFPA No. 416 - - Standard on Construction and Protection of Airport Terminal Buildings) b. Most or all of the following functions or occupancies may be

found within passenger terminal buildings: (1) Restaurants (2) Hotels (3) Baggage and cargo handling areas (4) Aircraft meal catering kitchens (5) Communications equipment rooms (6) Electrical switchgear and transformer rooms (7) Storerooms for paper and fabric aircraft cabin servicing

supplies (8) Spaces for minor maintenance of support vehicles (9) Offices and operations areas, with varying amounts 0[

paper, forms, wooden counters and crew lounge facilitie~p and possibly containing electronic computers

(10) Storerooms for general building operating and mainte. nance supplies

(11) Storerooms for limited amounts of flammable liquids.

(+P)+I'I" A I R P O R T W A T E R S U P P L Y S Y S T E M S

73

c*~L AiqJort Cargo Terminal Building. The fire flow water re- ..,~+mcnt will be similar to that for a motor freight terminal plus

' v additional requirement for protection against possible fires in , 'l~.,'t.nt aircraft. Modern large cargo terminals may have special

~,,q. handling equipment and high piled or racked storage which ~ increase the fire flow requirement.

<0L~|~ Aircraft Hangars. The fire flow requirement to protect ~'~:',:.~ t,sed for servicing and maintenance of aircraft (with fuel

.~ containing varying amounts of aviation, gasoline or turbine 1'/ is based on an estimate of the number of automatic sprinklers

,'~'4 led to discharge water in a serious aircraft fuel fire. Normally, :~ ' :b~rs used for maintenance of aircraft will be protected by

' '*.Hr. sprinkler systems, either of the water or foam-water type. ~1 ''," probable expected fire flow requirement should be determined

':'l data outlined in N F P A Standard No. 409. +i J*rl~: See Table I at the end of this chapter for guidance in deter- , ruing fire flow requirements for sprinklers and hose streams for the ~,~'~ of buildings and occupancies discussed above. No general sug- r of a similar type can be made for the following buildings or

ialmncies because of the wide variations which are found.

r General Industrial and Commercial Facilities. Frequently % (glcilities are erected at airports for direct support of the opera- ~+ convenience of passengers and visitors, or to supplement

�9 m.cs. Such facilities may be hotels, restaurants, catering kitch- 'L machine shops for parts manufacture or for overhaul of air- 'lq engines, accessories, etc. and facilities maintenance shops and ,,,/!e areas. The fire flow requirement will depend on type of ' ,h ,g construction, area and roof height, interior-finish contents, ht and method of storage therein, and existence of hazardous

, :. ~llious.

:~ l Central Energy Plants. The fire flow requirement will de- on the fire protection systems installed in such plants which

,,~+~dly contain high temperature hot water generators or steam 't,~ and chillers for circulated air conditioning refrigeration

.... I0 They may also contain transfomlers, main electrical load ~,ts fo," power distribution to other buildings, and electrical gen- ^~,~ equipment. Maintenance shops and storerooms for airport ,~lles may be integral w~th or a t tached to central energy plant , im'es. Above ground fuel oil storage facilities, if provided, will iequire special attention.

; ' ) Fucl Farms and Associated Facilities. Fiml Farms. No general statements on the fire flow re-

~cments are practical in view of the many variables involved in (~ontinued on pag~ 419-17)

Table I

Guide for Fire Flow Requirements for Airport Master Planning by Type of Facilities (1) (11)

Type of Facilities

Airport Terminal Bldgs. Large Commercial Airports ("

Fire Resistive or Noncombustible Construction .......................................... 3000 Combustible C o n s t r u c t i o n (s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 0 0 0

Small Commercial Airports and General Aviation Airports ................................ 1500

Aircraft Hangars (s) 6ervlcing Hangars for Aircraft with Both W ~ m g Span and Lengths of 150 Feet

and Over (~ .............................................................................................. 15000 Servicing Hangars for Aircraft with Wing Spans, or Lengths, or Both o f Under

150 Feet (s)(I~ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8000 Wing Dock Hangars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3000 General Aviation Aircraft Servicing Hangars and Large Fixed Based Operators'

Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7500 Storage Hangars--Pr ivate Aircraft and General Aviation Servicing Hangars;

Small Fixed Base Operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 0 0 0

Unit Type Hangars for Private Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 0 0

Air Cargo Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 0 0 0

Water Supply Requirements ~) Supplemental

General Interior Hose Stream Fire Flow Sprinklers AS BIdgs (~)

GPM GPM GPM

1000 ~ (~) 1000 500 (5) 2000

500 500

12000 1000

7000 1000 1500 1000

5OOO 1000

2000 500 50O 250

I SO0 750

NOTE: For other types of Facilities see Notes (u) and (") and Paragraphs 605, 606 and 607.

-,q

419-16 AIRPORT WATER SUPPLY SYSTEMS

75 N o t e s to T a b l e I

"~ The figures given herein are for general guidance only and are to be used only by those in a position to exercise experienced judgment in de- ~;gning and planning water supply systems for fire protection service. The flgvres used are not necessarily cumulative--e.g., the water supply needs for hangars should not be multiplied by the total number of hangars on the airport. Also, the figures are not to be considered cumulative vertically, arriving at a total for each column.

") Except for aircraft hangars, flowing pressures in loops or grids should generally be 50-75 psi at the building entrance depending on height of buildings. Buildings over 50 feet high may require higher pressures. Aircraft hangars generally will require at least 100-125 psi flowing pressure at the huildtng entrance.

~s) If there are substantial cargo handling operations, increase this figure to 1500 gpm.

") Not only for internal protection but also for exposure fire p r o t e c t i o n - fuel spill fire, etc.

~D) Refer to NFPA No. 416 if there wiU be fixed deluge water sprinklers at large windows.

~") Present construction trends indicate the improbability of combustible airport terminal buildings at "Large Commercial Airports."

,T~ For the purposes of this table, "Large Commercial Airports" are air- I)orts having at least 1'2-5 scheduled air carrier operations per day, with ,uch operations comprising at least 5 percent of the total annual operations.

~R) See NFPA No. 409 for detailed information on calculating hangar fire [low requirements.

~0~ These figures assume a combined system, a separate system having full

t ~ressure and volume capability, or a high volume, low pressure system requir- ,g booster pumps. Independent systems with a self-contained reservoir

normally require reservoir refill capability only, at a fill rate of approximately 1,000 gpm.

~0) Nose hangars for aircraft of this size would require approximately two- flfirds as much water.

"" Where water source is not a strong public water system and de-

i ~(:ndence is on private sources or a public water filled reservoir, these should rove a duration of two (2) hours, except for hangar fire flow requirements.

The duration for the latter should be at least 45 minutes (See NFPA No. ,109). The authorities having jurisdiction should be consulted regarding variations from these durations.

"~ Other types of buildings or facilities found at some airports (fuel storage farms, fuel dispensing facilities, central energy plants, general industrial and commercial buildings, etc.) should be considered in developing master plans. NFPA Standards that may be applicable in making the needed deter- minations include the Standard for the Installation of Sprinkler Systems (No. 13), the Standard for Foam Fire Extinguishing Systems (No. 11), the Standard on Foam-Water Sprinkler and Spray Systems (No. 16), the Stan- dard on Water Spray Fixed Systems (No. 15), the Standard for Outside Protection (No. 24), the Standard on General Storage (No. 231), and the Standard on Aircraft Fuel Servicing (No. 407).

os) The needs for aircraft rescue and fire fighting services and for controlling aircraft fires on airport ramps are not covered in this Table. For guidance see the NFPA Suggestions for Aircraft Rescue and Fire Fighting Services at Airports and Heliports (No. 403).

76 FIRE FLOW REQUIREMENTS 419-17

size of farm, both as to area and gallons of fuel stored, local codes, whether tanks are aboveground or buried, and whether they have floating or fixed roofs, if aboveground. At buried tank farms, fixed foam protection is not normally required on the tanks, but foam hose connections or water hydrants to supply foam makers may be required by authorities having jurisdiction. The fire flow requirements will be influenced by:

(1) Making of foam for direct application on the fire by fixed systems or hose streams.

(2) Direct application of water to sides and roofs of buildings and aboveground tanks exposed to the fire.

(3) Protection of loading, unloading, and pumping facilities.

Data useful in determining the fire flow requirement will be found in NFPA Standards Nos. 11 and 30.

b. Fuel Unloading and Loading Facilities. These facilities are usually protected by foam hose stations, or water hydrants to supply foam makers for foam hose steam use. The installation of fixed water spray or foam systems may affect the water flow requirement. Information on arrangement of. fuel dispensing facilities can be found in NFPA Standard No. 407.

,tl9-18 AIRPORT W A T E R S U P P L Y S Y S T E M S

77

Chapter 7 - Operation, Maintenance and Testing

701. General. A single authority or agency should have responsibility for operation, maintenance and testing of airport water supply and distribution systems. The authority or agency may be a public water department, a private water company, or the airport management depending on type of system planned or provided. Tenants in buildings operated by the authority or agency should have the opportunity to assure themselves that the operating, maintenance and testing procedures are adequate in scope and faithfully followed, both for any "common" airport system and for the individual building systems. Where abuilding is completely occupied by a single tenant or owner other than the authority or agency, responsibility for operation, maintenance and testing of water systems, associated directly with such building, is normally delegated to the tenant or individual owner. Here, the authority or agency should have the opportunity to assure itself of the adequacy of such per- fo,'mance and to make supervisory checks.

702. Operating Procedures. a. The operation of each airport water supply system should be

tile responsibility of a designated individual qualified for this service and familiar with the system's design features and limitations. Proper operation of any system during a fire emergency requires dmt fire officials are also fully familiar with the airport water supply system. During a fire emergency spare pumps or other sources should be put into service as called for by emergency procedures. Only after it is determined that such fire emergency no longer exists, should any of the spare pumps or other sources be shut down. With systems reserved for fire use only, it is essential during a fire emergency that all water sources be checked for proper function. Pumps, especially, should be continuously attended during a fire to check on suction conditions, reservoir level, and overheating or other malfunction of the prime mover.

b. Protection System Impairment. In the event of an impairment in the water supply system, it is essential that preplanned action be implemented at once, whether it results from prime mover failure, pump failure, water main break, or a building system or portion of a system being out of service for maintenance, repair or modification. Well planned and rehearsed procedures can mean the difference between a disaster or nearly normal conditions. Examples of emergency procedures would be:

(1) Obtain large portable pumps or a spare fire department pumper, and connect them into the system by temporary or semi- permanent means.

78 O P E R A T I O N - - M A I N T E N A N C E - - T E S T I N G 4 1 9 - 1 9

(2) Maintain continuous, roving firewatch in areas when fixed protection systems are out of service.

(3) Restore system to service, working around the clock, as necessary. The most important thing is establishing good procedures and then making sure the procedures are followed.

703. Notification of Impairment. Whenever an impairment occurs in any part of an airport water supply system which provides fire protection, all occupants or tenants in buildings or facilities affected as well as the fire department should be notified immediately and advised as to extent of the condition, probable time when the condition will be corrected, any precautions which the occupant or tenant should observe, and emergency procedures instituted by the system operators. Such procedure should be followed regardless of whether the condition arises from a planned impairment for maintenance or modification of the system, or from an emergency, such as a break in a main, or failure of a water supply souce or portion of the pumping system.

704. Maintenance. The system or systems will only be as dependable and efficient as the inspection and maintenance provided. Regular detailed inspections and scheduled preventive maintenance are critical and must include all portions of the system. Frequency of inspections and preventive maintenance activities will vary for different system components.

705. Testing. Testing is essential both to prove the initial and continued operational readiness, efficiency and adequacy of the system or systems, and to train those responsible for operation of the systems under normal and emergency conditions. All hydrants should be flush tested and all valves operated at least once a year. After extensive changes to the airport water supply system, full flow tests should be made in the areas affected to insure that adequacy has been retained, or expected improvements have been obtained. Fire pumps or spare pumps should be given turnover tests, at least weekly, and full flow tests, at least annually. Internal combustion engines driving pumps should be run once a week for at least one-half hour each time.

' t l9-20 AIRPORT WATER SUPPLY SYSTE, MS

79 APPENDIX A

Glossary of Applicable NFPA and AWWA Publications

A. NFPA Standards Number

11-1963 13-1968 15-1962 16-1968

20-1968 22-1967 24-1968 30-1966 70-1968

(USAS C 1-1968) 194-1968 407-1967 (USAS Zl19.1-1968) 409-1968 416-1967

B. AWWA Publications M8

H 1-66

R372

C. AWWA Standards A 100-66 C 104-64 (USAS A21 A--1964) C 106-62 (USAS A21.6-1962)

C 108-62 (USAS A21.8-1962 )

C 110-64 (USAS A21.10-1964) C 111-64 (USAS A21.11-1964) C 201-60T

C 203-62

C 205-62T

Title

Foam Extinguishing Systems Sprinkler Systems, Installation Water Spray Fixed Systems Foam-Water Sprinkler Systems and Spray Sys- tems Centrifugal Fire Pumps Water Tanks Outside Protection Flammable and Combustible Liquids Code National Electrical Code

Fire Hose Couplings, Screw Threads Aircraft Fueling on the Ground

Aircraft Hangars Aircraft Terminal Buildings

M a n u a l - - A Training Course in Water Dis. tribution Handbook--American Standard Practice for the Computation of Strength and Thickness of Cast Iron Pipe Reprint--Selection of Valves for Water Works Service

AWWA Standard for Deep Wells American Standard for Cement-Mortar Lining for Cast Iron Pipe and Fittings for Water American Standard for Cast Iron Pipe Centrif- ugally Cast in Metal Molds, for Water or Other Liquids American Standard for Cast Iron Pipe Centrif- ugally Cast in Sand-Lined Molds, for Water or Other Liquids Arfierican Standard for Cast lron Fittings, 2 in. through 48 in., for Water and Other Liquids American Standard for Rubber Gasket Joints for Cast Iron Pressure Pipe and Fittings Tentative AWWA Standard for Fabricated Elec- trically Welded Steel Pipe AWWA Standard for Coal-Tar Enamel Protec- tive Coatings for Steel Water Pipe Tentative AWWA Standard for Cement Mortar Protective Lining and Coating for Steel Water Pipe

Latest editions are shown by two digit suffix or year of adoption.

8O APPENDIX A--GLOSSARY 419-21

C. AWWA Standards Number

C 206-62

C 207-55 C 208-59

C 400-65

C 500-61

C 502-64

C 503-59

C 504-66

C 505-58

C 600-64

C 601-54 C 602-55

C 603-65

D 100-65

E 101-61 (USAS B58.1-1961 )

(Continued) Title

AWWA Standard for Field Welding of Steel Water Pipe Joints AWWA Standard for Steel Pipe Flanges AWWA Standard for Dimensions of Steel Water Pipe Fittings AWWA Standard for Asbestos Cement Water Pipe AWWA Standard for Gate Valves for Ordinary Water Works Service AWWA Standard for Fire Hydrants for Ordi- nary Water Works Service AWWA Standard for Wet Barrel Fire Hydrants for Ordinary Water Works Service AWWA Standard for Rubber Seated Butterfly Valves AWWA Standard for Metal Seated Butterfly Valves AWWA Standard for Installation of Cast Iron Water Mains AWWA Standard for Disinfecting Water Mains AWWA Standard for Cement Mortar Lining of Water Pipelines in P l ace - -S i ze s 16 inches and over AWWA Standard for Installation of Asbestos Cement Water Pipe AWWA Standard for Steel T a n k s - - Standpipes, Reservoirs and Elevated Tanks for Water Stor- age American Standard for Vertical Turbine Pumps

Availability

AWWA publications and price lists for same can be obtained from: American Water Works Association, Inc. 2 Park'Avenue New York, New York 10016

NFPA publications and price lists for same can be obtained from : National Fire Protection Association 60 Battervmarch Street Boston, 1Viassachusetts 02110

AV-12 Ir OF A V I A T I O N C O M M I T T E E

8 1 ::

Report of Sectional Committee on

Aircraft Maintenance and Servicing

J o h n II. Sellers, Chairman, Insurance Company of North AmP.flea, 1600 Arcl~ St., Iqdhutclphia, Pa. l~J101

N. L. Chr ls tof fe l , |:ice-Chairman, United Air Lines, P.O. Box 66100, Chicago, Ill. 60666

J . C. Abbo t t , British Overseas Airways Corp. (Personal)

N. W. Andrews , Grumman Aircraft Engi- neering Corp. (Personal)

I l en ry G. Bone, J r . , The Boeing Company. (Personal)

R. E. BrellinR, Associated Aviation Umler- writers.

E. T. C h a n d l e r , Air Line Pilots Association. P. M. Fi tzRerald, Factory Mutual Engineer-

ing Corp. I la rvey L. H a n s b e r r y (ex-oflicio), U. S.

Dept. of Transportation, Federal Aviation Administration.

F /L G. W. K. K e n n e d y , Canadian Forces Headquartens.

J e r o m e Lederer l - (ex-officio), National Aeronautics and Space Administration.

C. M. Mldd le swor th , U. S. Dept. of Trans- portation, Federal Aviation Administration.

R. S. Moore, Grumman Aircraft Engineering Corp. (Personal)

J . L. O 'Donne l l , Eastern Air Lines. (Personal) IfuRh P. P a p w o r t h , National Electrical

M anu facturera,Association. Roy C. Pe te rsen , Airport Operators Council

International. R. L. Po t te r , American Airlines. (Pereomd) I l e rbe r t Pyle, Flight Safety l:oundation. E. E, Reed, American Petroleum Institute. II. W. Schilling., Trnns Worhl Airlines

(Personal) S a m tl. Tay lo r , U. S. Dept. of tim Air

Force, Kelly Air Force Base. (Personal) K e n n e t h A. Zuber , Compressed Gas As-

sociation.

Al t e rna tes .

I 'dwin A. Olaen, Alternate to Kenneth A. l)ouRlas T. R o u n d s , Alternate to E. T, Zuber (Compressed Gns A~oeiation) Chandler (Air Line Pilots Association)

W. V. P a u l h u a , Alternate to E. E. Reed (American Petroleum Institute)

t Nonvoting member

SCOPE: To develop fire s~.fet,y rcco/ntnemlations to ~nfcguard aircraft amintenanct:, storage a/td servicing operations, including all ty ~es of nmintenancc work (routine to n,ajor overhaul lint excluding new construction and aircraft fuel servicing). This Sectional Committcc reports to the Association through the Aviation Committee.

�9 Part V of Aviat ion Committee Report See Pages A V-2 and A V-8 for explanation and vote statement

T h e C o m m i t t e e r e c o m m e n d s t h e f o l l o w i n g r ev i s ed t e x t of t h e l l e c o m m e n d a - Lions oil S a f e g u a r d i n g A i r c r a f t E l e c t r i c a l S y s t e m M a i n t e n a n c e O p e r a t i o n s ( N F P A No . 4 1 0 A ) , t h e l a t e s t p r e v i o u s e d i t i o n of w h i c h w a s 1963. T h e 1963 t e x t is a v a i l a b l e in s e p a r a t e p a m p h l e t f o r m a n d a p p e a r s in t h e 1 9 6 7 - 6 8 e d i t i o p of V o l u m e 10 of t h e NATIONAl. FIt tE CODES.

82 410A-4 AIRCRA~I' ELECTRICAL SYSTEM MAINTENANCE

Proposed 1968 Edition of

Recommendations on Safeguarding

Aircraft Electrical System Maintenance Operations

NFPA No. 410A- - 1968

P A R T B. A I R C R A F T M A I N T E N A N C E

Chapter 2. Aircraft Components Maintenance

Section 230. Electrical Systems

230. Electrical Systems.

a. The fire record indicates that a substantial number of aircraft fires occur during aircraft maintenance due to failure to de- energize electrical systems before working on them, accidental contact with live circuits while performing other maintenance work, and short circuits.

b. Electrical systems shall be de-energized during maintenance work except in those cases where a live circuit is necessary'in order to accomplish the required maintenance.

c. "Where more than one maintenance operation is being carried out at the same time and an electrical system is energized, steps shall be taken to inform personnel working on the aircraft that the system is energized.

d. Wherever po~ssiblc, provision should be made to effectively tag out or lock Ollt de-energized ~.ircuit.s so that anyone a t tempt- ing to energize them will be umnistakal)ly alerted to the resulting hazard to other main~enan('e operations.

NCITE: l)ret:autiott~ to bc followed during aircraft fuel serviciug are giveu iu the NFPA f~taudard on Aircraft Fuel Servicing (N FPA No. 407, USAS Zl19.1 - - 1968).

231. Ba t t e r i e s .

a. Whenever possible, aircraft batteries should be disconnected or removed during maintenance operations in order to de- energize all electrical circuits.

b. When moving batteries, including removal and replacement, precautions shall be taken to prevent the terminal prongs

B A ' U I ' E I ( I E S -- G R O U N D - P . O W E R U N I T S

83 410A-5

coatact ing metal s t ructure or objects, A "shor t " across these terminals will burn or wekl metal and the resul tant arcs can cause an explosion if it occurs in the presence of a f lammable vapor.

c. Wimn removing and replacing batteries, precautions shall hi: taken to prevent the electrolyte from spilling on electrical ~h'ing. Such a spill might result in damage to the wiring insula- tiou which, in turn, may create an exposure to a short circuit, opark or arc. Similar precautions shall be taken when replacing or adding to electrolyte solutions in batteries.

d. Bat tery switch on aircraft shall be in "off" position before ~etnoving or installing batteries.

e. C h a r g i n g (See also Pages 410A-12 a . d 410A-13 of this ~,xl,, and Article 480 of the National Electrical Code - - NFPA % 0 . 7 0 - USAS C1-1968).

N(n'E: Lead-acid batteries may release hydrogeu ga~ duriug chargiug tltt(I auy sulfuric acid vapors released are corrosive. Vented nickel-cad- mhtm batteries may release oxygen and hydrogen if overcharged. Sealed ith'kel-cadmium batteries may swell, vent or rupture if charged at greater than recommended rate or excessively overcharged.

(1) Batteries shall never be charged while in the aircraft t "~Ccl)t on those aircraft where adequate on-the-ground ventilation L~ provided as par t of the aircraft design. Most aircraft have bat- ~'ry compar tments designed for in-flight ventilation only and, ,r batteries are charged in such compar tments while the aircraft ,~ on the ground, an explosive gas-air mixture may be trapped

~thc ba t te ry compar tment .

(2) Areas wherein batteries ~re charged shall be venti lated ~'~ recommended in Paragraph 1220. b.

(3) Batteries shall be charged at a rate (amperage and ~.'~qid~ of charge) tha t will not produce a dangerous concentration

gas or excessive heat.

~ . Ground Power Units .

II. Types in C o m m o n Use. (I) Engine-driven generators.

(2) Electric converters which convert line voltage al ternat- ', 'B current to the voltage and frequency (or direct current) suit- ~d~ for the aircraft power system.

(3) |~ectifier units which accomplish the same job as con- , , crt~rs.

I}. L o c a t i o n in Use (See Article 513 of NFPA No. 70 (USAS ' a 1968) and Paragraph 252 of NFPA No. 407 (USAS Zll9.1

IOUS.)

84 410A-6 AIRCRAI,~F IgLECTItlCAL SYSTEM MAINTENANCE

232.b. (Contin'lted)

(l) The use within hangars of e,,gi,m-drive,l generators is regarded as a material inc,'case in the inherent hazard of aircraft servicing operations -rod should be avoided.

(2) Engine-driven generators should be located as far as practical from fueling points, tank vents, tank outlet areas and fuel line drains. This will reduce the danger of igniting flammable vapors or liquids that may be discharged. They shall not be placed under wings or within five feet aft of the trailing edges of wings. They shall not be used i , areas wherein adequate ventilation is not available or where they may constitute a fire hazard. If used inside b-rogers, they shall be so designed a,~d mounted that all electrical equipme,~t, sparking contacts, hot surfaces and any other possible ignition sources will be at least 18 inches above floor level. At ,m time shall engine-driven generators be refueled within any aircraft maintenance and/or storage area within a hangar.

(3) The safety precautions to be followed in locating converter and/or rectifier units are the same as outlined in Para- graphs 232. b. (1) and (2) above for engine-driven generators. Electrical equipment in pits used to store cables shall be of the type approved for Class I, Group D, Division I hazardous locations (as defined by the National Electrical Code, NFPA No. 70, USAS C1--1968).

c. Precaut ions on C o n n e c t i n g and Disconnect ing .

(1) GENERAL PRECAUTIONS.

(a) The connector shall fit snugly and securely in the aircraft receptacle and should be so designed to prevent the possibility of reverse polarity occurring.

(b) The battery switch in the aircraft shall be turned to the " O F F " or "Ground Power" position. This is extremely important for, in some aircraft, the battery switch has a mid- position and if the switch is in this position and the batteries have not been removed or disconnected, the batteries will be charged in the aircraft battery compartment giving off excessive heat and hydrogen gas.

(c) Units shall always be operated at the prescribed voltage.

(d) [n the event of extensive fuel spills or whenever similar hazardous conditions exist, ground power in the vicinity which would constitute a fire hazard should be withdrawn or left "as is"

REPAIR OF AIRCRAFT SYSTEMS 85

410A-7

,mtil the hazardous condition is corrected. No fixed rule can be ~ lIld0 on this subject since fire safety will vary with individual oreumstances. However, if a portable ground power unit is to be

~a~vcd under such hazardous conditions, the unit will be de- (owrglzed before disconnecting the cable and the cable will be ~0:~:ommcted before the unit is moved.

(e) Cables shall be stowed properly to prevent damage. (f) Strains on cables and connectors shall be avoided.

(2) SPECIFIC PRECAUTIONS FOR ENGINE-DRIVEN GENER-

(a) The engine-driven generator shall be turned on only ,~ll~,r the connector is installed in the aircr~tft receptacle. When ~.,mmctcd, the unit shall be checked to determine that it is ~qH,rating at the prescribed voltage.

(b) The engine-driven generator shall be de-energized be- ~i~ disconnecting.

(c) Portable units shall be disconnected before they are i , invc(l.

J3J. Repair of Aircraft Electrical Systems. it. De-energizing Equipment During Repair.

(1) Whenever possible, the entire aircraft electrical system ~hall be de-energized by disconnecting or removing the batteries ~r by disconnecting any outside power source. The use of a d u m m y " ground power plug should be considered.

(2) Whenever it is impractical to de-energize the entire air- ( nd t electrical system, all personnel working on the aircraft shall r162 i ,formed that the aircraft's electrical systems are energized.

(3) Whenever it is impractical to de-energize the entire air- nfft electrical system clue to other work being accomplished, the

ch,~trical system being worked on shall be isolated by placing the < IrClfit breaker in an " O F F " position or pulling the fuse.

(4) When an electrical system is to be isolated in order to work on it, the person who is going to work on the system shall

I dace the circuit breaker in an " O F F " position or.pull the fuse. le shall not rely on someone else to do this for him. A positive

lest on the isolated circuit shall be made.

(5) Whhe.re " two or more people are going to work on the same oystem, prowsmns shall be made to make one person responsible for energizing or de-energizing the system.

(6) Circuit breakers shall be in the " O F F " position and fuses ~hall be pulled before removing and installing system units.

86 410A-8 AIRCRAI~*F E L E C T R I C A L SYSTEM M A I N T E N A N C E

j/ ,

Typical illustration of the use of a " t a R - o u t " system. (Courtesy: A merican Airlines, Inc.)

233. a. (Continued) (7) The use of a " t ag-ou t" system, ('overing the switch with

masking tape, or some other similar method of indicating posi- t ively that an electrical system is being worked on and should not be energized except on the authorization of the supervisor, should be considered and used where pra('tical.

b. W o r k i n g o n E n e r g i z e d A i r c r a f t E lec t r i ca l S y s t e m s .

(1) When working on energized electrical systems in area~ containing flammable fluid lines, the following precautions shall be taken:

(a) Precautions shall be taken whenever working on any part of the aircraft to prevent accidental contact of control cables, tools, metal parts, etc., with energized electrical systems and /o r components Protect adjacent terminals, electrical components and wiring and /or flammable fluid lines to prevent arcing and fire ff accidental cross contact is made.

(b) No less than two men should work under these condi-

R E P A I R OF A I R C R A F T SYSTEMS

87 410A-9

~m,m and adequate fire fighting equipment shall be available for ,,,,,nediate use.

(2) When trouble shooting, all wires should be considered 'hot" m,til proven otherwise.

c. Security and Safe Installation of Electrical Wiring and Equipment .

(1) Nonconductive or insulated tools should be used for ~,rking "hot" circuits.

(2) The aircraft electrical circuit involved shall be de- ,.ncrgized whenever equipment and wiring is removed or installed.

(3) New and/or repaired equipment shall be thoroughly t~ted and checked for "shorts" before being installed on the ~rcraft.

(4) Aircraft wiring shall be properly secured to prevent , hating.

(5) All loops ,provided in electrical cables to prevent flam- ,,~able fluids from'entering electrical connections or components �9 hall be reformed so that they will perform their intended func- I lo l |S .

(fi) When dripshields, cables, sheaths, plug covers or similar ,h.vices have been provided to prevent flammable fluids from con- |A,.ting electrical components, care shall be taken to see that they -re reinstalled so that they effectively perform their intended function.

d. Repairs to Communica t ions and Navigation Equip- ment .

(1) Repairs to communications and navigation equipment �9 hould be made at a bench or ill a shop located away from the tam'raft. Radar and radio transmittiug equipment shall ,rot be ,,pcrated, tested or checked on the aircraft whenever fueling, de-fueling, tank repair operations (during the time when flammable vapor-air atmospheres are present), or any other similar hazardous operation is taking place within the distance limits ,utlined in Section 270 of NFPA No. 407 (USAS Z119.1--1968), -r within the distances of the manufacturer's prescribed limi- lations, except that such operation, testing or checking may be made at any time if a dummy load, which prevents the energizing of the antenna, is used. In addition, the precautions outlined in Paragraph 233.c. shall be followed.

88 410A-10 AIRCRAI~r ELECTRICAL SYSTEM MAINTENANCE

234. Cleaning of Electrical Componen t s Ins ta l led on the Aircraft

a. Electrical componcul,s shall noi, be energized and shouhl be isolated from other powcr sourccs during cleaning operations.

b. Only nonflammable solvents should be used for cleaning electrical components.

235. Testing of Electrical Equipment During and Follow- ing Repair Operations.

a. Testing of electrical equipment installed oll aircraft shall be held to a minimum. Whenever possible, testing should be done at a bench or in a shop away from the aircraft.

b. If practical, equipment should be checked for continuity of circuitry and resistance before power is applied.

c. All applicable sections of Article 233 above shall also apply during testing.

C O M P L E T E E N G I N E C H A N G E

s9 410A-I 1

Chapter 3. Aircraft Power Plant Maintenance

Sect ion 310. Complete Engine Change

it3. Safetying of Electrical Disconnects (See Chapter 2, Section 230).

it. During engine change, fire hazards can result from failure ~',t de-energize electrical systems prior to disconnecting such sys- r which are in close proximity to flammable-vapors.

h. Standard aircraft static grounding procedures should, be r

e. Magneto circuits shall be grounded when disconnected at l:~e lire wall.

d. The electrical systems involved in an engine installation ~':,dl be de-energized prior to removal of the engine mad remain ,~:':energized un t i l any hazard of flammable vapors, in the area. I '~ been removed. Such flammable, vapors may accumulate. "jrhlg the breaking and making of flammable fluid line con~ :-~'t[ons.

p. Pertinent electrical systems shall be de-energized .prior to ',tallation of the engine and remain de-energized until all

c'-~mmable fluid system connections are completed and no flam- , Mde vapors exist in the area.

|, Personnel performing an engine change shall be advised ,~:*,l~ the electrical systems are de-energized ~nd re-energized I ~,willg the principles expressed in Paragraphs 230. c. and

1 . . (5) .

~. The de-energized circuits should be tagged out or locked ,~ r that anyone attempting to energize them will bc dcfinitely

~,~r that others may be endangered by his action.

h. Electrical disconnects shall be protected ~gainst accidental :r dirt and moisture during the disconnect .period, by

~iht-litting blind plugs or by tape wrapping or both.

9O 410A-12 A I R C R A ~ r E L E C T f f . I C A L S Y S T E M M A I N T E N A N C E

PART C. AIRCRAFT MAINTENANCE EQUIPMENT,

USAGE AND FACILITIES

Chapter 12. Battery Charging Equipment

1210. Design Safeguards for Fixed and. Mobile Equipment.

a. Flexible cords used for charging shall be suitable for the type of service used and approved for extra hard usage. Their current carrying capacity shall be adequate for the charging current.

b. Connectors shall have a rating not less than the currcn! carrying capacity of the cord.

J

c. Connectors to the battery terminals should be of a positive type to prevent them from coming loose from vibration, causinl~ arcs which might ignite gas from batteries or other flammable0 or combustibles.

d. Tables, racks, trays, and wiring shall coliform to the pro, visions of Article 480, National Electrical Code, NFPA No. 70 (USAS C1--1968) where storage batteries use acid or alkali a~ the electrolyte and consist of a number of cells connected ill series with a nominal voltage in excess of 16 volts.

e. Mobile chargers shall carry at least one permanently affixed warning sign to read: "WARNING - - K E E P 5 F E E T CLEAI~ OF AIRCRAFT ENGINES AND FUEL TANK AREAS."

1220. Location of Equipment.

a. Battery chargers and their control equipment, tables racks, trays and wiring shall not be located or operated withle) any o f t h e hazardous areas defined in Pt~ragraph 513-2(I)) ol Article 513 of the National Electrical Code, NFPA No. 70 USAS C1 - - 1968. They should preferably bc located in a se.I, arate building or in an area such as described in Paragrap! 513-2(d) of the National Electrical Code.

b. Areas wherein batteries are charged shall be well ventilal(~'J to assure that the maximum gas-air mixture that may b' generated during charging is held below the lower explosive limits. Where mechanical ventilation is required to accomplid~ this, it shall be of the type approved for use in Class I, Group I,~ hazardous locations (as defined in the National Electrical Co(h NFPA No. 70, USAS C1--1968) and shall be so interlocked I. insure operation when batteries are on charge. Exhaust duel'

BA'r'rEI~.Y CIIAItGING EQUIPMENT

91 410A-13

::imuld lead directly i.o l,he outside above roof level where fumes c {|l|llOI, a c f - u m u ] a t e .

Now~:: l ,ead-aeid b.tt,teries m~ty rele:~e hydr~,gen g.m (lurillg charging i~nd any sulfuric .mid v-q)ors rele~Lsed -ire corrosive. Vented tfi~-kel-cad- mlum bat ter ies may relem~e ~,xygen and hydrogen if overcharged. Sealed i~iekel-cadmiuln bat ier ies nmy swell, velll,, or rupture if charged at. gre.tter |hltll recommended rate c)r excessively ~verch.trged.

C. While proper ventilation is a prime factor in preventing f~an explosions in bat tery rooms, precautions should be taken to ~void open flames, sparks or elect.ric arcs.

t;130. Safe Use of Equipment .

;t. Access to bat tery rooms should be limited to qualified per- r only.

b. Smoking shall be prohibited and open flames, sparks, ares r other .sources of ignition shall be kept away from the im- ~ ~4:diate vicinity of batteries which are being charged. Appro-

~t!ttc warning signs should be prominently displayed.

r Finger rings, wrist watches, wrist chains, etc., should not l':~ worn while working near bat tery terminals because a short

~cuit may cause an arc or result in a severe burn. Wrenches and ~hcr hand tools must be used carefully to avoid short circuits.

d, Brushes used to clean batteries shall have neither a metal /0omo nor wire bristles.

~. Attention is called to the hazard of spillage of electrolyte ~ltions as noted in Chapter 2, Section 230, Paragraph 231. e.

| , Good practice recommendations of the manufacturers of ~teries should be followed with regard to segregation of nickel- ~,'b,fit, m bat tery charging operations from lead-acid bat tery ~' .~r~ing to prevent contamination.

92 410A-14 A n r E L E C T I t l C A L S Y S T E M M A I N T E N A N C E

Chapter 17. Aircraft Docks and Work Stands

�9 1710. Fixed Docks and Stands .

1711. Electrical E q u i p m e n t M o u n t e d on Fixed Stands .

a. Electric wiring, outlets and equipment (including lamps) on or attached to fixed docks and stands which are located or likely to be located in hazardous areas as defined in Paragraphs 513-2 and 513-3 of Article 513, Ntttion~l Electrical Code (NFPA No. 70, USAS C1--1968) shall conform to the requirements for Class I, Group D, Division 2 locations.

b. Where docks and workstands are not located or likely to be located in hazardous areas as defined in Paragraph 1711. a. abov% wiring and equipment shall conform to Paragraphs 513-4 aml 513-5 of Article 513, National Electrical Code (NFPA No. 70, USAS C1--1968). Receptacles and attachment plugs shall be of locking type which will not break apart readily.

1720. Movable Docks and Stands .

1721. Electrical E q u i p m e n t M o u n t e d on Movable Stands.

a. Movable docks and stands with electrical equipment con. forming to Paragraph 1711. b. shall carry at least one permanently affixed warning sign: " W A R N I N G - - KEEP 5 FEET CLEAI( OF AIRCRAFT ENGINES AND FUEL TANK AREAS."

Part VI of Aviation Committee Report See Pages A V-2 and A V-3 for explanation and vote slalement

The Committee recommends reconfirmation of the 1962 cdi tion of the Recommendations on Safeguarding Aircraft Fu("l System Maintenance (NFPA No. 410C) with appropriate cdi torial changes to bring all references tip to date. This text i' available in pamphlet form from the NFPA Executive O[li(~ and appears in Volume 10 of the NAT1ONAL FIRE CODES, 1967-fi,~

REPORT 0 F AVIATION COMMITTEE

93 AV-13

Report of Sectional Committee on

Aircraft Rescue and Fire Fighting

R o b e r t C. B y r u s , Chairman,

11131 E m a c k R o a d . Bel tsv i l le . M a r y l a n d 20705

J . C. A b b o t t , Br i t i s i l O v e r s e a s Ai r - w a y s Corp . ( p e r s o n a l )

LL G e o r g e A u g u s t o , D e n v e r F i r e Dept. ( p e r s o n a l )

! d r . G. C. Bal l , C a n a d i a n F o r c e s J , J . B r e n n e m a n , Un i t ed Ai r L ines .

inc. ( p e r s o n a l ) tt~rtln P. Casey , A n d r e w s Ai r F o r c e

I~tse. ( p e r s o n a l ) ~~ ,f,. Chr i s to f fe l , U n i t e d Ai r L ines .

( pe r sona l ) (i lfford T. Cook, U. S. Dep t . of t he

Air Force . #ohn D a n d o , F i r e A p p a r a t u s Mf r s .

A~sn. ,~Ifred W. D u B r u l , U. S. Dep t . of

T r a n s p o r t a t i o n , U. S. C o a s t G u a r d . t'~r W. F l a g g , M o n r o e C o u n t y

Ai rpor t . ( p e r s o n a l ) F fode r i ck H . F l a g g , P o r t of N e w

York A u t h o r i t y . ( p e r s o n a l ) i l* rvey L. H a n s b e r r y (ex-officio),

iL S. Dept . of T r a n s p o r t a t i o n , F e d - era l Av ia t i on A d m i n i s t r a t i o n .

~ A. H a r l e y , C a n a d i a n Dept . of T r a n s p o r t . A i r Serv ices .

0 It. H a w e s , J r . , L o c k h e e d - G e o r g i a (?0, ( pe r sona l )

Ikap I le ine , A i r L i n e P i l o t s Assoe i a - |l(m.

O ~', H e w e s , Ai r L i n e P i l o t s Asso - ~ t l o n .

t; P r a t e r H o g u e , T h e B o e i n g Com- ~ n y . ( p e r s o n a l )

L~. S, J a c o b s e n , P a l o s Verdes . Calif . O0orsonai)

r M. K a r r m a n n , S p e r r y G y r o - c repe Co. ( p e r s o n a l )

~:r P . K e l l o g g , C leve land H o p - t l , a I n t e r n a t i o n a l A i r p o r t . (per* c real)

it, L a i d l e y . F i r e E x t i n g u i s h e r ~ n u f a c t u r e r s ' I n s t i t u t e of C a n a d a .

i~0#vey F. L a w , E d g e w a t e r . Md. o oersonal)

J e r o m e L e d e r e r t (ex-off tcio) , N a t i o n a l A e r o n a u t i c s a n d S p a c e A d m i n i s t r a - t ion.

C. H a y d e n L e R o y , U. S. D e p t of T r a n s p o r t a t i o n . N a t i o n a l T r a n s p o r - t a t i o n S a f e t y B o a r d .

J o h n E. L o d g e , B o a r d of T r a d e , Mln* i s t r y of T e c h n o l o g y (Un i t ed K i n g - d o m ) .

R. D a n M a h a n e y , ~ Dul l e s I n t e r n a - t i ona l A i r p o r t . ( p e r s o n a l )

A n t h o n y V. l~[c]Kaskle, L o s A n g e l e s F i r e Dept . ( p e r s o n a l )

W i l l i a m J . M e N a m a r a , U. S. A r m y E n g i n e e r 11esearch & D e v e l o p m e n t L a b o r a t o r i e s .

J . A. O ' D o n n e l l , A m e r i c a n Ai r l ines . ( p e r s o n a l )

J o s e p h V. P a v e l a , A i r p o r t O p e r a t o r s Counc i l I n t e r n a t i o n a l .

J o h n A. P e l o u b e t , S a n f o r d . Mich. ( p e r s o n a l )

H . B. P e t e r s o n , U. S. Dep t . of t h e N a v y . N a v a l R e s e a r c h L a b o r a t o r y .

H . F . R o b e r t s , F i r e E q u i p m e n t M a n u - f a c t u r e r s Assoc i a t i on .

S. H a r r y R o b e r t s o n , F l i g h t S a f e t y F o u n d a t i o n .

~,V. D. R e b e r t s o n . S e a t t l e - T a c o m a Ai r - po r t . (pe rsona l~

Capt . W. J . R o d g e r s , C a n a d i a n Ai r L i n e P i l o t s Assn .

J a m e s R o g e r s , F i r e m e n ' s T r a i n i n g Cen te r . P l a i n v i e w . N. Y.

J . K. S c h m i d t , U. S. Dep t . of t he Ai r Fo rce , E g l i n A i r F o r c e Base . (pe r - sona l )

~,Villlam T. S e h m i d t , S o u t h B e n d F i r e Dept . ( p e r s o n a l )

J o h n T. S t e p h a n , A m e r i c a n Assoc ia - t ion of A i r p o r t E x e c u t i v e s .

E. F . Tab i s z , U n d e r w r i t e r s ' L a b o r a t o - r ies of C a n a d a .

M u r r a y M. W h i t e , J r . , N a t i o n a l P i l o t s Assoc i a t i on .

A l t e r n a t e s .

~ * r o e L. Bel l , U. S. Dep t . of t h e A i r 7~rce . ( A l t e r n a t e to G. T. Cook. )

d ~wnrd T. C h a n d l e r , Ai r L i n e P i l o t s ,4~n. ( A l t e r n a t e to Don H e i n e . )

~)dlhlm L. Col l ier , A i r L i n e P i l o t s ~c~n. ( A l t e r n a t e to B. V. H e w e s . )

~ ,l.le, f Pau l K o w a l i , F i r e m e n ' s T r a i n - ,~g Cente r , P l a i n v i e w , N. Y. (A l t e r - r'-~le to J a m e s R o g e r s . )

t ':Qmld G. M a e K i n n o n , Dept . of vYunspor ta t ion , A i r Serv ices . (A l t e r - -~ le to 1t. A. H a r l e y . )

0 ~0mlts A. R a t ( e l y , A m e r i c a n Assoc i a - ~' m of A i r p o r t E x e c u t i v e s . (A l t e r - * ~le to J o h n T. S t e p h a n . )

J a m e s S ieve r t , F i r e E q u i p m e n t Mfrs . Assn . ( A l t e r n a t e t o ' H . F. R o b e r t s . )

S / L G, V. T o r r a v i i l e , C a n a d i a n F o r c e s H e a d q u a r t e r s . ( A l t e r n a t e to Cdr .

G. C. Ba iL) G. L. T o p p i n , U n d e r w r i t e r s ' L a b o r a -

t o r i e s of C a n a d a . ( A l t e r n a t e to E. F. T a b i s z . )

B r i a n J . V incen t , U. S. Dept . of T r a n s p o r t a t i o n . F e d e r a l A v i a t i o n A d m i n i s t r a t i o n . ( A l t e r n a t e to E r i c Tho r se l l . )

i N e r t - v o t i n g m e m b e r .

94 AV-14 REVISIONS TO NFPA NO. 402

L i a i s o n R e p r e s e n t a t i v e s . t F. M. B r i c k , T h e A n s u l Co. G e o r g e It. Cooper , J r . , W a l t e r M o t o r

T r u c k C o m p a n y . J . P . D u n n e , O ' H a r e I n t e r n a t i o n a l

A i r p o r t . R. W. F r e n c h , A m e r i c a n L a F r a n c e . H e n r y W . M a r r y a t t , A u s t r a l i a n F i r e

P r o t e c t i o n Assn. J. H. ~Iathison, International Civil Aviation Organization (Civil Avia- tion Safety Center).

D. N. ~eldrum, National Foam Sys- tem, Inc.

James 0'Regal, Bliss-Rockwood.

tNon-voting.

L. E. R i v k i n d , M e a r l C o r p o r a t i o n . George Seharbach, K a i s e r J e e p C'~OI~, M. S. S t u a r t , C h r y s l e r Corp . E r i c T h o r s e l l , U. S. Dep t . of Trnns

p o r t a t i o n , F e d e r a l Av ia t i on Adml~) i s t r a t i on .

M a r v i n C. T y l e r , U. S. Dept . of II:~ Ai r Force , W r i g h t - P a t t e r s o n AD F o r c e Base .

H . R. W e s s o n , F i r e Con t ro l EngioCr ing Co.

H. V. ~ / i l l i a m s o n , C a r d o x , Divis ion C~ C h e m e t r o n Corp .

J . H . Yank i e , Y a n k e e W a l t e r Col~.

Scorz: To deve lop fire s a f e t y r e c o m m e n d a t i o n s fo r a i r c r a f t r e s c u e a n d flr~ f i g h t i n g w i t h p a r t i c u l a r a t t e n t i o n to t he r e s c u e p r o b l e m c o i n c i d e n t to fires fol l o w i n g impac t s . T h i s Sec t iona l C o m m i t t e e is r e s p o n s i b l e fo r spec ia l i zed equip men t , f ac i l i t i e s a n d t r a i n i n g p r o c e d u r e s f o r a i r p o r t f ire d e p a r t m e n t s an~ g u i d a n c e fo r h a n d l i n g a i r c r a f t e m e r g e n c i e s b y p u b l i c fire se rv ices . T h i s SaC t i ona l C o m m i t t e e r e p o r t s to t he A s s o c i a t i o n t h r o u g h t h e A v i a t i o n Commit tor

Part VII of Aviation Committee Report See Pages AV-~ and AV-3 for explanation and vote s ta tement .

The Committee presents the following proposed revision~ to the Standard Operating Procedures, Aircraft Rescue and Fire Fight ing ( N F P A No. 402) which was last revised in 1965. The 1965 text is available in separate pamphlet form and appears in the 1967-68 edition of Volume 10 of the NATIONAL FIRE CODES.

1968 Revisions Proposed for Standard Operating Procedures,

Aircraft Rescue and Fire Fighting NFPA No. 402

Latest Edition: 196S

I. Inse~'t New Pa~'agvaph 103 to read: 103. Response time is of prime importance. Extinguish- ing media are wasted unless brought into use before the fire has become unsurvivable. Tests have shown that cabin temperatures often do not reach unsurvivable limits for four minutes or longer. Fire equipment should, therefore. be located in such a position that it can reach any point within the airpol~t boundary in two minutes, from time of alarm, or less. This requirement would then leave a further two-minute period for fire control and evacuation. The intent of the provision is to assure that agent application can be initiated within the two-minute period.

REPORT OF AVIATION COMMITTEE

95 AV-15

Ir present Pa~'agraph 103 to be 105; 105 to be , tO2~ to be 106; and 106 to be 107.

i,s~"rt New Paragraph 205 to read:

~, if firehouse doors are electrically operated, rapid .~dhy manual operation is imperative. Aircraf t accidents

,bther emergencies can disrupt the electrical supply to firehouse adding greatly to the response time.

i~cdesignate present Paragraph 205 and 205.a. to be- ~' Pa?'agraph 206 and 206.a.

I';lit~,inate Present Paragraph 205.b. (See I tem 14)

Redesignate Paragraph 205.c. as 207.

ICf, designate Pa~'agraph 205.d, as 208.

I~cwrite Paragraph 205.e. and f. to read:

). Emergency Medical Services: Ambulance and medi- ] r,.crvices must also be considered in preplanning for air- )qt emergencies, and are an integral par t of the mutual ~'ltance plan. In establishing guidelines for these ser- ~**, it is best to consider the over-all program in the fol-

,,~,lg phases:

t~. Immediate Firs t Aid to the injured should be pro- ~,'d by a well-equipped, well-trained group of available ~,tprt employees. Many airport employees have completed �9 :,l Cross or other similar first-aid courses. These persons ' ,~ld be organized into a group tha t can respond to the -i~c of an accident upon immediate notification. Their ~rpose would be to give immediate aid to the injured prior , l ransportat ion f rom the scene.

h. A Field Hospital Unit should be organized and ,jt,tpped to provide care beyond the capability of the first-

�9 .:,1 group. This unit should be staffed with doctors and ~1!~ who can classify injuries and determine a priori ty sys- ~ for t ranspor ta t ion of the injured to hospitals. In seek- t~ a staff for this field hospital it may be well to consider ~lstance "from a mil i tary base in the area. In many cases

'v,,e mili tary medical teams could be flown in as rapidly ~ civilian doctors could respond. A suitable location should


be picked for this field hospital, and alternate sites must I~, considered for off-airport accidents. Supplies for such fie! '' hospitals are frequently available through your local Ci~, Defense representative, and the determination .of su[' equipment should be made through coordination with tl;' medical group which is to respond. In any case, it is sul' gested tha t sufficient supplies be provided to care for pa ~ sengers anticipated aboard the largest a i rcraf t normal!,~ scheduled to sel've the airport. These supplies should k, stocked in the building which is to serve as the field ho ~ pital, and a crew should be organized to assist in settht; up the medical supplies for use by the staff.

c. Ambulance Services should be provided through pri(~ ar rangements with local, private and public ambulance se~ vices. I t may also be necessary to utilize available airih;'~ vehicles or other vehicles as emergency ambulances to lm' vide for the numerous persons usually involved. The t ra , ~ portation of litter patients to hospitals is often seriou~ hampered by traffic congestion, and for this reason it is w( ~ to consider the use of available helicopters, both privaf: and mili tary, for this purpose.

d. Hospital Services should also be previously arrang~ ~ through the hospital adminis t ra tors in order tha t .they c~ establish a system of calling staff members in to handle t! : emergency. I t is well to determine the approximate nu,' ber of l i t ter patients each hospital can handle under su{' conditions, in order tha t the injured can be dispersed to ~ available hospitals for immediate care.

e. A Temporary Morgue should also be considered, whe~ fatali t ies can be properly placed for identification by tl; author i ty having jurisdiction. I t will also be necessary e appoint a.responsible person to mainta in a .record of l: persons dispatched, in order tha t an accurate head cou,r can be maintained.

9. Redesignate Paragraph 205.g. as 210.

10. Redesignate Paragraph 206 as 211.

11. Redesignate Paragraph 207 as 212.

12. Insert New Paragraph 213 to read:

213. I t is desirable tha t a i rport Fire Chiefs prepare at


97 AV-17

~:,t, 'ibute to all parties concerned, an airport emergency L~an. Such a document should list all agreements in Ap- I :'ndix F 1 through F 8 and in addition the following items:

~. Directory of all persons who may need to be contacted ,0, emergency. This should include location and telephone ~,)n,nber of at least the following:

(1) Fire depar tments providing mutual aid (2) Police depar tments providing traffic control (3) Medical personnel and facilities (doctors, hospi-

~.fl!;) (4) Airpor t officials (5) Airpor t tenants concerned or representat ive of

~m'raft operator (6) Appropriate governmental agencies having re-

Q~msibilities (in the U.S.A. such agencies as the National O:ansportation Safety Board, Federal Aviation Adminis- I~ation, Federal Bureau of Investigation, U. S. Post Office II'r U. S. Depar tment of Defense)

(7) Search and rescue agencies (if applicable) (8) Clergy (9) Coroner

tl i,is directory shall be checked constantly for accuracy and .~ least monthly each telephone number should be verified.

b. Availability of Heavy Equipment tha t can be used in m emergency situation such as cranes, jacks, heavy cable, ~,v,mrators, fork lifts, etc.

r Method of Identification for all persons who may be ~llcd upon to respond in an emergency.

~ L Redesignate Paragraphs 208- 214 as 214- 220 respec- ',.'ely.

~.~. Insert N e w Paragraph 221 to read:

) ] l . Training Procedures and Hot Drills.

a. Training Procedures: (1) Airport emergency crews should have a compre-

~':ensive t ra ining program to become famil iar with such ~lbiects as: a i rc raf t construction, hazardous materials, use f hand and powered tools, first aid, preplanning for ap-

:,,'oaches and operations at a i rc raf t accidents (see Article ::4t0 of NFPA No. 403).

98 AV-18 REVISIONS TO N F P A NO. 402

(2) Regularly scheduled weekly drills are recom mended for operation of equipment on dry runs. On occl, sions, night dry runs (when flight operations have ceased) will enable the emergency crews to determine the quicke.'.t response route to any area of the airport. It is particularly important that during low visibility operations the emer gency crews be familiar with locations of taxiways, apr01~ I areas, and active runways to be used; during such period', emergency crews should be doubly concerned with responaC times.

b. Minimum Hot Drills Requirements: (1) Monthly hot drills shall be required for new emerr

gency crew members in order to familiarize them with th(~ operational features and extinguishing capability of equip,, ment on hand. Only through a concerted effort on the pari of the emergency crew members will they obtain the con~ fidence in the equipment needed to handle such emergencies.

(2) It is fur ther recommended that quarterly hot drilb~ be conducted in the extinguishment of large fires, using various approaches and varying methods of extinguishment of the fires.

(3) During the quarterly hot drills and training ses- sions, the surrounding municipal and county fire deparb ments should be included and invited to participate with the airport emergency crews.

c. Mutual Aid and Preplanning: (1) Preplanning between the airport emergency crew8

and neighboring local fire departments as to mutual aid assignments should be constantly reviewed. While it ia realized that structural fire fighting equipment does not normally carry great amounts of water as do aircraft rescue and fire fighting vehicles, such local departmenl~ could aid by laying a water supply line to the airport equipment with other personnel assisting with rescue, extinguishment, and overhaul operations. Checks should be made to assure fire hose thread compatibility and the possible need for adapters.

(2) It is also important that the surrounding fire departments have complete understanding of the accessibility of the airport movement areas, runway locations, taxiway markings, hydrant locations, etc.

(3) Radio communications may require special" study. The neighboring local departments will normally have other radio frequencies than those used on the airport emergency equipment. Preplanning should permit interchange of radio


99 AV-19

Cacilities to facili tate movement of responding structural 0h'e equipment on the airport.

15. I?~se~'t N e w Sec t ion 900 to read:

900. Emergencies Involving Military Aircraft.

!101. General: Military a i rcraf t on occasions make use of ~..ivilian airports. Civil a i rpor t emergency crews should thus U,ossess a working knowledge of these specialized a i rcraf t including such items as: armament, ejection seats (see Ap- pendix B) on combat aircraft .

902. Rescue and Fire Fighting Protection for Aeromedieai Evacuation Aircraft:

a. The following procedures will be observed when litter patients are aboard aeromedical evacuation aircraf t :

(1) Pr ior to landing, the aeromedical evacuation air- ~'raft commander will repor t the number of litter patients aboard his a i rcraf t to the control tower and request a i rcraf t rescue and fire fighting vehicles be alerted.

(2) One (or more as the situation warrants ) fully manned a i rcraf t rescue and fire fighting vehicle will be t~trategically positioned prior to aeromedical evacuation air- ~'raft landings and takeoffs. Pr ior to takeoff, the vehicle will follow the a i rcraf t to its run up position and stand by until the a i rcraf t is airborne.

(3) Aircraf t rescue and fire fighting vehicles and per- t~onnel enumerated in Paragraph 902.1). will be alerted if the aeromedical evacuation a i rcraf t experiences even minor difficulty. One or more alerted a i rcraf t rescue and fire fighting vehicles will follow the taxiing a i rcraf t to the ,'amp. One fully manned vehicle will stand by while litter patients are offloaded. The recommended stand-by position for the vehicle is to the rear and slightly off the left wing tip. Whenever possible, the a i rcraf t will be positiol~ed so tl~at its main exit faces up-wind:

b. Rescue and Fire Fighting Operations: Upon receipt 6f 'an "anticipated crash" call:

(1) The "alert" a i rcraf t rescue and fire fighting vehicle standing by on the airfield will be situated in a strategic "action" position.

(2) The Fire Depar tment dispatcher will immediately dispatch all available a i rcraf t rescue and fire fighting vehicles and any available structural fire fighting vehicles to preassigned stand-by positions.


(3) The security and/or law enforcement officer will insure the immediate dispatch of police and/or security guards to the scene of the emergency, to establish a fire line. Personnel not required to actively participate in the actual rescue operations will not be permitted to cross the fire line. After the fire department officer-in-charge has declared the fire extinguished or the danger of fire elimi- nated, police and/or security guards will be detailed to:

(a) Prohibit unauthorized personnel from entering the area.

(b) Prevent tampering with material which might be needed in determining the cause of the accident.

(c) Guard against the unauthorized removal of cargo and/or personal effects.

16. In ser t n e w Sect ion 1000 to ~'ead:

1000. Low Visibility Operations (Category II Operations*)

1001. General. New and improved techniques for instrument takeoffs and landings have resulted in aircraft operations in weather conditions that could seriously delay the response of aircraft rescue and fire fighting equipment. Special considerations to response capability must be given at any time surface visibility drops to less than one-half mile.

1002. Stand-by Requirement. a. At least one major aircraft rescue and fire fighting

vehicle should be located approximately at the mid-point off each active runway during such low visibility operational periods. The distance from the runway centerline should be at least 1000 feet in order that the parked vehicle does not become a hazard to aircraft operations. Where the firehouse is located within 3000 feet of the main instrument runway it is not necessary for the crash equipment to be repositioned as it may be assumed that the vehicles can meet the normal maximum two-minute response time.

b. The tower must be made aware of the exact location of all such vehicles.

* " C a t e g o r y I I Opera t ion , " w i t h r e spec t to the opera t ion of a i rc raf t , m e a n s .a s t r a i g h t - i n ILS ( I n s t r u m e n t L a n d i n g S y s t e m ) app roach tc t he r u n w a y of a n a i r p o r t u n d e r a C a t e g o r y I I I L S i n s t r u m e n t ap- p r o a c h p r o c e d u r e i ssued by t he A d m i n i s t r a t o r of the F e d e r a l Aviat ion A d m i n i s t r a t i o n or o t h e r a p p r o p r i a t e a u t h o r i t y .


101 AV-21

c. All equipment, so deployed, should be fully manned during all periods of flight operations when surface visibility is less than one-half mile.

d. Surface navigational aids, such as ground radar (ASDE), should be fully utilized through coordination between the rescue personnel and the tower controllers. Fre- quent test exercises should be conducted by utilizing such navigational aids to guide aircraft rescue and fire fighting equipment to critical areas adjacent to the active runways. These tests should be conducted at night or during low visibility periods.

e. When temperatures do not permit the equipment to be left in the open, a temporalT frangible cover can be provided. Another possible solution might be to provide electrical connections at these pre-selected positions so that engine heaters and /o r other heating devices could be utilized.

f. A suitable hard surface access route should be provided from vehicle stand-by positions to active runways being protected.

102 AV-22 REVISIONS TO NFPA NO. 4 0 6 M

Part VIII of Aviation Committee Report

See Pages A 1"-2 and A V-3 for explanation aml vole sl~lleme,lt

The Committee recommends the following revisions t . the Guide for Aircraft Rescue and Fire Fighting Techniqncs 5Jr Fire I)epartments Usill~ Conventiolml Fire Apparatus aud likluipment ( N H ' A No. 406M) the late:2 edition of which is dated 1961. C.pies of the 19(;I text are available in pare phlet form and the text -dso appe-u's in Volume I 0 of the NATIONAL FIRE CODE3

1968 Revis ions Proposed for Guide for

AIRCRAFT RESCUE AND FIRE FIGHTING Techn iques for Fire D e p a r t m e n t s

USING CONVENTIONAL FIRE APPARATUS AND EQUIPMENT

May 1961

(NFPA No. 406M)

1. Revise paragraph A-2 by eliminating the la.xt .ventence. 2. Revise Paragraph A-5 to read:

A-5. Effective rescue operations c~n be executed under many circumstances by fire department personnel with conventiomd ~pparatus and equipment, provided participating personnel arc adequately trained. It should be obvious ttmt in some accidenp~ rescues will not be possible becatlse of the severity of the impac, of the aircraft with the ground, leading to fatal injuries to oc(:u~ pants, or because of the location of the accident with respect to ~vailable fire equipment. In such cases, the inability to acco,m plish the mission will not reflect unfavorably on the fire servi,,~, involved because of the developed intensity of the fire beyond the suppression cap:d)ility of the responding equipment.

3. Revise Pelragr,'pb A-7 to read:

A-7. Regular 3 percent or 6 percent foam, high-expansion foam, dry chemical, wet water, or fluorinated surfactant ("Ligh~ Water") are more effective than plain water when facilities an available for the bulk discharge at rates designed to secure control of large area spill fires of the type commonly experienced in aircraft accidents (see NFPA No. 403 for details). Water in most cases will be the only agent available in quantity and capable 01 bulk discharge with conventional apparatus. Foam liquid cow centrate may be added to the water discharge with beneficial

R E P O H T OF A V I A T I O N C O M M I T T E E

103 AV-23

|vmtlt,s if the necessary proport,ioning and discharge equipment l!~ ttvailable. Proper tech,dquc should be adhered to as suggested In ~evtiot! C-4.k com-ertfi,lg (-ombined attacks which utilize water (water fog) and me(:hanical foam as t, wo separate agents tSec NFPA Standard on Foam Standa,'d Test, i,,g Procedures for Aircraft Rescue and Fire Fighting Vehicles Utilizing Foam, NFPA No. 412).

4. Re,isc Paragraph A-8 a'nd S'ub'l~a'ragra'l:,h.,," lhererunder 1.. rend:

A-8. One or more of the following cooling and smothering ctgents is normally available to fire departments, and should be used as indicated:

a. Water in Generous Quanti t ies from Established Underground or Surface Sources, Supplied by Pumpers:

(I). Preferably dispense such water as a fog from l~- inch or 2)6-inch lines at approximately 100 pounds pet" square inch n,zzle pressure.

(2). Master streams from deluge sets, deck guns, or ladder idpcs, or creating water curtains to covet" exposures.

(3). Straight streams should not be aimed into burning flammable liquids as this will accelerate burning and spreading of lire to exposures. Straight streams should only be aimed into burning flammable liquid when the objective is to wash away fuel ||ear fuselagc to perimeter of area when no exposures are jeop- tmlized. Straight streams can be used advantageously to cool both ,ides of aircraft fuselage from a distance when radiation of heat is Ioo intense to approach using fog patterns. Tiffs will prevent metal from breaking down and heat entering fuselage of aircraft vndangering occupants.

(4). On hard surfaces such -~s asphalt or concrete, large ,dmight streams can be used effectively to sweep a burning or non-burning fuel spill away from exposed areas.

b. Water Available on Apparatus Only : (1). Preferably, dispense such water as a fog fron~ 1�89

lines at approximately 100 pounds per square inch nozzle pressure.

(2). Straight streams should be avoided, since their use f,'cquently accelerates burning of flammable liquids and spreading of [ires to exposures. Straight stream discharge also usually requires more water.

(3). With only limited water on apparatus, a source of water must be found and a relay operation conducted to supplement the existing amount of water.

104 AV-24 REVISIONS TO NFPA NO. ' |06~ ' [

c. Chemical Portable Extinguishcrs. Portable extinguishers, including carbon dioxide, dry chemical, foam, etc., may be used. Care should be exerciscd because these extinguishers are primarily designed for incipient fircs.

NOTE: Where web waler proportioners are awtilable, tlmy should be nsed in connecticm with "a" above. Where wetting agewLts are available, they are rec~mmmnded for lank use i . "b"above . A 2 percent'solution of approved type wett i .g age.l, is rec.ommel~ded. Wetting agents break down foam and should trot be nsed simultaneously with bulk foam application.

Where bulk supplies of c.t,'b~)n dioxide, dry chemi~-al, or fi,am are available, they slmuld be employed -ts ill(li(:.tte(I in NFPA No. 403.

d. F o a m =- R e g u l a r 3 p e r c e n t or 6 p e r c e n t C o n c e n t r a t e s

(1). Used with around-the-pump proportioners or eductors will be able to secure the area more rapidly than with water.

(2). When using eductors, make sure that nozzle and eductors have the same rated GPM flow for good quality foam.

e. F o a m ~ H i g h E x p a n s i o n

(1). High-expansion foam can be used to control burning flamnmble liquids. The 'most effective expansion range is within the range, of 100 to- 1 to 300 to 1 for this type service.

(2). W h e n using High Expansion Foam prote.ction of personnel applying foam is needed. Fog nozzles covering personnel will make their jobs more tenable.

(3). High wind conditions may, on many occasions, cause breaking up of the foam blanket with the higher expansion foams.

f. Spec ia l E q u i p m e n t (Such equipment may have been purchased -for. expressway -md turnpike accidents):

(l). Many use twin agents for extinguishnmnt such as dry chemical (.for quick knockdown) and foam (for securing the fire). Agents so used should be mutually compatible to avoid any break- down of the foam.

(2). Another twin -~gent combination that may be used would consist of potassium bicarbonate based dry chemical and a fluorinated surfactant ("Light Water"). The dry chemical is used for quick knockdown and the application of the fluorinated surfactant to secure the area.

(3). Other vehicles may only have dry chemical for knockdown and extinguishment.

(4). Caution must be exercised with such special equipment; in large fires there is danger of running out of agents before extinguishment can be obtained. It may only be enough to

I~,EPORT OF A V I A T I O N C O M M I T T E E

105 AV-25

make a rescue pattern to get people out of aircraft; then, at least, thc primary objective of rescue could be accomplished.

5. Revise Paragraph B-7 to read:

B-7. Areas for C u t t ing into Aircraft.

a. If cutting of fuselage skin is the only means to remove trapped personnel, thc following-should be observed. Most general aviation aircraft and the older reciprocating engine, fixed- wing aircraft may be cut in thc area above the windows (from the hatrack line to the top of the fuselage) without severing wires, cables, tubing, or coming in contact with heavy construction.

b. Turbine powered (jet and turbo prop) aircraft have heavier "skin" and structure than the older reciprocating engine aircraft. Most designs also incorporate "rip stoppers". Due to this heavier construction, it is almost impossible to use hand tools to cut into the fuselage during a rescue operation. The only practical method of entry, other than using normal or emergency exits, is through the use of portable power tools. Thcse power tools take the form of electrically, pneumatically, or gasoline- powered saws or portable jacks. They can best be used to cut areas around any normal or emergency exits which might be jam- reed or rendered inoperable b y the impact forces. On these air- ~raft, cutting any other area.may result in severing fuel and oxygen lines," wires or. cables.

6. Revise the first sentence of Paragraph B-8, 'making two sentences, to read:

B-8. Mili tary Aircraft. Milit-try, comb~t type aircraft present additional hazards clue to jettison equipment and ejection scat mechanisms. Their armament m~ty consist of guns, cannons, missiles, rocket engines and nuclear weapons (see NFPA No. 402). This type of aircraft is always assumed to be armed.

7. Revise P(iragraph C-8.c to read:

c. Whether Plan "A" or "B" is followed is a critical decision which must be made immediately upon arriwtl at thc site. Initially, preconnected 1�89 and/or high-pressure lines should be laid into the area selected and utilized to their best advantage until additional layouts can be made.

8. Revise Paragraph C-4.a to read:

a. Assume that gasoline or jet fuel is burning around the fuselage and that the persons are trapped inside the aircraft.

106 AV-26 R E V I S I O N S TO N F P A NO. 406h'[

9. Revise Paragraph C-4.c to read:

c. The entire fuselage skin should be wet down as soon a~ possible. Location of survivors and concentration of fires should determine where water is to be applied first. :Keep in mind tlml if the entire fuselage can be kept wet, the heat input will bc ~, reasonably low figure. I t should be noted that with the ~tpplicatio~l of water, the fuel will float and burn on top and spread considerably, which will endanger firemen making the attack.

10. Revise Paragraph C-4.h to read:

h. A group of four 1�89 or 2�89 lines with fog nozzles hzL~ proven to be a good operating procedure. With the four fog nozzh_,ti patterns interlocking each other, a solid mass of waterfog can b0 advanced to the aircraft. By keeping lines about 12 to 24 inch(,.n off the ground, the hosemen can avoid stirring up puddles of foe1 which would increase the rate of vaporization. Firemen should b~! on the inside of their lines so that they will receive the maximum protection from their fog pattern. When advancing, the two end linemen stay at the edge of the fire, while the two inside lin~ are advanced into the hole opened up by the solid mass of waterfowl, This procedure will open a path large enough for rescue to be ma(h~ from either the tail or nose sections, depending which way the advancement was made. The advancement to the nose or tail section depends on ~4nd direction. By advancing with the wind at]the firemen's backs, greater reach is obtained with the fog streams~ and less heat exposure to the men is experienced. Firemen can also see better how their hand lines are operating than if the attack were being made from the down~qnd side with the smoke comin8 toward them. Before all the needed lines are available (stretched and charged) to effect a rescue path, each line as it is charged should be set to deliver a straight stream aimed at the fuselage to keep it cool and to protect the occupants. When all the lines are charged, then fog streams should be used to create the rescu4, pattern or to secure extinguishment. If an adequate water supply is available, a large fog nozzle, a deck gun, or a portable deluge set dischal, ging 500 gpm or more may be used to keep the fuselage cool,

11. Revise Paragraph C-4.i to read:

i. Another method of at tack that has proven successful in four 1�89 or 2�89 fog nozzles, using on the two outer lines appli. cator nozzles (low velocity fog). If a fifth line is available, thitl line can cover the rescue men throughout the entire operation, Operation of these lines will follow the same procedure as ia Paragraph C-4.h.

12. In Paragraph C-4.j, delete the words "if available" in the firs! 8e'nte'nce.

R E P O R T OF A V I A T I O N CQa'I~'*ITTEE

107 AV-27

I,~. Revise Paragraph C-~.l by changing lhe last s~nlence to read:

It is good practice to use 1�89 or 2�89 hmh lines at standard pressures to flank these high pressure lines for protection of personnel.

I]~. Add new Paragraph C-$.m lo read:

m . When dry chemical only, mutually compatible foam and d,'y chemical, or similar other agents are used, the area extinguished might reflash. This will occur with foam only if the foam does not ~:over the spill completely or if it is washed away by subsequent use of water streams. If the fire is not completely extinguished with these agents before the supply is depleted, it may be necessary to use waterfog lines. If this is the case, avoid, if possible, bringing water lines into the area secured; it is preferable to work from the area secured outward to the perimeter to obtain complete extinguishment.

15. Revise Paragraph C-8.b lo read:

b. One-and-a-half-inch waterfog lines are more maneuver- able than 2�89 hose lines, but 2�89 waterfog lines will dis- 0~arge more water, giving additional protection for personnel.

16. Revise Paragraph C-8.d to read:

d. A good operation would involve the use of four 1 ~-inch o," 2~-inch waterfog lines, and maintaining 100 pounds per square inch nozzle pressure, approaching the point of entry (door or other opening from which rescue is to be made) using at least one line to keep the rescuers and the rescued "wet down."

17. Delete Paragraph C-8.e and f.

18. Revise Paragraph C-9.a to read:

a. Where foam, carbon dio~de, dry chemicals, wet water or Iluorinated surfactant ("Light Water") are available, apply them immediately. Care must be exercised when two or more extinguishing agents are used simultaneously, or one on top of another, to assure compatibility between the agents used. Some dry chemicals can cause rapid deterioration of foam, but today there are mutually compatible forms of both agents. Wet water will destroy most foams. Fluorinated surfactants ("Light Water") in present use are compatible with protein type foams and foam- compatible dry powder.

19. Revise Paragraph C-9.c to read:

c. Where other water sources are not available with, perhaps,

108 A V - 2 8 H.EV181ONS TO NFPA NO. 406M

a relay operation, the provision of tank trucks is recommended t,, back up fire equipment.

20. Insert new Paragraph C-9.e (makin9 /'resent "e" Subparaqr+o,I, "f") to read:

e. Addition of a fluorinated surfaetant ( "L igh t -Wate r " , will also increase the effectiveness of the available water. A 6 percent solution may be applied through most foam-making equil- ments in the manner of conventional foams following appropriaw tests.

21. Insert the followin 9 phot,graph.r to replace the existin9 ph,t,,- 9raphs on pages 20, 21, 22, top and bottom , f paoe 23, page 2~, 25 and paoe 26. Additional photographs illustratin9 the use of 2~-im'h hose lines will also be inserted if made at'affable. The photos repro- duced herein were supplied through the courtesy of Committee Member Francis W. Flag9 of the Monroe County Airport, Rochester, N. Y. with help from contacts in the Eastman Kodak Company.

The principle of usin~ four II ,-inch hose lines with fo~ nozzles as d i s c u s s e d in Paral~raph C-4 .h . is illustrated here. Note the in ter - l o c k i n g o f t h e fog p a t t e r n s p r o d u c i n g a so l id m a s s o f waterfol~ for ad- vancinl~ to re scue po in t s . Note a l so t h a t the f i remen are keepinl~ l ines a b o u t 12 to 24 i n c h e s off t h e g r o u n d and t h a t t h e y are on th e ins ide o f the i r l i n e s to rece ive m a x i m u m p r o t e c t i o n f r o m the fog p a t t e r n .


109 AV-29

In 1111S ll l t lSLrtt l loll rising, f o u r I I , - i n c h fot~ n o z z h . s , t s so o t ; t e r lin~.s a , e e m p l o y i n g low v e l o c i t y fog witl~ a p p l i c a t o r n o z z h . s w h i h . t h e t w o i oa ide l i n e s a r e e m p l o y i n g h i g h v e l o c i t y f o r w i t h r e g u l a r t y p e f o g n o z z l e s . T h i s p r o c e d u r e is o u t l i n e d in P a r a g r a p h C -4 . i .

. l

A h i g h l y p r e f e r r e d p rocedu rL ' b~ s . m ~ , lira' d ~ , p a r t m c n t s is i l l u s t r a t e d in t h i s p h o t o , a l s o d i s t ' t l s s e d in ]~ ; I ragraph ( ; -4 . i . A f i f t h m a n w i t h "d f{~; n o z z l e i s a d d e d t o c o v e r t h e r e s c u e m e n t h r o u g h t h e e n t i r e o p - e r a t i o n . T h e t w o m e n i n t h e c e n t e r b e h i n d t h e h a n d l i n e o p e r a t o r s w o u l d p e r f o r m t h e r e s c u e m i s s i o n .


T h e del lect iot l m e t h o d of b i t t i n ~ the fuselal~e wi th a f o a m s t r e a m a n d a l lowing the excess of f o a m to flow o n t o an a s s u m e d l iquid surface on t h e g r o u n d . T h i s t e c h n i q u e , p a r t i c u l a r l y w h e n app l i ed by tu r - r e t s , he lps to i n s u l a t e t h e fuse lage a g a i n s t p e n e t r a t i o n by f lame and h e a t a t t a c k . T h e t e c h n i q u e is desc r ibed in Parat~raph C-4. j .

, ~ . , . ~ . , ..

An examplt , of tilt. app l i t ' a t ion of foam ovt*r '.i pool of spilh*d liquid w h e r e t h e f o a m is appl ied gen t ly to p e r m i t g r adua l b u i l d - u p of tht. f o a m cover, Th i s t e c h n i q u e is also desc r ibed ih P a r a g r a p h C-4.j .


111 AV-31

F o a m used ill t 'OIIjt l l l t ' ( iOII ~ i t h ~ a t t . r t o ~ is illti~,lrkll[c(I III Ifll8 exerc ise , l l e re f o u r fog nozz l e s a r c be in~ tlsed f r o m I I , - i nch l ines w i t h t h e b a c k - u p m a n s u p p l i e d w i t h a f o a m nozz l e desil~n-ed to s e c u r e t h e p a t h a n d cover a n y sp i l l ed fue l w i t h a f o a m b l a n k e t .

Side view of the' conlbi;l~'tl tl~t' of ~ a t c r f o ~ w i t h f o a m as t h e b a c k - u p m e t h o d t o s e c u r e t h e r e s c u e p a t h .


T h e t e c h n i q u e desc r ibed in P a r a g r a p h (:-4.1. where hicth pressure. wa t e r fog is used in t h e c e n t e r two l i ne s w i t h s t a n d a r d p r e s su re w a t e r fog o n f l a n k i n g l ines . No te t h e p r a c t i c e he re of h a v i n g a ch i e f officer gu ide , by s h o u l d e r s igna l s , t h e m a n i p u l a t i o n of t h e h a n d l ines by t h e t w o i n s i d e fire f igh te rs . W h e n t h i s p i c t u r e was s n a p p e d th ere w a s an o b v i o u s gap in t h e i n t e r l o c k i n g water fog p a t t e r n s w h i c h cou ld be very h a z a r d o u s in an a c t u a l o p e r a t i o n .

Part IX of Aviation Committee Report .See Pages A V-~ and A V-3 for ezplanation and vote statement

The Committee presents the following revised edition of the NFPA Standard for Aircraft Rescue and Fire Fighting Vehicles (No. 414). This revision is strictly an editorial revamping of the previous 1967 text. Copies of the 1967 edition are available in separate pamphlet form and the 1967 text also appears in Volume I0 of the NATIONAr. FIRE CODES, 1967-68 edition.

414-6

113 A I R C R A F T R E S C U E & F I R E F I G H T I N G V E H I C L E S

Standard for

Aircraft Rescue and Fire Fighting Vehicles

klFPA No. 4 1 4 - 1967

P A R T A - S C O P E AND P U R P O S E

11. Scope .

111. This s tandard applies to aircraft rescue and fire fighting vehicles intended to carry rescue and fire fighting equipment for rescuing occupants and combat ing aircraft fires in disabled or burning aircraft on, or in the vicinity of, an airport . For the purpose of simplification, these vehicles will hereinafter be referred to simply as "vehicles." The basic N F P A recommendations on the use and provision of this equipment are contained in "S tandard Operat ing Procedures, Aircraft Rescue and Fire Fighting" (NFPA No. 402), and "Suggestions for Aircraft Rescue and Fire Fighting Services at Airports and Hel ipor ts" (NFPA No. 403). Field testing procedures for aircraf t rescue and fire fighting vehicles utilizing foam are given in the N F P A Standard for Evalua t ing Foam Fire Fighting Equ ipmen t on Aircraft Rescue and Fire Fighting Vehicles (NFPA No. 412).

NoT~.: It is essential that additional features such as structural fire fi htmg" co mponents, not be�9 p.ermitted, to interfere, with the basic capa- b'~ty of the vehmle to perform its primary mrcraft rescue and fire fightang function. It is considered preferable to have separate vehicles for structural fire. fighting equipped with the needed complement of hose and tools since the amount of such equipment which may be appropriately carried on an aircraft rescue and fire fighting vehicle must be limited to conserve weight and space.

12. Purpose.

121. This s tandard ' i s prepared as a guide to airport operators intending to purchase aircraft rescue and fire fighting equipment.

122. Par t B of this s tandard is intended to outline features and compolmnts which, when assembled, will produce an efficient and capable major fire fighting vehi('le for both on-and-off-pavement performance. The features outlined therein affecting the vehicular capabilities of these vehicles are considered advisable

114 P A R T A - - S C O P E A N D P U R P O S E 414-7

for theil; proper operation on and off paved surfaces with particular emphasis on their off-pavement capability. This latter feature is particularly important to assure timely and effective response of these vehicles to aircraft accident sites across terrain which might halt or delay standard highway equipment. The features outlined regarding the fire fighting capabilities are considered advisable for the proper performance of these vehicles for the purpose for which they were designed. The omission of any of the features in Part B should be done 6~dy with the complete knowledge of how it or they will affect the vehicles' performance capabilities.

123. Par t C of this standard is intended to outline features and components of rescue vehicles in aircraft rescue service. The features outlined are considered advisable for the proper performance of these vehicles for the purpose for which they are designed. The omission of any of the features in Part C should be done only with the complete knowledge of how it or they will affect performance.

124. Part D of this standard is intended to outline features and components of tank vehicles designed to serve as mobile water and foam liquid concentrate service vehicles for aircraft rescue and fire fighting service. The features outlined are considered advisable for the proper performance of these vehicles for the purposes for which they are designed. The omission of any of the features in Part D should be done only with the complete knowledge of how it or they will affect performance.

125. The essential elements for the vehicles are included herein. Drafting of complete specifications for bidding purposes is the responsibility of the user exercising care against inclusion of provisions which may conflict with the recommendations set forth herein.

126. Three basic categories of vehicles are described herein in accordance with the NFPA Suggestions for Aircraft Rescue and Fire Fighting Services at Airports and Heliports (NFPA No. 403), namely:

1261. MAJOR FIRE FIGHTING VEHICLES (Part B) with a gross weight of four (4) tons or more, and

1262. LIGHT RESCUE VEHICbES (Part C) with a gross weight of under four (4) tons.

1263. TANK VEHICLES (Part D).

Because of the broad range covered by the category Major Fire

115 A I R C R A F T R E S C U E & F I R E F I G H T I N G V E H I C L E S

li t~1hling Vehicles (Part B), this category is divided into classes .~,' ~'q,rtling to gross vehicle weight (see Paragraph 212). Certain .... .mmendat ions in Part B (such as acceleration and tire sizes) �9 ',q~, adjusted in recognition of differing needs of the vehicles in l,tl,,, various classes. Part B applies to all Major Fire Fighting ~hic lcs designed to dispense foam as their principal fire sup- t/~-',~ion weapon. Part C applies to all Light Rescue Vehicles ~,: ~igncd to dispense dry chemical, compatible dry chemical and

'~ '3m or "Light Water" combinations, or low pressure carbon )r as their fire suppression weapon. Part D applies to all Q'm~k Vehicles.

127. Part E of this standard gives Definitions and Part is a Questionnaire designed to secure information on design

~r:~tures of vehicles fro" aircraft rescue and fire fighting service.

!~. Responsibility of Contractors (Suppliers).

131. The emergency nature of aircraft rescue and fire fighting ~rvices requires that a high level of competence, reliability, and i,.~pcrience be demanded of contractors building equipment for ~uch service. Materials used in fabrication must be of superior 01aracter.

132. The contractor nmst assume complete responsibility fo'r tdl component parts of the complete vehicle , even though major portions may be sub-contracted. This responsibility shall include design, construction, inspection, performance test, and servicing. The purchaser should ascertain that the contractor is capable of furnishing parts and technical assistance to the purchaser for the 01ormal life of the vehicle (10 years).

NOTE: Responsibility for servicing shall not include those components supplied to the contractor by the customer, unless so specified in the contract.

133. The contractor shall also be responsible for assuring that the vehicuiar perforlnance of the vehicle meets this standard and thus qualify as a well-designed aircraft rescue and fire fight- lug vehicle. All major components shall have the manufacturer's rating for this type service and these ratings shall not be exceeded by actual imposed loads. A onc-year warranty shall be supplied by the contractor. Bidders should be required to furnish with the bids a detailed description of the vehicles offered, and drawings showing general arrangement, weights, and dimensions. Data similar to that provided for in the Question- naire contained in Part F should also be required.

116 P A R T A - - SCOPE AND P U R P O S E 414-.0

14. Vehicular Design Principles.

141. The vehicle design shall provide for rapid acceleration and high speed; maximum mobility on and off pavements in all seasons and under all weather conditions; ease of operation; safety; reliability; and accessibility for repairs and maintenance.

142. All-wheel drive for off-pavement operation is essential and shall be achieved without sacrificing any of the attributes of high performance, high speed vehicles. Weight shall be distributed substantially equal over all wheels with maximum tire loads limited to provide the highest practicable level of performance on soft, slippery or rough terrain.

143. Special design consideration shall be given to the saving of weight wherever possible, insofar as it can be accomplished while retaining a large factor of safety on wearing and stressed members. This can be accomplished through the use of lightweight construction wherever possible.

�9 144. Performance requirements outlined in this standard shall be met with the vehicle in an in-service condition.

414-10 117

A I R C R A F T R E S C U E & F I R E F I G H T I N G V E H I C L E S

P A R T B - M A J O R F I R E F I G H T I N G VEHICLES

21. G e n e r a l .

211. The category of major vehicles encompasses a gross vehicle weight range commencing at 4 tons (8,000 lbs.) and ex- tending to over 50,000 lbs. Because the same performance cannot be expected of all vehicles within this range, it is necessary to classify vehicles into weight ranges within which an equal level of performance is practicable.

212. Accordingly, the following weight ranges (lbs.) have hcen established in classes for the purposes of this s tandard:

Class Vehicle Weight Range (Pounds) 1 8,000-14,999 2 15,000-19,999 3 20,000-24,999 4 25,000-29,999 5 30,000-34,999 6 35,000-39,999 7 40,000-44,999 8 45,000--49,999 9 50,000 and over

213. The weight of a vehicle for purposes of this classification is its gross weight, with all fire fighting and rescue equipment, full load of extinguishing agents, full load of fuel, and complete personnel complement, ready for service.

214. Because of the fact that definite differences in performance exist between classes, it is essential tha t specifications for purposes of bidding be drawn to limit the maximum gross weight.

NOTE: Variations in gross weight should be permitted because of differences in design and construction, provided the original performance recommendations as contracted for have been met.

22. Weights and Dimensions.

221. Weights.

2211. The gross vehicle weight rating of the chassis as furnished shall equal or exceed the actual gross weight of the fully loaded and equipped vehicle.

118 P A R T B - - M A J O R F I R E F I G H T 1 N G V E H I C L E S 414- I I

2212. W e i g h t should be d i s t r i b u t e d as equa l ly as possible over the axles and t i res under all cond i t ions of loading. The va r i a t i on in weight be tween a n y two t i res or a n y one axle shall no t exceed 5 per cen t r igh t and left, or l0 per cen t be tween any two axles.

NOTE: Weight on individual tire shall be determined by weight scale measurement at the ground.

Weight variations between axles shall be b~sed oil the average loading of the axles and, between tires, shall be the average loading of the two tires of a given axle.

These recommendations favor the use of single tires and a drive to all wheels. The tires are also required to be of uniform size. Therefore, best performance and traction are possible only by equalizing the weight on individual tires.

Maintaining equalization of weight over the tires under conditions of light load is also essential for best performance, particularly since the load may be lightened so that the vehicle cap traverse extremely soft ground.

The conditions of loading considered are those dur to addition or discharge of the fire extinguishing medium such as water or chemicals.

2213. C e n t e r of g r a v i t y of the vehic le shal l be k e p t as low as poss ib le u n d e r al l cond i t ions of loading . T h e vehicle shal l be c apab l e of ope ra t i ons on a 20 pe r cent s ide s lope in both d i r ec t ions and shal l be c a p a b l e of a scend ing and descend ing a 50 pe r cen t g rade in f o r w a r d gear.

222. D i m e n s i o n s .

2221. U n d e r - c l e a r a n c e s of the chassis shall be sufficient to p e r m i t the m a x i m u m m o b i l i t y in sof t g round and rough terrain which t i re size, weight , a n d power m a k e the vehic le po ten t i a l ly c apab l e of t r avers ing . T h e fol lowing are the m i n i m u m acceptablo c lea rance d imens ions a n d angles :

Angle of Approach Angle of Departure Interaxle Clearance Angle Under-Chassis-Clearance Dimensions:

Under 30,000 lbs. Gross Weight 30,000 lbs. and over Gross Weight

30 degrees 30 degrees 12 degrees

12 inches 14 inches

Unde r - chas s i s - c l ea r ance d imens ions shal l a p p l y to all po r t ions of t he chassis excep t for t i res and w h e e l - m o u n t e d b r a k e d r u m s pro-

119 414-12 AIRCRAFT RESCUE & FInE FIGHTING VEHICLES

vklud that the drums shall not extend more than three inches from the tire line.

NOT~: Certain projections may extend below the minimum clearance provided they are hinged or otherwise constructed so tha t they will swing clear when striking an object. Generally, however, such projections should be avoided because, in spite of careful design, they are likely to be knocked off in service.

2222. Over-all height, length, and width of the vehicle shall be held to a minimum so as to provide greater maneuverability duo to compactness and to facilitate movement on public highways.

NoT~.: Over-all width should be checked with local jurisdiction.

2223. Chassis shall be so constructed and body and equip- mont so mounted that a seated driver having an eye height of 3 i ~ inches shall be able to see the ground 20 feet aimad and shall have a minimum range of vision of 15 degrees above horizontal without leaving or rising in his seat. His vision in the horizontal plane shall be at least 180 degrees. He shall be able to see the

~ round immediately adjacept to the driver's side of the vehicle. 'or these conditions, the driver's seat shall be in the vertical

and horizontal adjustment midpositions'. NOT~: Eye height is defined as the vertical distance from the de-

pressed seat surface to the inner corner of the eye.

Rear view mirrors with a glass area of not less than 85 square hmhes shall be provided, one on each side of the vehicle.

NOTE: Best design dictates either a cab forward or cab-over-engine arrangement to insure tha t the driver is placed sufficiently far forward s o tha t he can see the ground a short distance ahead of the vehicle.

23. Engine.

231. General Performance R e c o m m e n d a t i o n s and Ar- rangements :

2311. The vehicle shall be powered by means of an internal combustion engine(s), with a minimum cubic inch piston displacement as indicated in Paragraph 2313, capable of developing ~ufficient power under operating conditions to achieve the required rate of acceleration as specified in Paragraph 2312.

NOTE: Turbine-powered vehicles and "air-cushion" vehicles may be used when experience has been accumulated to permit evalu.Lting the capabilities and limitations of vehicles of these types for this specialized service. See Paragraph 2314 for diesel engine-driven vehicles.

120 PART n ~ MAJOH FIHE FIGHTING VEHICLES 414-13

2312. T h e vehic le shall be cons i s t en t ly able , when fully loaded , of acce l e r a t i ng f rom 0 to 50 miles pet" hour on d r y level concre te p a v e m e n t wi th in the fol lowing m a x i m u n l t imes :

Class Gross Vehicle Weight (Pounds) Time (Seconds) 1 8,000-14,999 30 2 15,000-19,999 30 3 20,000-24,999 35 4 25,000-29,999 40 5 30,000-34,999 45 6 35,000-:39,999 50 7 40,000-44,999 55 8 45,000-49,999 60 9 50,000 and over 60

T h e a b o v e acce l e ra t ion t imes shall be ach i eved in a m b i e n t t e m p e r a t u r e s v a r y i n g f rom 0 degrees F to 100 degrees F. a n d a t e l eva t ions up to 2,000 f e e t . a b o v e sea level unless a h igher 'ele- v a t i o n is specified.

NoT~: The above acceleration requirements at elevations up to 2,000 feet above sea level are intended to ensure acceptable performance at the great majority of airports.

Airports above 2,000 feet should .state the elevation at which the vehicle will operate in order to ensure the required performance.

2313. I n a d d i t i o n to be ing c a p a b l e of mee t i ng the above acce l e ra t ion r equ i remen t s , gasol ine engine(s) sha l l a lso have the fol lowing m i n i m u m cubic inch p i s ton d i s p l a c e m e n t :

Class Gross Vehicle Weight (Pounds) Displacement 1 8,000-14,999 300 2 15,000-19,999 400 3 20,000-24,999 475 4 25,000-29,999 525 5 30,000-34,999 590 6 35,000-39,999 700 7 40,000-44,999 800 8 45,000-49,999 900 9 50,000 and over 1,000

(Cu. In.)

NOTE: In some cases the acceleration time required can be met with engines with less displacement than specified above. Nevertheless, the minimum displacement is specified because of greater over-all performance obtained from larger displacement engines.

121 414-14 A1RC'RAFT I(E,':/_'CUE & F I R E F I G H T I N G V E H I C L E S

On the other hand, it may be that with certain types of engine design the required acceleration cannot be obtained eveu though engines meeting the specified mininmm displacement are used. in such cases, the acceleration time still stands as a minimum requirement.

The use of high compression or spe~'ially moditied engines which require high octane or specially blended fuel, and requiring special maintenance, shall be avoided.

See Note following Paragraph 2311 and Pai-agrttph 23t4 for diesel engine-driven vehicles.

2314. I t is recognized tha t there are suitable diesel engines available for the intended service. However, diesel engines-cannot be compared directly with gasoline engines on the basis of displacement, nor can different types of diesel engines, such as 2-cycle, 4-cycle, natural ly aspirated, turbocharged, and super.- charged be compared by displacement . Therefore, to select the proper diesel engine for the proposed Class, it should develop not less than 85 per cent of the horsepower developed by the gasoline engine known to be acceptable in that Class.. In addition, the acceleration requirements of Paragraph 2312 shall be met.

2315. Where the engine(s) is (are) used to power both the dmssis and the fire fighting pumps, provision shall be made to ensure tha t the operation of the pump will not, under any circumstances, cause either :

a. the engine(s) to stall, or

b. more than a slight, and momentary reduction in engine npeed and consequent drop in pump pressure.

The vehicle shall also be capable of full rated capacity while con- ducting a stipulated mud and sand test.

2316. The engine shall be equipped with a governor which .hail be set at not more than tile m~ximum permissible revolu- t ions-per-minute recommended by the engine manufacturer under no-load condition.

NOTE: Engine governed speed may have to be set below engine manufacturer's r e c o l n m e n d a t i o n if torque c o n v e r t e r manufacturer or transmission manufacturer has set lower limitations on maximum allowable input speed.

2317. The provisions appearing in Sections 232, 233 and 234 rontain recommendat ions for the engine and its accessories and 0ystems which have proven desirable in vehicles for this type c;orvice.

122 PART B -- MAJOR FIIIE FIGHTING VEHICLES 414-]5

232. Engine Cooling Systems.

2321. LIQUID COOLED ENGINES.

a. The cooling system should be of the closed, forced-feed type using a circulating pump. The radiator, cylinder block, cylinder head, fan and water pump shall be of ample capacity to permit continuous flow with full load operation of the engine at both stationary and maximum vehicle speed without boiling the coolant under ambient temperature conditions up to If0 do- grees F. The cooling system shall be provided with an automatic thermostat for prompt engine warming.

b. Radiator shutters, when furnished for cold climates, shall be of the automatic type, and be designed to open automatically upon failure.

2322. AIR-COOLED ENGINES.

a. Air-.cooled ,engines shall be so designed and installed as to permit the. vehicle to stand still and pump for indefinite periods without overheating.

b. Air-cooled engine design and installation shall provide for sufficient rate of flow and distribution of air to hold cylinder head and oil temperatures within manufacturer's prescribed limits under all operating conditions. This shall include full power operation for prolonged periods with ambient temperatures up to 110 degrees F, at both stationary and maximum vehicle speed.

c. Cylinder head and oil temperature gages that clearly indicate maximum permissible operating temperature shall be mounted in the cab and elsewhere, as required, to be plainly visible to the driver.

233. Fuel System.

2331. For gasoline engines, a complete fuel system should include a mechanically driven fuel pump, auxiliary electric fuel pump, fuel strainer and necessary piping, including.a flexible fuel line from the fuel pump to the tank line. All fuel lines shall bc protected from damage, exhaust heat, and exposure to ground fire.

2332: An accessible strainer shall be provided for each fuel line and a drain shall be provided at the bottom of the fuel tank.

2333. Fuel tanks shall notbe installed in such a manner as to permit gravity feed to the carburetor.

414-16 123


2334. Fuel tanks shall be provided with an Underwriters' I,aboratories, Inc., Underwriters' Laboratories of Canada, or I*'actory Mutual Engineering Corporation approved flame arrester relief fitting on the filler opening.

2335. Fuel tank capacity shall be sufficient to provide for two (2) hours pumping at rated capacity.

234. Exhaus t System. 2341. The exhaust system shall be of such size as to avoid

undue back pressure and shall be located and constructed in reich a manner that entrance of exhaust gases into the cab will be minimized under all conditions of operation. Exhaust pipe, muffler and tailpipe shall be of high-grade, rust-resistant materials.

2342. The tailpipe and muffler shall be protected from damage due to traversing rough terrain. Tailpipe shall be designed Lo discharge to the rear and shall not be directed toward the ground.

24. Vehicle Electrical System. 241. Each gasoline engine shall be equipped with a com-

plete and separate battery starting system. Where greater engine reliability is desired, a complete dual ignition may be required.

242. The vehicle shall be provided with a complete electrical system of either the 12 or 24 volt type.

243. An alternator and rectifier, capable of delivering a minimum of 100 amperes, 12 volts or 50 amperes, 24 volts, shall be provided.

244. Two independent battery systems shall be provided, with a selector switch located in the cab. For 12 volt systems, there shall be two (2) 12 volt batteries, 150 ampere hour capacity each, at 20 hour rate. For 24 volt systems, there shall be two (2) 24 volt batteries, 100 ampere hour capacity each, or four (4) 12 volt batteries, 100 ampere hour capacity each, at 20 hour rate.

245. Provisions shall be provided to permit plugging into local electric power supplies to maintain battery charging.

246. An engine coolant preheating device shall be provided as an aid to rapid starting and high initial engine performance.

247. The electrical system shall be insulated, waterproofed and protected against exposure from ground fires.

248. Radio suppression of the electrical system, sufficient to assure positive operation of radio equipment without interference, shall be furnished.

124 P A R T B - - M A J O R F I R E F I G H T I N G V E H I C L E S 414-17

25. Vehicle Drive. O

251. The drive shall provide for the transmission of power from the engine flywheel to the wheels of the .vehicle with such multiplication of torque that the vehicle is capable of traveling at all speeds necessary for effective aircraft rescue and fire fighting service. With respect to Classes 3 through 8, the drive shall provide for the continuous transmission of power from the engine through a torque converter or fluid coupling and transmission. The transmission shall have the ability to shift from any selected ratio to another in sequence, either forward or reverse, without interruption of power transmission.

NOTE: See Note under Paragraph 2311.

252. The entire drive train shall be designed with sufficient torque capacity to slip the wheels of the fully loaded and balanced vehicle on pavement having a coefficient of friction of 0.6. The following drive line components shall be certified by the component manufacturer to be suitable for use in the drive line of the complete vehicle considered as a complete vehicle: clutch and/or torque converter, transmission, transfer case, propeller shaft, differentials and axles.

253. The transmission shall have sufficient range of gears to provide a minimum top speed in highest gear of 50 mph and enough reduction in lowest gear to produce the tractive efforl needed to ascend a 50 per cent grade. Spacing of intermediate gears shall provide an adequate number of speeds for all operating conditions without excessive overlap.

254. Positive drive to each wheel is required to negotiate soft ground, unimproved surfaces, snow or ice. Positive wheel drive may be achieved by the use of torque proportioning or no- spin differentials, or by means of other automatic devices which ~gill ensure that each wheel of the vehicle is driven independently of the other wheels.

NOTE: Driver controlled differential locks are acceptable provided the requirements of Paragraph 256 are met.

255. The transfer case may be either separate or integral with the transmission. It shall incorporate a drive to the front and rear axles which is engaged at all times during the intended airport service and which will not allow the vehicle to stall aa long as the tires of any axle have traction.

125 4 | 4 - - . | 8 AIRCRAFT RESCUE & FIRE FIGHTING VEHICLES

256. Front and rear axles shall have adequate capacity to ~;ar,'y the maximum imposed load under all intended operating conditions. The variations in axle tread shall not exceed 20 p(;r cent of the tire sectional width at rated load. Front and rear I~xles shall be provided with automatic locking or no-spin differentials or other automatic devices which will lock out differential action whenever any one tire loses traction. When mtcraxle differentials are furnished with bogie axles, they shall bu either automatic locking or no-spin type or be locked out at {dl times during the intended airport service.

257. It is recommended that front axles be equipped with ,tcering drive ends of the constant velocity type or other provision be made to eliminate objectionable cyclical fluctuations m angular velocity of the wheels when they are cramped in the 0reefing position.

26. Other Chassis Components .

261. Clu tch . When a clutch is used, the actuation pedal pressure to obtain release shall not exceed 50 pounds with adequate displacement for wear prior to normal adjustment.

262. Transmiss ion . Where a fire fighting pump is driven from the chassis engine, provision shall be made in design of the power take-off to allow uninterrupted transmission of power to the pump even though the transmission gears are being ohifted, clutch is released, or the transmission is placed in any I)f its speed ranges.

263. Suspension,,

2631. The suspension system shall be designed to allow the vehicles, loaded or unloaded, to travel at high speeds over im-

i )roved road surfaces, and at moderate speeds over rough, un- reproved terrain. Special consideration shall be given to the

llecd for cushioning road shocks, providing adequate wheel motion, and reducing unsprung weight.

2632. Design of the axles and suspension system shall be 0vch that the total unsprung weight of the vehicle will not be

reater than 20 per cent of the gross weight of the vehicle when dly loaded.

NOTE: Unsprung weight is that portion of the vehicle weight not carried by the chassis springs.

2633. Design of axles and suspension system shall also provide for an individual wheel motion above level ground of not less

126 P A R T n - - M A J O R F I R E F I G H T I N G V E H I C L E S 414-19

than 10 inches for vehicles under 30,000 lbs. gross weight, and 12 inches for vehicles 30,000 lbs. and over gross weight without raising any other wheel off the ground.

2634. Suspension design shall be such that at least two inches of deflection remain before bottoming of suspension on the axle stops or bumpers when the vehicle is fully loaded and on level ground.

2635. Double "acting hydraulic shock absorbers shall be furnished on front axles, except bogie axles. Front and rear axles shall be furnished with stops for bottoming to prevent damage to axles, propeller shafts, engine oil pan, or any other portions of the chassis which may be damaged by wheel motion beyond allowable amounts.

264. Wheels, Tires and Rims.

2641. Wheels shall be single rim type with tires of identical size and same tread design.

2642. Tires and inflation pressures shall be selected to provide effective performance on the terrain encountered in th0 intended airport service. For normal terrain conditions, a maximum inflation pressure of 45 pounds per square inch is recommended. For more extreme terrain conditions, lower inflation pressure down to 30 pounds per square inch may be desirable for greater off-pavement mobility. The following Table sets forth recommended maximum loads per tire for standard tire sizes at inflation pressures of 30 pounds per square inch and 45 pounds per square inch.

2643. Actual inflation pressures of the tires with the vehicles in an in-service condition shall be as specified in the Table.

2644. If the vehicle is required to operate on the highway five or more miles beyond the immediate vicinity of the airport at sustained speeds above 30 miles per hour, inflation pressur0 should be increased to those levels recommended for highway service.

2645. An aggressive tire tread is recommended for general service. Tire manufacturers should be consulted for tread designs to meet special terrain conditions.

2646. Rim contours and sizes shall also be based on current practices of the Tire and Rim Association, Inc.

127 4 1 4 - 2 0 AIRCRAFT R]~SCUE & FIRE FIGHTING VEHICLES

T I R E LOAD RATINGS

R e c o m m e n d e d L o a d a t 30 lb . a t 45 lb .

Tire S i z e I n f l a t i o n I n f l a t i o n

9.00-16 1,950 2,475 8.25-20 2,390 3,030 9.00-20 2,840 3,590

10.00-20 3,200 4,050 ,, 11.00-20 3,540 4,480 12.00-20 4,020 .5,080 12.00-24 4,520 5,720 14.00-20 5,620 7,100 14.00-24 6,270 7,920 16.00--25 8,200 10,400 18.00-25 '10,670 13,520 18.00-33 _ 12,640 16,000 21.00-25 13,640 17,280 21.00-29 14,820 18,770 24.00-25 16,860 21,340 ' 17.5-25 7,620 9,680 20.5-25 9,590 12,170 23.5-25 12,440 15,760 26.5-25 15,530 19,700 26.5-29 17,090 21;650 29.5-25 19,160 24,210

NOTE: Adequate ply rating must be selected as determined by load and inflation to be used (refer T & R A Yearhook). T & R A refers to the Tire and Rim A~soeiation,*

NOTE: For tire sizes not shown, current load ratings may be obtained from the Tire and Rim Association. Inc. (Comand Building. 34 N. lIawkias Ave.. Akron. Ohio 44313). The above maximum loads are b~sed on those current Tire and Rim Association, Inc. ratings ~s shown in the Year Book. Actual inflation pre~ures of the tires with the vehicles in an in-service condition shall be as specified above.

27. C o n t r o l l i n g M e c h a n i s m s .

271. B r a k e s .

2711. S e r v i c e b r a k e s shal l be of t h e a l l -whee l t ype . O n vehic les less t h a n 25,000 lbs. g ross w e i g h t , s e rv i ce b r a k e s m a y be of t h e h y d r a u l i c t y p e w i t h p o w e r b o o s t e r or t he a i r - m e c h a n i c a l type . O n v e h i c l e s 25,000 lbs. or m o r e g ross we igh t , s e rv i ce b r a k e s shal l be of t h e a i r - o v e r - h y d r a u l i c or a i r - m e c h a n i c a l t y p e .

2712. I f a i r - m e c h a n i c a l b r a k e s a r e f u rn i shed , a b r a k e c h a m b e r shal l be p r o v i d e d for e a c h whee l a n d shal l be m o u n t e d so t h a t no p a r t of t h e b r a k e c h a m b e r p r o j e c t s be low t h e axle .

2713. A i r b r a k e s y s t e m s sha l l i n c l u d e a c o m p r e s s o r , r e l ease v a l v e , b r a k e c o n t r o l v a l v e , t r e a d l e - t y p e a c t u a t i n g peda l , a i r p res - sure gage , e n c l o s e d - t y p e b r a k e a d j u s t e r s , low p re s su re w a r n i n g , and al l n e c e s s a r y c o n n e c t i o n s .

128 P A R T B ~ M A J O R F I R E F 1 G H T I N G V E H I C L E S 414-21

2714. On vehicles less than 25,000 lbs. gross weight, and when supplied with air brakes, the air compressor shall be at least 7 cubic feet per minute capacity; on vehicles 25,000 lbs. or more gross weight, the air compressor shall be at least 12 cubic feet per minute capacity. Air compressors shall be lubricated and cooled by the engine lubrication and cooling system.

2715. ~ompressed air reservoirs shall have a minimum capacity of 2,000 cu. in. and shall be equipped with drain and safety valves. Provision for quick build-up of pressure shall be furnished. Quick build-up of tank pressure from 5 lbs. to the pressure regulating valve setting shall be accomplished within 12 seconds.

2716. The service brakes shall be capable of holding the fully loaded vehicle on a 50 per cent grade, and capable of bringing the fully loaded vehicle to five (5) complete successive stops within 30 feet from a speed of 20 mph on dry, hard, approximately level road, free from loose material.

2717. The parking or emergency brake system shall be an entirely independent mechanical system or may be connected to the same brake shoes as the service brakes but through entirely separate mechanical means.

2718. The parking brakes shall be hand lever operated and shall be capable of holding the fully loaded vehicle on a 20 per cent grade.

272. Steering.

2721. All chassis shah be equipped with power assisted steering. The steering mechanism shall be so designed to permit, manual steering sufficient to bring the vehicle to a safe stop in the event of failure of power assist.

2722. The power-assisted steering shall have sufficient capacity so that no more than 15 lbs. pull is required on the steering wheel in order to turn the steering wheel from lock to lock with the engine running.

28. T u r n i n g Diameter .

281. Wall-to-wall turning diameter of the fully loaded vehicle

414:.22 129

AIRCRAFT RESCUE & FIRE FIGHTING VEHICLES

,~4~a!! not be greater than three times its over-all length. In the ~'e,t an 8 x 8 chassis is provided, the turning diameter shall

~'.~*t be greater than three-and-a-half times the over-all length.

Jg. Cab.

:~9|. ARRANGEMENT. The cab shall meet the visibility re- (iui~nnents of Paragraph 2223. It shall have seats for at least q~rec men, including individually adjustable driver's seat and ~!li~quate space for the instruments, controls and equipment q~o[fied herein without hindering the crew. Wide opening doors ~ball be provided on each side of the cab with necessary steps and ~:a0~d-grabs to permit rapid and safe entrance and exit from the (~1). The windshield and side windows shall be constructed of dmtter-proof plate glass. The cab shall be provided with wide @|ttem to prevent foam and water from dripping on the wind- dd~k| and side windows. There shall be a quick-opening hatch m 0m roof providing access to the turret.

292. CONSTRUCTION. The cab shall be constructed in Classes a tilmugh 9.Vehicles (see Paragraph 212), of metal alloy or fiber v_la.cs-reinforced plastic, of adequate strength to ensure the safety i,| the crew. The cab shall be rainproof and dripproof, and shall r fully insulated with a fire resistant insulating material at [~'a,~t one-half inch thick. The cab may be of the unitized rigid 0~)(iy and frame structure type or it may be. a separate unit ~e.~d")ly mounted on the main vehicle frame.

293. INSTRUMENT AND WARNING LIGHTS. T h e m i n i m u m number of instruments and warning fights consistent with the r~fc, efficient operation of the vehicle and equipment shall be pro- ~tdcd. Warning lights shall be used where practicable instead of ~,.%ruments, and provision shah be made to readily test the condition of the bulb. All instruments and warning lights shall be diaplayed in a panel or panels in such a way that they will be most useful, convenient and visible to the driver. The panel or

l ~:mels shall either be easily removable as. units or hinged for ,a~k access by the employment of quick disconnect fittings for

oil electrical, air and hydraulic circuits. All instruments shall be dluminated by back-fighting. The following instruments and/or ~varning lights shall be provided:

!~pecdometer/0dometer Pump pressure ~ngine tachometer(s) Water tank level Fuel level Foam liquid tank(s) level AIr pressure Low air pressure warning

1 3 0 t PART B - - MAJOR FIRE FIGHTING VEHICLES 414-23

Engine(s) coolant temperature Headlight beam indicator Engine(s) oil pressure Pu,np output indicators (applicabl(~ Engine(s) generator indicator only when two pumps in parallel Transmission(s) oil pressure* are furnished) Transmission(s) oil temperature*

*Applicable only when torque converters are furnished.

294. CONTROLS. The cab shall have all the necessary con- trois within easy reach of the driver for the full operation of the vehicle and of the pumping system. The following cab controls shall be provided:

Accelerator pedal Brake pedal Clutch pedal** Parking brake lever Steering wheel, with self-cancelling

directional signal control and horn Transmission range selector Pump control or selector Foam liquid tank(s) valve control Siren switch(es) Ignition switeh(es)

*Applicable only when remote turret is furnished. **Applicable to Classes one (I) and two (2) vehicles ONLY.

Groundsweep valve control Undertruck valve control Remote turret controls* Starter switch(es) Light switches Windshield wiper and washer con.

trois Heater-defroster controls Master electrical disconnect switch

295 . EQUIPMENT. The following equipment shall be provided in or on the cab, as may be applicable:

Heater-defroster, with 200 BTU output per cubic foot of cab space, with blower capacity per minute equal to cab volume, with fresh air intake, and with defroster duets to windshield

Driver's seat 3-way adjustable, bucket type, with seat belt

Crew seats with individual seat belts

Siren Horns 2 or more windshield washers* 2 or more windshield wipers* 2 or more sun visors 2 outside rear view mirrors 2 door fights Cab dome light

.~c *Appropriate for removing foam.

30. Body. 301. CONSTRUCTION. The body shall be constructed of metal

alloy or fiber glass-reilfforced plastic to provide the lightest

414-24 131


weight consistent with the strength necessary for off-pavement operation over rough terrain. The body may be of the unitized with chassis rigid structure type or it may be flexibly mounted tm the vehicle chassis. I t shall also include front and rear fenders and running boards. Body panels are to be removable where necessary to provide access to the interior of the vehicle.

302. ACCESS Dooas. Access doors shall be provided for those areas of the interior of the vehicle which must be frequently in- iq)ccted. In particular, access doors of sufficient size and number shall be provided for access to:

Both sides of each engine The pump(s) and pump drive

Foam liquid metering device Battery storage

Other areas requiring access for inspection or maintenance shall either be open, or have removable panels as specified in Para- Kraph 301.

303 . COMPARTMENTS. Suitable lighted compartments shall be }rovided for convenient storage of the equipment and tools urnished with the vehicle. Compar tment doors shall be hinged

and provided with chrome plated steel or anodized aluminum handles operable with hekvy gloved hands. Compar tments are to be weather-tight.

304. WORKING DECK. The working deck of the vehicle shall be adequately reinforced to permit the crew to perform their duties in the turret area, cab hatch area, water tank emergency fill area, foam liquid emergency fill area, and in other areas where access to auxiliary or installed equipment is necessary.

305. HAND RAILS. Hand rails or bulwarks are to be provided on the working deck and elsewhere as may be aecessary for the nafety and convenience of the crew. Rails and stanchions shall bc constructed of chrome plated metal or anodized aluminum and shall be strongly braced. Hand rails on the upper deck should be at least .24 inches high when conditions permit or in accordance with local safety requirements.

306. STEPS AND WALKWAY. Steps or ladders shall be provided on each side or at the rear for access to the working deck. The rear step may extend below the angle of departure if it is hinged to swing up. All steps shall be rigidly constructed and shall have a non-skid surface. Walkways on the upper deck shall also have a non-skid surface. The lowermost rear step shall be no more

132 P A R T B - - M AJ OR F I R E F I G H T I N G V E H I C L E S 414-25

than 2~ inches above the ground. Adequate lighting shall b~ provided to illuminate steps and walkways.

31. Pump(s) and P u m p Drive,

311. Water Pump(s) .

3111. The water pump(s) shall be constructed of corrosion resistant metal and shall be single or multiple stage centrifugal type, designed for dependable emergency service. It shall be carefully designed and built in accordance with good modern practice. The pump shall be gravity primed from the vehicle tank.

3112. When operating from the water tank, it shall be capable of discharging at a rate equal to or exceeding the amount established in Table 1 of NFPA No. 403, but not less than the total gpm requirements of all foam outlets discharging simultaneously at designed pressures.

312. Foam Generating P u m p .

3121. A foam generating pump system may be used for primary foam generation providing that a suitable water pump is also installed to supply water and/or foam solution for handlines. The foam generating pump system when used shall be constructed of corrosion resistant materials and shall be designed to produce foam at a rate sufficient to supply the turret nozzles.

313. Pump(s) Drive.

3131. The pump(s) may be driven by either of the following methods: (a) Separate engine(s) drive; (b) Power take-off drive,

3132. SEPARATE E N G I N E ( S ) DRIVE. All independent pump engine(s) shall be provided having sufficient power to meet th0 pump performance requirements as listed in Table 1 of NFPA No. 403, at not more than the engine manufacturer's recom. mended governed speed.

The engine(s) shall have the same voltage ignition and starting system as the chassis engine, air cleaner,'replaceable element oil filter, full pressure lubricating system and overspeed govern. ing device to prevent damage to engine if under power when water tank is exhausted. The engine shall be provided with n radiator of adequate capacity to cool the engine when operated continuously under full load up to a 110 ~ F. ambient temperature.

414-26 133


The pump may be either mounted directly to the engine bell housing, or it may be mounted separately and drive through

a friction clutch and propeller shaft. If mounted separately, the clutch shall be of the single or multiple disc friction type having a capacity equal to the engine torque.

3133. POWER TAKE-OFF DRIVE. If the pump(s) is powered by the same engine(s) which is used to propel the vehicle, it shall be driven by a power take-off which is not affected by changes in lr ratios or the actuation of clutches in the vehicle drive, except insofar as these changes or actuations may affect ~'**gine speed. The overall design shall be such that the require- mont of uninterrupted transmission of power set forth in Para- Craph 262 is met.

Provision shall be made in the design of the drive system and/ ~Pr controls to prevent damage to the drive or lurching of the vehicle, when the transmission is shifted from neutral to either |orward or reverse speed ranges while simultaneously pumping. *tim take-off drive(s) shall incorporate a friction clutch(es), con- troUed from the cab, with a torque capacity at least equal to the maximum torque which, may be absorbed by the pump(s), and designed to withstand engagement of the pump(s) at all engine opeeds and under all olberating conditions when a fire fighting capability is required.

When a power take-off pump drive is used, there shall be ,u[licient engine power both to operate the pump(s) at , the rate of discharge required by Paragraph 3112, and to propel the ve- hlcle under all operating conditions when a fire fighting capability I~ required. The over-all design shall be such that the require- m0nts of Paragraph 2315 shall also be met.

314. Mani fo lds and C o n n e c t i o n s .

3141. SUCTION. The suction system shall be designed for o|licient flow at the pumping rates required by Paragraph 3112. The pump suction line(s) shall be of large diameter and shortest I(mgth consistent with the most suitable pump(s) location. There ,hall be a drain at the lowest point with a valve for draining all ~Jf the liquid from the pumping system when desired. Suction lines and valves shall be constructed of lightweight, corrosion- resistant materials.

When two pumps are used, they shall be arranged in parallel ~vith manifolding so that either or both may supply any discharge


outlet at the required operating pressure. During single pump operation, total capacity may be reduced.

3142. DISCHARGE. The pump discharge system shall b~ provided with a minimum of two discharge gates with 21z~-inch National Standard Thread* adapters and caps.

When two pumps are used in parallel, a discharge manifold shall be provided incorporating a pressure relief device and a check valve for each pump. The check valve shall function auto, matically and shall be sized and designed for minimum flow restrictions.

3143. PIPING, COUPLINGS AND VALVES. All piping, cou~ plings and valves shall be sized for required flow with minimum restriction and pressure loss. Material for all piping, couplin~ and valves shall be selected to avoid corrosive and/or galvame action.

Piping shall be securely mounted and provided.with flexiblo couplings to minimize stress. Union or victaulie type couplingn shall be provided where required to facilitate removal of piping.

All valves shall be ~ turn ball type as selected for ease of operating and freedom from leakage.

All water system piping shall be tested for suction side of pump for leakage. All water and solution discharge piping shall be tested at 50 per cent above system operating pressure.

3144. CHURN LINE. A closed system churn line shall b0 provided from the pump discharge to a heat exchanger at the tank bottom, to prevent overheating of water in the pump while standing and pumping. The churn line valve shall be automatic or shall have a cab control.

3145. PRESSURE REGULATOR. The automatic pressure regulator shall maintain the desired working pressure at all rater of flow.

32. Water Tank.

321. Capacity.

3211. A water tank shall have a capacity in agreement with Table 1, NFPA No. 403. The tank shall be constructed of glass-

*See NFPA No. 194, Standard for Fire Hose Coupling.

135 ' ~ 4 28 AIRCRAFT I~ESCUE & FIRE FIGHTING VEHICLES

I'~,~r, reinforced plastic or of metal, coated or lined with a suitable ~fld)(.~r, plastic or ceramic. The tank shall have longitudinal and ~a , , vo r se baffles to prevent undue water surge.

;~22. Construction. 3221. The construction and connections shall be made to

r the possibility of galvanic corrosion of dissimilar metals.

3222. When dissimilar metals are used for pipe connections ~(ptplng) from the tanks, they should be electrically insulated by cht~ list of non-conductive plastic pipe or hose.

3223. The tank shall be equipped with easily removable ~:mnhole covers over the sump and a removable top or panels to ~.-rmit access within each baffle compar tment of the*tank. I t ~hMI have an anti-swirl baffle and a deep sump with drain valves, a ,d two filler openings with caps. Filler openings shall be not ~.~:;~ than 5 inches in diameter. The tank vent and overflow shall ~ provided of sufficient capacity to permit the tank to receive (iHIng a t the rate as specified for tank vehicles in Table 1 of ~i,'PA No. 403. The water tank outlet and the suction piping elmll be sized to permit a water flow of capacity as specified in fable 1 of N F P A No. 403.

3224. The tank shall be flexibly mounted unless at tached to ltr oupported by a rigid structure.

323. Tank Fill Connection. 3231. Two tank fill connections shall be provided, one on

caoh side of the apparatus in a position where it can be easily #cached f rom the ground. The connections shall have check vtdves or be so constructed that water will not be lost from the ~ l k when connection or disconnection is made. The tank fills chall have National Standard Thread* swivel female hose con- itections and shall be sized to permit refilling on either side of the vehicle at a rate at least equal to the minimum discharge rate required in Paragraph 3112. All water fill openings shall be provided with strainers of l~-inch mesh.

~3. Foam System.

331. F o a m L i q u i d C o n c e n t r a t e T a n k ( s ) .

3311. The Foam Liquid Tank(s) should be sized in conformance with Table 1 of N F P A No. 403.

*See NFPA No. 194, Standard for Fire Hose Couplings.


3312. Foam liquid concentrate tanks may be either rigid or flexible type.

Rigid tanks should be made of glass-fiber reinforced plastics. The plastics shall be resistant to a t tack by the foam liquid concentrate and shall not adversely affect the performance characteristics of the foam liquid concentrate after extended storage in the tank. Unplastieized reilfforced plastics shall be required, such as polyesters, polyvinyl chloride or epoxies.

Flexible types shall be of nylon reinforced neoprene rubber.

3313. Rigid tanks shall be equipped with a removable manhole or a removable tank top to permit access withifl each baffled compar tment of the tank.

3314. Rigid tank outlets should be located above the bottom of the sump and of adequate size to permil; maximum flow. The outlets should be arranged so as to p~rmit the use of the full capacity of the tank with the vehicle level and at least 75 per cent of the tank capacity with the vehicle inclined on a 20 per cent side slope or ascending or descending a 30 per cent grade. A large capacity drain connection should be installed flush with the bot tom of the sump.

3315. Rigid foam liquid conccntrate tanks shall be flexibly mounted unless at tached to a rigid structure. Each tank shall be separate and distinct from the body and easily removable as a unit.

3316. A fill t rough should be provided equipped with a stainless steel l~-inch mesh screen and call openers to permit emptying 5-gaUon foam liquid concentrate cans into the storage tank at a rapid rate. The trough should be connected to tile foam liquid storage tank with a fill line designed to introduce foam liquid concentrate near the bot tom of the tank so as to minimize foaming within the storage tank.

3317. A hose connection should be provided on each side of the vehicle to permit the pumping of foam liquid concentrate into the storage tank or tanks. Positive check or automatic shutoff valves should be provided to prevent tile loss of foam liquid. Where flexible tanks are used the supply system shall be designed so tha t the flexible tanks shall not be subject to excess pressure. The supply system should be capable of delivering foam liquid at a rate at least equal to or greater than the maximum discharge rate of the foam system.

137 414-30 A I R C R A F T R E S C U E & F I R E F I G H T I N G V E H I C L E S

3318. The tank(s) shall be adequately vented to permit rapid and complete filling without the buildu.p of excessive pressure and to permit emptying the tank at the maximum design flow rate without danger of collapse.

3319. All components of. the foam system including the foam liquid tank, piping, fill troughs, screens, etc., should be made of materials resistant to corrosion by foam liquid concentrate and water. Where practical lightweight materials of adequate strength should be used.

332. Foam Liquid Concentrate Pump.

3321. On those vehicles using a pump discharge side proportioning system the foam liquid pump or pumps should be made of bronze or other materials resistant to corrosion by foam liquid concentrate.

3322. The foam liquid concentrate system should be so arranged tha t the entire piping system i,mluding the foam liquid concentrate pump or pumps can be readily flushed with clear water.

3323. The foam liquid concentrate pump or pumps shall be capable of delivering the required quanti ty of foam liquid at a pressure in excess of the water pump operati~g pressure regardless of the water flow rate or variations ill engine speed.

3324. Where more than otle cllginc is used to drive a water pump or pumps and these samc engines arc uscd to drive a foam liquid concentrate pump or pumps, the drive arrangcmcnt should be such tlmt whel~evcr power is availablc to a water pump, power will also be available to a foam liquid concentrate pump.

333. Foam Liquid Concentrate Piping.

3331. 'File fotLm liquid concentrate piping shall be of material resistant to corrosion by foam liquid colmentratc. Care should be taken to insure that combinations of dissimilar metals that produce galvanic corrosion are not selected or that such dissimilar metals are electrically insulated. Where plastic piping is used, it shall be fabricated from unplasticized resins unless the stipulated plasticizer has been shown not to adversely affect the performance characteristics of the foam liquid conccntrate. The plastic pipe may be reinforced with glass fibers. Polyvinyl chloride, polyvinylidenc chloride, epoxies and polyesters are among the acceptable classes of resins.


3332. The foam liquid concentrate piping shall be adequately sized to pel:mit the max imum required flow rate.

334. F o a m L i q u i d P r o p o r t i o n i n g S y s t e m .

3341. The foam liquid proportioning system shall, provide suitable control of the ratio of foam liquid concentrate to the' quant i ty of water being discharged and will permit selection of foam liquid concentrate percentages from 3 to 8 per cent Of the water flow rate.

3342. A maximum tolerance of plus or minus 5 pet" cent of the proportioning sett ing shall be permi t ted a t the maximum flow rate.

For example: A proportioner set for .6 per cent should proportion between 5.7 per cent and 6.3 per cent.

The var ia t ion below the desired percentage shall not exceed 5 per cent a t any flow rate.

335. T u r r e t Nozz les . " '

3351. Airport Index 3, 4 & 5 Fire Fighting Vehicles (as set forth in N F P A No. 403) shall have one or two turre t nozzles. Ai rpor t ' Index A, B, l & 2 Fire Fighting Vehicles (as set forth in N F P A No. 403) should have one tur re t nozzle.

3352. The total liquid flow rate from the turret or pair of turrets shall be at least 75 per cent of the 'total min imum rate of discharge specified in Table 1 of N F P A No. 403.

3353. Turrets shall be capable of discharging foam in stiil air in a continuously variable pa t te rn in accordance with the following table:

TURRET FOAM PATTERN REQUIREMENTS

F o a m So lu t ion

Discharge Rate

(gpm)

250--400 500-800

1000

Straight S t r e a m

Near Far Point

Point No Closer at Least T h a n

(ft.) (ft.)

125 60 130 40 175 40

Fully Dispersed or Spray

Full Width Full Extend

Width Out at at Least Least

(ft.) (ft.)

25 25 35 65 35 70

Maximutx So lu t ion Dens i ty

( g p m / f t : )

0.30 0.33 0.60

414-32 139

A I R C R A F T RESCUE & F I R E F I G H T I N G V E H I C L E S

3354. Turre t nozzles with liquid flow rates of 600 gpm or more should preferably be of the dual discharge type and arranged to permit selection of either 50 per cent or 100 per cent of the turre t capacity. If these turrets are operable from within the cab, they should have power assist.

3355. Turre ts may be hydrauli.cally or manually powered. Where hydraulic or manual controls arc provided in the cab, manual controls shall also be provided on the roof.

3356. Where hydraulic power is used the turrcl, should be aimed by a direct connected control lever designed to operate with power assist. A decontrol shall be provided in the cab and on the roof to permit manual operation.

3357. Turrets should be capablc of being depressed at least 15 ~ and elevated at least 45 ~ Where ~t si ,glc turret is used on a vehicle it shall be capable of being rotated at least 100 ~ to either side (total t raverse at least 200~ Where two turrets are used on a vehicle the turrets shall be capable of bci ,g rotated at least 100 ~ from the s traight ahead position to the side and at least 60 ~ towards the center of the vehicle (total traverse at least 160~

3358. The foam discharged by the turret nozzles should have a minimum expansion of 8 and a minimum 25 per cent drainage t ime of 4 minutes. If a foam pump geqcrating system is used, the foam discharged by thc turret nozzles should have a minimum 12 expansion with a minimum 25 per cent drainage time of 20 minutes.

3359. Foa,n tests for expansion and drainage time to be determined in accordance with the methods described in N IrPA No. 412.

336. H a n d L ine Ree l s a n d N o z z l e s .

3361. Trucks for airports in [ .dexcs I through 5 (as set forth in NFPA No. ,t03) should have two hose reels. Trucks for airports in Indexes A, B (as set forth in N FPA No. 403), shalJ have at least a single hose reel and hand line. Each reel in Indexes 1 through 5 shall be mounted in a compar t ,nent and on a vertical hinge post permit t ing reel to swi,~g out at an angle to the truck. A lock with a quick release shall be provided for locking in both the operating and the bed position and the top of the reel or reels shall be no more than 51/'~ feet above the ground.

140 P A R T B - - M A J O R F I R E F 1 G H T 1 N G V E H I C L E S 414-33

3362. E a c h reel shall have a c a p a c i t y for and be equ ipped wi th a m i n i m u m of 150 feet of l - inch or l l /~- inch 800-lb. t e s t rubber l ined hose. E a c h reel shall be e q u i p p e d wi th f r ic t ion b rakes wi th a u t o m a t i c a c t u a t i o n to p r e v e n t hose f rom unree l ing when no t desi red.

3363. F low to t he reels should be con t ro l l ed by manua l ly o p e r a t e d quick open ing bal l t y p e va lves loca ted so the hose can be c ha r ged in t he bed pos i t ion .

3364. E a c h hose shal l be e q u i p p e d wi th a shutoff t y p e nozzle des igned for se lec t ion of d i scharges of foam, w a t e r or w a t e r fog a t a mi l f imum ra t e of 60 gal lons per minu te . Each nozzle shall have a foam d i scharge p a t t e r n f rom a f iat 15 ft. width a n d a 20 ft . r ange to a sol id s t r e a m of foam wi th a m i n i m u m 50 ft. r ange ; the r e s u l t a n t foam shal l have a m i n i m u m expans ion of 8 wi th a 25 per cent d r a i n a g e t ime of a t leas t 4 minu tes , de- t e r m i n e d wi th t he foam being d i scha rged a t t he r e c o m m e n d e d o p e r a t i n g pressure .

337. Ground Sweep and Under-Truck Nozzles.

3371. T r u c k s for a i r p o r t s in Indexes 1 t h r o u g h 5 (as set forth in N F P A No. 403) shou ld have a g round sweep nozzle or nozzles c a p a b l e of d i scha rg ing a t leas t 100 gpm a t the r e c o m m e n d e d op- e r a t i ng pressure in a f iat p a t t e r n 12 ft. wide wi th a 25 ft. range. T h e r e s u l t a n t f oam shall have a m i n i m u m expans ion of 8 wi th a 25 per cen t d r a i n a g e t ime of 4 minu tes . T h e g round sweep va lve shal l be con t ro l l ed f rom the cab in t e r io r wi th in easy reach of the d r ive r a n d a crew m a n a n d shal l a lso be con t ro l l ed f rom a po in t ou t s ide t he vehicle.

NOTE: Trueks for airports in Indexes 4 and 5 may be furnished with a movable ground sweep or a bumper nozzle in lieu of a fixed ground sweep nozzle or nozzles. Each movable ground sweep or bumper nozzle should be capable of discharging at least, 150 gpm at recommended operating pressure. Each nozzle should be capable of being rotated at least 75 degrees to either side (total traverse at least 150 degrees) and of being depressed at least 15 degrees and elevated at, le'Lst 30 degrees. I t should be capable of discharging foam in a variable pattern from straight stream to dispersed pattern with range and width conforming to 80 per cent of the figure~u in the Table in Paragraph 3353. Where the flow rate is below that shown hi the Table, 80 per cent of the figures for the 250- 400 gpm flow rate should be used. The foam produced should have a minimum expansion of 8 and a minimum 25 per cent drainage time of 4 minutes. The nozzle should bave a stowage position which will not limit the angle of approach of the vehicle.

4~ o,~'4 80 o8~,

U L

4 5 9

8 5 0 6

The d iagram shows the l ight ing and reflectors recommended in this s tandard . The numera l s have the following meanings : (1) Front direct ion l ights (amber lens); (2) Rear direct ion l ights (red lens); (3) Dual headl ights ; (4) 6" Sealed beam spot l ight (clear lens); (5) 6" Sealed beam equ ipmen t l ights (clear lens); (6) Combina t ion stop and ta i l l ights (red lens) ; (7) Back-up l ights (clear lens) ; (8) Rota t ing beacon (flashing l ight) ; (9) Identif icat ion l ights (red lens - - flashing); (10) Side reflectors (amber).

I ~-

4~

142 P A R T B - - M A J O R F I R E F 1 G H T I N G V E H I C L E S 414-35

3372. Two or more under - t ruck nozzles shall be mounted under the t ruck and control led from the cab. A sufficient number shall be provided so as to protec t the bo t t om of the vehicle and the inner sides of the wheels and tires with foam solution discharged in a spray pat tern .

338. F o a m S y s t e m .

3381. The qual i ty of foam produced by foam liquid con- cent ra tes is influenced by the devices which propor t ion the liquid concen t ra te into water and by the devices which discharge the foam. I t is r ecommended tha t the foam liquid concen t ra te used in a ircraf t fire and rescue vehicles be t h a t supplied a n d / o r recommended by the manufac tu r e r of the foam discharge devices and propor t ion ing equipment .

34. L i g h t i n g a n d Electrical Equipment .

341. L i g h t i n g .

3411. L igh t ing e q u i p m e n t shall include the following:

Two or more sealed-beam headlights with .upper and lower driving beams. A foot controlled switch will be provided for beam selection.

Dual taillights and stoplights. Turn signals, front and rear, conforming to S.A.E. Turn Signal Units, Type i,

Class A, with self-cancelling control, a visual and audible indicator, and a four-way flasher switch.

6-inch minimum chrome plated, sealed-beam spotlight on both left and right sides of the windshield, hand adjustable type, with controls for beam ad- jnstment inside the truck cab.

Reflectors and marker and clearance lights shall be furnished and installed in conformance with the accompanying Figure.

Engine compartment lights, non-glare type, arranged to illuminate both sides of the engine with individua! switches located in the engine compartment.

Two swivel mounted lights, 6-inch minimum with clear lens and individual switches, to be mounted on the top deck for eqtfipment lighting.

At" least one back-up light installed in the rear of the body. A fiasheing red beacon or alternate red and white flashing lights shall be mounted

on the top deck and visible 36{) ~ in horizontal plane. Mounting of beacon shall also provide good visibility from the air. A control switch shall b0 provided on the instrument panel in the cab for control of the beacon.

342. Siren.

3421. A warning siren shall be provided hav ing a sound out- pu t of no t less than 95 decibels at 100 feet direct ly ahead of thQ siren and not less t h a n 90 decibels at 100 feet measured at 45

143 * ~ | ~ : ~ 6 AIRCRAFT RESCUE & FIRE FIGHTING VEHICLES

dt,grccs on either side. The siren shall be mounted to" permit maximu,n forward sound projection, but shall be protected from |cam dripping from the turret, or water splashed up by the tires.

3422. The siren control switches shall be located for use both by the driver, and the officer.

NOT~ 1: If desired, the driver's siren control shall be wired for selective control on the steering wheel horn button.

NOTE 2: If a combination public address type siren is desired, an electronic type having the. above sound output shall be substituted.

343. Horn.

3431. An electric or air horn shall be provided.

3432. An electric horn shall be mounted at the front part of the vehicle with control by but ton or ring at steering wheel.

3433. An air operated horn shall be provided when sp6ci- flud with air operated brakes.

344. Radios.

3441. Provision shall be made for mounting two 2-way radios. Operation of the radios shall be from the cab. Radios ,hall be mounted permitting quick servicing or replacement.

3442. One radio shall be fixed frequency type operating on I,'.A.A. specified ground control frequency.

3443. One radio shall be two-way local control frequency.

35. Tools .

351. The following equipment shall be provided and properly mounted on the truck or secured in a compar tment :

One extension ladder - - 2 section folding "A" type, capable of being extended 12 feet. This ladder to be of lightweight alloy, aluminum or magnesium, 24-inch minimum width and mounted in quick release brackets on the apparatus and readily accessible from the ground. This ladder not intended for evacuation use.

Flat step aircraft emergency evacuation stairs, 18 feet in length and 24 inches wide. Upper end to be equipped with door or hatch notches to permit use at varying heights of aircraft doors. The stairs to be provided with a folding guard rail. Stairs to be mounted in quick release brackets on the side of the apparatus applicable to airports in indexes 4 and 5 only.

144 P A R T B - - M A J O R F I R E F 1 G H T I N G V E H I C L E S 414-37

Two portable electric hand spotlights with a minilnum of 25,000 beam candle power rating.

Two axes, 6-pound fire department type, with serrated cutting edges.

60 feet steel center cable, "~-inch diameter, with safety lock eye hooks at each end of the cable.

One adjustable hydrant wrench.

One set double male and double female connectors to fit fall connections used on the vehicle.

Two spanner wrenches, universal type.

Two spanner wrenches for handline hose couplings.

Two (2) approved 30-pound portable dry chemical extinguishers.

One (1) 36-inch crowbar.

One (1) 36-unit first aid kit.

One (1) canvas roll to include the following:

One (1) 24-inch bolt cutter

Two (2) cutting knives, parachute "V" type (Stebco or equal)

One (1) hand axe with serrated face and insulated handle (Atlas 463)

One (1) cable cutter AT-501-C (Aircraft Tools, Inc.) or equal

Two (2) Dzus fastener keys

One (1) cold chisel, 1 inch

One (1) ball peen hammer, 2 lb.

One (1) lineman's side cutting pliers, 8 inch

One (1) hacksaw, with 6 extra blades

One (1) tool kit, automotive, for emergency servicing.

NOTE: Any special tools required for servicing pump o~" equipmem shall be provided, but not normally carried on vehicle.

36. Misce l laneous .

361. F r o n t B u m p e r . A h e a v y d u t y f ron t b u m p e r shall be m o u n t e d on the fo rwa rd end of the vehic le and secured to the f r a m e s t ruc tu re .

362. T o w i n g C o n n e c t i o n s . T w o large tow eyes will be c a p a b l e of t owing the vehic le a n d shal l be m o u n t e d a t t he f ront of t h e t r u c k a n d a t t a c h e d to t he f r ame s t ruc tu re . A p in t le tow hook or two tow eyes shal l be m o u n t e d a t t he rea r of the vehicle a n d a t t a c h e d to t he f r a m e s t ruc tu re .

QI4- :18 145

Al l{CRAFT R E S C U E & F I R E F I G H T I N G V E H I C L E S

363. F in i sh .

3(131. For maximum visibility, the apparatus should be ~:tinted with non-fading chrome yellow finish. P~etro-reflective ~tlping (such as "Scotchlite") shall be applied to the front and w'u' of l;he vehicle and may be applied to the top and sides as 0,'quircd for quick night identification for rescue and fire fight- ~I14 equipment.

3632. The surfaces shall be sanded and thoroughly cleaned ~4~ remove all oil, rust and dirt before application of primer and ciwfaeer coats.

3633. All lettering and striping shall be in black, unless ,tlmrwise specified.

146 PART C - - LIGHT RESCUE VEHICLES 414--39

P A R T C - L I G H T R E S C U E V E H I C L E S

41. General.

411. T h e ca t ego ry of " l i g h t rescue vehic les" covers a vehicle wi th a gross we igh t of 7,999 p o u n d s or less as i n d i c a t e d in P a r a - g r a p h 1262 of P a r t A of th is S t a n d a r d .

412. T h e w e i g h t of a vehic le for purposes of th is classif icat ion is i t s gross weight , wi th all fire f ight ing and rescue equ ipmen t , full load of ex t ingu i sh ing agents , full load of fuel, comple te pe r sonne l c o m p l e m e n t , r e a d y for service.

42. Weights and Dimensions .

421. Weights. 4211. T h e gross vehic le weight r a t ing of the chassis as

fu rn i shed shal l equa l or exceed the a c t u a l gross we igh t of the fu l ly loaded a n d e q u i p p e d vehicle.

4212. T h e a c t u a l weight of the ful ly loadcd and equ ipped vehic le should be d i s t r i b u t e d as equa l ly as poss ib le over the axles and tires. T h e v a r i a t i o n in weight be tween any two tires of a n y one axle shal l no t exceed 10 per cent r igh t and left nor shal l a n y axle c a r r y less t h a n 40 per cen t or more t h a n 60 per cent.

NOTE: Weight on individual tire shaU be determined by weight scale measurement at the ground.

This specification requires the use of single tires and a drive to all wheels. The tires are also required to be of uniform size. Therefore, besl performance and traction are possible only by equalizing the weight or individual tires.

4213. Cen t e r of g r a v i t y of the vehicle shall be k e p t as low as poss ible under all cond i t ions of loading. T h e vehicle shall bc c apab l e of res t ing on a side s lope e q u i v a l e n t to a 30 per cen t grade w i t h o u t d a n g e r of capsiz ing.

NOTE: The maximum side slope on which a vehicle can rest withou capsizing is an indication of its stability and location of center of gravity

Because of the combined effects of spring motion, tire deflection, spee~ 'and surface conditions, the ability to rest on a 30 per cent side slop~ should indicate the ability to operate on a side slope, up to 20 per een at slow speed.

414-40 147


422. Dimensions .

4221. Under clearances of the chassis shall be sufficient to permit the maximum mobility in soft ground and rough terrain which tire sizes, weight, and power make the vehicle potentially capable of traversing. The following are the miiainauin acceptable clearance dimensions and angles:

Angle of Approach 30 degrees Angle of Departure 30 degrees Interaxle Clearance Angle 12 degrees Minimum Ground Clearance 8 inches

Under-chassis-clearance dilnensions shall apply to all portions of the chassis except for tires and brake drums.

4222. Over-all height, length, and width of the vehicle shall be held to an absolute lninimuna so as to provide iuaxinaum nm- neuverability due to compactness and to facilitate rapid move- meat on public highways.

4223. Chassis shall be so constructed and body and equip- meat so mounted that the vehicle driver shall be able to see the ground 20 feet ahead when a driver of average height is in his normal driving position without leaving or rising in his seat. He shall be able to see the ground immediately adjacent to the driver's side of the vehicle. It is recommended that t ruck- type ,nirrors, or other provisions, be made for vision to the opposite side of the vehicle.

43. Engine.

431. General Performance Recommendat ions and Ar- rangements.

4311. The vehicle shall be powered by Ineans of an internal combustion engine capable of developing sufficient power under operating conditions to achieve the required performance characteristics.

NOTE: Turbine-powered vehicles and ."air-cushion" vehicles may be used when experience has been aecunmlated to permit evaluating tim capabilities and limit~Ltions of vehicles of these types for this specialized service.

4312. The vehicle shall be consistently able, when fully loaded, of accelerating from 0 to 50 miles per hour on dry level concrete pavement within 25 seconds. The above acceleration time shall be achieved in ambient temperatures varying from 0 degrees F to 100 degrees F and at elevations up to 2,000 feet above sea level, unless a higher elevation is specified.

148 PART C - - LIGHT RESCUE VEHICLES 414-~[I

NOTS: It is recomme,lded that g~Lsoline engines be used for aircraft rescue and fire fighting service due to their higher horsepowcr-to-weighl ratio and greater acceleration capability. See Note under Paragraph 4311.

The requirement that the vehicle be c:Lpable of accelerating from 0 to 50 miles per hour within 25 seconds at elev-ttions up to 2,000 feet above sea level is intended to ensure accel)tablc performance at the great ma. jority of airports. Airports above 2,000 feet should s~Lte the elevation at which the vehicle will operate b~ order to ensure the same performance.

The use of high compression or specially modified engines which require high octane or specially blended fuel, .rod requiring special maintenance, shall be avoided.

4313. Where the engizm is used to power both the chassis and the fire fighting pumps, provision shall be made to ensure that the operation of tim pump will Ilot, under any circumstances, cause either:

a. the engine to stall, or

b. more than a slight, and momentary reduction, in engilm speed and consequent drop in pump pressure.

4314. The provisions appearing in Sections 432, 433 and 434 contain recommendations for the engine and its accessories and systems which have proven desirable in crash fire fighting vehicles.

432. Engine Cooling Systems.

4321 . LIQUID COOLED ENGINES.

a. The cooling system should be of the closed, forced-feed type using a circulating pump. The radiator, cylinder block, cylinder head, fan and water pump shall be of ample capacity to permit continuous full load operation of the engine at both stationary and maximum vehicle speed without boiling the coolant under ambient temperature conditions up to 110 degrees F. The cooling system shall be provided with an automatic thermo. star for prompt engine warming.

4322. AIR-CoOLED ENGINES.

a. Air-cooled engines shall be so designed and installed as to permit the vehicle to stand still and pump for indefinite periods without overheating.

b. Air-cooled engine design and installation shall provide for sufficient rate of flow and distribution of air to hold cylinder head and oil temperature within manufacturer 's prescribed limits under all operating conditions. This shall include full

149 414-,12 A I R C R A F T R E S C U E & F I R E F I G H T I N G V E H I C L E S

power operation for prolonged periods with ambient tempera- ~urcs up to l l0 degrees F, at both stat ionary and maximum v0hicle speed.

c. Cylinder head and oil temperature gages or warning fights that clearly indicate maximum permissible operating tem- p(~rature shall be mounted in the cab and elsewhere, as required, to be plainly visible to the driver.

,t33. Fuel Sys tem. 4331. For gasoline engines, a complete fuel system should

m~lude an electric fuel pump located near the fuel tank to pre- ~,cllt vapor-lock, fuel strainer and necessary piping, including a flexible fuel line from the fuel pump to the tank line. All fuel lilmS shall be protected from damage, exhaust heat, and exposure to ground fire.

4332. A strainer shall be provided for each fuel line and a drain shall be provided at the bot tom of the fuel tank.

4333. Fuel tanks shall not be installed in such a manner as to permit gravity feed to the carburetor.

4334. Fuel tanks shall be provided with an Underwriters' lad)oratories, Inc., Underwriters' Laboratories of Canada, or I,'actory Mutual Engineering Corporation approved flame ar- n:ster relief fitting on the filler opening.

4335. Fuel tank capacity shall be sufficient for two hours' operation.

434. Exhaust Sys tem. 4341. The vehicle shall be furnished with all exhaust system,

hfilpipe, and muffler of such size as to avoid undue back pressure and shall be located and constructed in such a manner that entrance of exhaust gases into the cab will be minimized under ldl conditions of operation. Exhaust pipe, muffler and tailpipe shall be of high-grade, rust-resistant materials.

4342. The tailpipe and muflter shall be protected from damage due to traversing rough terrain. Tailpipe shall be designed to discharge to the rear and shall not be directed toward the ground.

,14. Vehicle Electrical Sys tem. 441. The vehicle shall be provided with bat tery starting and

a complete electrical system of the 12- or 24-volt type.

150 PART C - - LIGHT RESCUE VEHICLES 414-,13

442. An alternator and rectifier, capable of delivering a miaimum of 60 amps at 12 volts or 30 amps at 24 volts, shall be provided.

NOTE: Alternator capaci ty should be specified by the electrical lead experienced a t each airport .

443. A 70 ampere-hour, 12 volt battery or an equivalent i, 24 volts shall be provided.


445. The electrical system shall be insulated, splashproofed and protected against exposure from ground fires.

446. Radio suppression of the electrical system, sufficient h) assure positive operation of radio equipment without interference, shall be furnished.

45. Vehicle Drive.

451. The drive shall provide for the transmission of power from the engine flywheel to all wheels of the vehicle with such multiplication of torque that the vehicle is capable of traveling at all speeds necessary for effective aircraft rescue and fire fighting service.

Not'~: See Note following Paragraph 4311 regarding turbine-powered and "air-cushion" vehicles.

452. The entire drive train shall be designed with sufficient torque capacity to slip the wheels of the fully loaded and balanced vehicle on pavement having a coefficient of friction of 0,6. Th0 following drive line components shall be certified by the com. ponent manufacturer to be suitable for use in the drive line of the complete vehicle considered as a complete vehicle: clutch and/or torque converter, transmission, transfer case, propeller shaft, differentials and axles.

453. The transmission shall have sufficient range of gears to provide a top speed in highest gear of 60 miles per hour an(I enough reduction in lowest gear to produce the tractive effort needed to ascend a 50 per cent grade. Spacing of intermediat0 gears shall provide an adequate number of speeds for all operating conditions without excessive overlap.

454. It is recommended that front axles be equipped with steering drive ends of the constant velocity type or other pro. vision be made to eliminate objectionable cyclical fluctuationa


m angular velocity of the wheels when they are cramped in the ~teering position.

455. Rear axles shall be provided with automatic locking or Ira-spin differentials, or other automatic locking devices which will h~ck out differential action whenever any one tire loses traction. It is recommended that the front axles be similarly equipped.

456. Trans fe r Case. The transfer case may be either gear or chain operated, if chain is employed, adequate provision c.hall be made for adjustment of the chain due to wear.


461. Suspension.

4611. The suspension system shall he designed to allow the vehicle, loaded or unloaded, to travel at high speeds over improved road surfaces, and at moderate speeds over rough, un- mlproved terrain. Special consideration shall be given to the 0teed for cushioning road shocks, providing adequate wheel motion, and reducing unsprung weight.

4612. Design of the axles and suspension system shall be r, uch that the to.tal .unsprung weight of the vehicle will not be

~( cater than 15 per cent of the gross weight of the vehicle when illy loaded.

Nol~: Unsprung weight is that portion of the vehicle weight not carried by the chassis springs.

4613. Design of axles and suspension system shall provide [or an individual wheel motion above level ground or not less Ihan 8 inches without raising any other wheel off the ground.

4614. Spring design shall be such that at least one inch of npring deflection remains before bottoming of springs on the axle stops when the vehicle is fully loaded and on level ground.

4615. Double acting hydraulic shock absorbers shall be [urnished on all axles. Front and rear axles shall be furnished with ~tops for bottoming to prevent damage to axles, propeller shafts, i,ngine oil pan, or any other portions of the chassis which may Im damaged by wheel motion beyond allowable amounts.

462. Wheels, Tires, and Rims.

4621. Wheels shall be single rim type with tires of identical olze and same tread design.

152 P A R T C - - L I G H T R E S C U E V E H I C L E S 414--,15

4622. Tires and inflation pressures shall be selected to provide effective performance on the terrain encountered in the intended airport service. For normal terrai,1 conditions, a maximum inflation pressure of 45 pounds per square inch is recom. mended�9 For more extreme terrain conditions, lower inflation pressure down to 30 pounds per square inch may be desirable for greater off-pavement mobility�9 The following Table sets forth recommended maxinmm loads per tire for s tandard tire sizes at inflation pressures of 30 pout~ds per square inch and 45 pounds per square inch.

TIRE LOAD RATINGS

R e c o m m e n d e d Load a t 30 lb . a t 45 lb .

T i r e Size Inflat ion Inflat ion

7.00-16 1,250 1,580 7.50-16 1,430 1,815 9:00-16 1,950 2,475

NOTZ: A d e q u a t e p l y ra t ing m u s t be selected as de termined by load and inflation to b. used (refer T & R A Y e a r b o o k ) . T & R A refers to the Tire and R im Association.

NOTE: For t i re sizes not shown, current load ra t ings m a y be obtained from the Tire oa*d R i m Association, Inc . (Comand Building, 34 N. Hawkins Are. , Akron, Ohio 44313), The above m a x i m u m loads are based on those ra t ings as shown in the current Tire and Rim Association, Inc. Year Book. Actual inflation pressures of the tires wi th the vehiclra in an in-service condition shall be as specified above.

4623. Actual inflation pressures of the tires with the vehiclel} in an in-service condition shall be as specified in the Table.

4624. If the vehicle is required to operate on the highway five or more miles beyond the immediate vicinity of the airport at sustained speeds above 30 miles per hour, inflation pressure should be increased to those levels recommended for highway service.

4625. An aggressive tire tread is recommended for general service. Tire manufacturers should be consulted for tread dc~ signs to meet special terrain conditions�9

4626. Rim contours and sizes shall also be based on current practices of the Tire and Rim Association, Inc.

153 414--46 AIRCRAFT RESCUE & FIRE FIGHTING VEHICLES

47. Control l ing Mechan i sms .

471. Brakes.

4711. Service brakes shall be of the all-wheel hydraulic type. Power booster shall be furnished when specified.

4712. The service brakes shall be capable of holding the lully loaded vehicle on a 50 per cent grade, and shall be capable ~tf consistently bringing the fully loaded vehicle to a complete 0top within 30 feet from a speed of 20 miles per hour on dry, hard, approximately level road, free from loose material.

4713. The parking or emergency brake system shall be an ~atirely independent mechanical system or may be connected to tho same brake shoes as the service brakes but through entirely r mechanical means.

4714. The parking brakes shall be hand lever operated and ,hall be capable of holding the fully loaded vehicle on a 20 per cont grade.

472. Steering.

4721. Power steering, if furnished, shall not prevent normal .,toering in the event of failure of power assist system.

a

473. Turning Clearance Diameter.

4731. Wall-to-wall turning clearance diameter of the fully loaded vehicle shall not be greater than 31/~ times its over-all length.

48. Cab, Body, and Equipment

481. Cab

4811. The cab shall meet the visibility requirements outlined in Paragraph 4223. It shall provide seating for at least two men and seats shall be adjustable type for driving ease.

4812. The following items of equipment and controls are to bo provided:

llcater and defroster, manufacturer 's s tandard fresh air type.

h~dividual seat belts meeting SAE standards.

154 P A R T C - - L I G H T R E S C U E V E H I C L E S 414-47

One (1) electric siren with flashing light having a sound output of not less than 95 decibels at 100 ft. directly ahead of the siren and not less than 90 decibels at 100 ft. measured at 45 degrees on either side.

One (1) traffic warning electric horn. Two (2) windshield wipers, electric. Two (2) windshield washers. Two (2) sun visors.

Two (2) outside rearview mirrors.

One (1) interior dome light with individual switch.

Standard cab instrument panel with instruments and gauges.

For vehicle equipped with 300 pounds or more of dry chemical, a valve as re. quired by Paragraph 4961 shall be provided and mounted convenient to the driver.

For vehicle equipped with low pressure carbon dioxide, the remote controls for the boom or nozzle required by Paragraph 5042 shall be provided con. venient for the driver.

482. Body

4821. The body shall be constructed of metal alloy or fiber glass-reinforced plastic to provide the lightest weight consistent with the strength necessary for off-pavement operation over rough terrain. The body shall provide for mounting the dry chemical unit, or low pressure carbon dioxide unit, with a maximum of: accessibility for hand lines and controls. Provision shall be made for easy access to service tlle dry chemical unit and replacement of the pressurizing cylinder. Fenders or wheel housings shall be provided. Fenders shall be securely attached to the body.

483. Compartments

4831. Suitable lighted compartments shall be provided convenient for the storage of the tools and equipment recommended in Paragraph 521. Compar tment doors shall be hinged and provided with chrome plated steel or anodized aluminum handles, operable with heavy gloved hands. Compartments are to be weather-tight.

49. Dry Chemical Components.

491. G e n e r a l .

4911. FLOW RATES. Flow rates of the dry chemical shall be such tha t they will conform with the requirements of Table ! of N F P A No. 403.


4912. DRY CHEMICAL CHAMBER. Construction of the dry chemical chamber shall be in accordance with the latest ASME Code for Unfired Pressure Vessels and shall be so s tamped.

NOTE: The nominal capacity of the dry chemical containers has gen- eraUy been based upon the use of sodium bicarbonate b~ed dry chemicals. When dr), chemical compounds of different bases are substituted, a difference in the weights of the dry chemicals that can be placed in the same size container can vary considerably.

An example is the replacement of sodium bicarbonate base with potassium bicarbonate base dry chemicals. In such instances the difference in fresh fill capacity weights of the two dry chemicals for the same size container will vary as much as 10 per cent.

4913. PIPING AND VALVES. All piping and fittings shall conform to the appropr ia te ASME Code and shall be designed to withstand the working pressure of the system. The design of the piping and valving shall be such tha t it provides the desired flow of gas into the system and the milfimum amount of restriction from the chemical chamber to the hose connection. When more than one hose line is provided, piping and fittings shall be so sized and designed tha t there will be equal flow to each line regardless of the number of lines placed in operation.

4914. PURGING PIPING AND HOSE. Provisions shall be made for the purging of all piping and hose of dry chemical after use without discharging the dry chemical remaining in the dry chemical chamber. Provisions shall also be made for the de- pressurization of the dry chemical chamber without the loss of the remainder of the dry chemical.

4915. FLUIDIZATION OF AGENT. T h e s y s t e m shall be so designed as to insure fluidization of the dry chemical a t the t ime of operation. Where any design includes the movemen t of the chemical chamber to fluidize the contents, such design shall also ~nclude a manual operating feature.

4916. CHECK VALVE. A check valve shall be provided in the gas piping to prevent the extinguishing agent from being forced back into the propellant gas !ine.

4917. PRESSURE RELIEF. A mean's of pressure relief conforming to appropr ia te ASME Codes shall be provided for the dry chemical chamber and piping to prevent overpressurizat ion hi the event of a malfunction in the propellant gas regulator system or in the event the container is involved in a severe fire exposure.

4918. FILL OPENING. The fill ope~fing in the dry chemical chamber shall be located so tha t it will be easily accessible for re-

156 PART C - - LIGHT RESCUE VEHICLES 414-,19

charging and require a minimum amount of time and effort tO open and close. The filling shall be accomplished without the removal of any of the extinguisher piping or any major com. ponent.

492. Propel lants . The propelling agent shall be dry nitrogen or dry air.

4921. All propellant gas cylinders and valves shall be ia accordance with the regulatiolls of the U. S. Department of Transportation. Cylinders shall bear the DOT marking.

NOTE: This requirement applicable in the U.S.A. This or simils, regulations should be followed in other countries.

4922. The method of adequately pressurizing and pro. pelting the dry chemical in the system shall provide a sufficient quantity of gas to expel the agent in its entirety as well as permitting the complete purging of all piping and hose lines after each use.

4923. The design of the propellant source shall be such that it will provide a quick and easy replacement after each use.

4924. A pressure gauge shall be provided which will at all times indicate the pressure on the propellant gas source.

4925. Cylinder valves, gauges, and piping shall be so at. ranged and/or guarded to preclude accidental mechanical injuries,

493. Pressure Regulat ion. Pressure regulation shall be so designed that it will automatically reduce the normal cylinder pressure and hold the propellant gas pressure at the designed operating pressure of the dry chemical chamber.

4931. All pressure regulating devices shall be sealed or pinned at the designed operating pressures after final adjustment by the system manufacturer.

4932. Pressure regulating devices shall be equipped with a spring loaded relief valve which will relieve any excess pressure that may develop in the regulator.

4933. The pressure regulator should be of a type withoul pressure indicating gauges.

494. Hose. Hose shall be installed so that it is easily acces~ sible. The system shall be furnished with one or two hoses.

4!4-50 A I R C R A F T R E S C U E & F I R E F I G H T I N G V E H I C L E S

157 ,1941. Provisions shall be made for the adequate storage of

hose. It shall be easily removcd from its storage position without ~i,lking. Swivel commction~ may be provided at the nozzle and/ **r at the base of the hose, but these may be considered as a sup- Idement to other arrangements which will avoid kinking.

4942. All hose shall be of a type and pressure rating ade- qttate for the service intended.

4943. Each hose length shall be a minimum of 50 feet in b~tt~th and the maximum length shall be compatible with the demgn of the system.

,195. Nozzles.

4951. Hand hose nozzles shall be simple in operation and ~,hall supply adequate dry chemical range and flow. The nozzle ~hall have a low discharge recoil characteristic. The operation ~.hall be full open to closed position in one simple movement. The construction shall be of nonferrous metal or stainless steel.

,196. Operational Design. Simplicity of actuation shall be t~iven prime consideration in the design of any system. 'A maximum of two operations (exclusive of the nozzle) shall be required to fully charge the system.

4961. A quick acting control for operation by the driver to pressurize the dry chemical system from the cab of the vehicle ~hall be provided with a similar control at the unit.

4962. Each hose outlet shall be equipped with a shutoff vtdvo on the vehicle for closing the line.

497. Dry Chemica l Type. For aircraft rescue and fire li#~ting purposes, dry chemical shall be of an approved foam compatible type (or, in the U.S.A., must meet the latest Military ,~pecification MIL-F-22287). [t is recommended that the equipment manufacturer's dry chemical be used.

498. Ma in tenance . The mamlfacturer's operation and maintenance instructions for the dry chemical equipment shall be provided with each vehicle.

30. Low Pressure Carbon Dioxide Components. 501. General.

5011. Low pressure carbon dioxide may be used as a quick knockdown agent on the basis given in Table I of NFPA No. 403.

158 P A R T C - - L I G H T R E S C U E V E H 1 C L E S 414-51

5012. Low pressure storage containers shall be designed to maintain the carbon dioxide supply at a nominal pressure of 300 psi corresponding to a temperature of approximately 0 ~ F.

5013. The combined discharge capacity of hand lines and boom or bumper nozzles when used shall be sufficient to discharge the entire contents of the storage tank in not more than 2 minutes.

5014. A reserve supply of carbon dioxide should be readily available in order to permit immediate recharging of the truck mounted storage container after use.

502. Storage Container. 5021. The pressure container shall be made, tested, ap-

proved, equipped and marked in accordance with the current speciilqations of the American Society of Mechanical Engineers (ASME) Code for Unfired Pressure Vesseis.

5022. In addition to the Code requirements, each pressure vessel shall be equipped with a liquid level gauge, a pressur(~ gauge, and a high-low pressure supervisory alarm operated from the truck battery system. A special relief valve (in addition to the Code requirements) should be provided for controlled bleed off at a pressure below the setting of the main safety valve.

5023. The pressure vessel shall be thermally insulated with a suitable material to give an over-all heat transfer coefficient of not more than 0.05 BTU per square foot per degree F. per hour. The insulation shall be protected with a suitable coating or cover to assure fire resistance, prevent water absorption, and protect against mechanical damage.

5024. The insulated pressure vessel shall be securely mounted to the vehicle chassis so as to prevent any possibh~ shifting without transmitting excessive stress' to the pressur(~ vessel itself.

5025. A mechanical refrigeration system shall be provided of sufficient capacity to maintain 0 ~ F. in the storage containel with not more than 30 per cent running time when the ambieal temperature is 70 ~ F. The refrigeration system may be powered by an electric motor where the truck can normally be station(~d at a point where electric power is available. The extension cord providing this power should be fitted with an adapter plug thai will pull away automatically when the truck is driven away' The refrigeration system shall be automatically controlled t4~


maintain a pressure differential in the storage tank of apl)roxi- mately 10 psi.

5026. In locations where the vehicle may be exposed to ambient temperatures below about - 1 0 ~ F. for substantial periods of time, a heating system should be provided to maintain the pressure in the storage container at near 300 psi.

503. Piping, Fittings and Valves.

5031. All pipe fittings and valves used to control and con- vey liquid carbon dioxide shall have a minimum bursting pressure of 1800 psi andsha l l be suitable for low temperature use.

5032. Pressure relief valves shail be connected to a separate outlet at the top of the storage container and directed so tha t the discharge cannot become a hazard to operating personnel. Safety relief valves shall also be provided for any pipe section in which liquid carbon' dioxide can be t rapped between closed valves.

5033. Liquid fill and pressure equalizing lines shall be piped so as to be readily accessible for recharging storage container.

5034. Discharge piping shall be adequately sized to permit Lhe maximum required discharge rate while maintaining a pres- st, re of at least 150 psi at the nozzles. Discharge valves shall be of the quick opening and closing type and may be remote pres- cure operated using vapor pressure from the storage tank.

5035. Piping and valves shall be arranged so that the milfimum amount of piping is under continuous pressure. Piping under continuous pressure should preferably be welded and shall be tested to assure bubble t ight connections.

504. Boom Discharge Nozzles.

5041. Where the vehicle mounted storage capacity is sub- 0tantially more than 1,000 lbs., it may be desirable to use a high capacity discharge nozzle mounted on the front of the vehicle or on an overhead boom.

5042. Vehicle mounted nozzles when used shall be hy- draulically controlled so as to permit remote directing of the discharge stream from within the cab. Remote control shall also be provided to conveniently s tar t and stop the discharge as may be required from within the cab.

160 PART C - - LIGHT RESCUE VEHICLES 414-53

505. Hand Lines.

5051. Hose lines shall be constructed with wire braid rein- forcement and shall have a bursting pressure in excess of 1800 psi. The inner hner shall be of a material that will renmin flexible at --65 ~ F. The outer cover over the wire'braid shall consist of a

cotton braid or protective covering of sufficient porosity to eliminate the formation of bubbles as a result of minor leakage through the inner liner.

5052. The hose shall be stored on a reel permanently connected to supply piping so that the line is ready for immediate use.

5053. The hose line shall be automatically charged when the discharge nozzle assembly is released from its holding device.

5054. The play pipe shah be provided with a quick opening squeeze type manual valve for conveniently starting and stop- ping the discharge.

5055. The discharge nozzle shall be of the type capable of givingreasonable projection under windy conditions and should have a discharge capacity of at least 300 pounds per minute.

5056. Special nozzles may be provided to permit total flood- ing of enclosed spaces through small openings.

51. Pressurized Dual Agent Systems

511. General.

5111. A "Light Water"-dry chemical combination or a compatible combination of foam and dry chemical may be used in lieu of dry chemical alone as an agent on rescue vehicles as stated in Table l of NFPA No. 403.

NOT~: A descript ion of " L i g h t W a t e r " is g iven in P a r a g r a p h 246 0| NFPA No. 403.

5112. "Light Water" or foam may be applied by handlinc from a system "twin" with dry chemical. Dry chemical system components shall meet the requirements of Section 49 of this Standard.

5113. Simplicity of actuation and operation, reliability, and ease of maintenance shall be given prime consideration in the design of the system.

5114. The system shall be designed to conform to the nozzle operating characteristics of Paragraph 5181.

414-54 161

A 1 R C R A F T R E S C U E & F I R E F I G H T I N G V E H I C L E S

512. Agent Material.

5121. The "Light Water" used in the system shall meet the requirements of the latest edition of the Mili tary Specifica- tion MIL-F-23905 (WP). The foam liquid concentrate and the dry chemical shall be approved for use in the combined agent system.

513. Liquid Agent(s) Container.

5131. The storage container for the liquid agent(s) shall be designed for pressurization and be constructed in accordance with the latest ASME Code for Unfired Pressure Vessels and ~hall be so marked.

5132. The material of construction shall be resistant to corrosion by the liquid agent(s) to be stored or a suitable lining material shall be provided.

5133. An ASME approved pressure relief valve of adequate capacity shal l be provided on thc container and set to prevent pressures in excess of the maximum design working pressure.

5134. A readily accessible fill opening of sufficient size to allow ease in filling and stirring (if necessary) shall be provided. It shall b e in compliance with ASME or local Codes and in no i.ase less than 3 inches in diameter. The filling shall be ac- ~'omplished without the removal of any of the extinguisher piping or any major component.

5135. A means shall be provided to deternune "outage" h'om the container as a guide il~ re-charging partial loads.

514. Propellant Gas. #

5141. The propellant gas shall be dry nitrogen or dry ~:ompressed air and provided in sufficient quant i ty to expel ~:ompletely the fire fighting agent as well as purge all piping and hose lines after use.

5142. All propellant gas cylinders and valves shall be hi accordance with the U. S. Depar tment of Transportat ion requirements or regulations. Cylinders shall bear the DOT lnarking.

Nowp.: This requirement, applicable in the U.S.A. This or similar regulations should be followed in other countries.

162 P A R T C - - L I G H T R E S C U E V E H I C L E S 414-55

5143. The design of the propellant source shall be suc}~ that it will provide a quick and easy replacement after each use

5144. A pressure gauge shall be provided which will.at all times indicate the pressure on the propellant gas source.

5145. Cylinder valves, gauges, and piping shall be so ar ranged and/or guarded to preclude accidental mechanical i, juries.

5146. The cylinder valve shall be capable of being openM by quick acting control also suitable for remote operation.

515. Pressure Regulat ions .

5151. Pressure regulation shall be so designed that it will automatically reduce the normal cylinder pressure and hold tbt. propellant gas pressure at the designed operating pressure of th,, liquid agent(s) container.

5152. All pressure regulating devices shall be sealed 0~ pinned at the designed operating pressures after final adjustme,l by the system manufacturer.

5153. Pressure regulating devices shall be equipped with 6 spring-loaded relief valve which will relieve any excess pressuu that may develop in the regulator.

5154. The pressure regulator should be of a type withou~ pressure indicating gauges.

516. Piping and Valves.

5161. All piping and fittings shall conform to the approtm ate ASME Code and shall be designed to withstand the worki,~ pressure of the system. The design of the piping and valvi,$, shall be such that it provides the desired flow of gas into ~h: system and the minimum amount of restriction from the liqm'l agent(s) container to the hose connection. When more tha'. one hose line is provided, piping and fittings shall be so size') and designed that there will be equal flow to each line regarding; of the number of lines placed in operation.

5162. Provisions shall be made for the purging of all pipit ~, and hose of the liquid agent(s) after use without discharging tb liquid agent(s) remaining in the liquid agent(s) container. Pa~ visions shall also be made for the de-pressurization of the liqu(/ agent(s) container without the loss of the remainder of t[: liquid agent(s).

414-56 163

A I R C R A F T R E S C U E & F I R E F I G H T I N G V E H 1 C L E S

5163. Drains shall be provided to permit complete draining of the system.

5164. All valves shall be of the �88 turn, quick opening, ball type (except on the gas cylinder). A maximum of two operations (exclusive of the nozzle) shall be required to charge the system. Controls may be arranged to permit simultaneous charging of the liquid agent and dry chemical systems.

5165. A quick acting control for operation by the driver to pressurize the liquid agent system from the cab of the vehicle shall be provided with similar control at the unit.

NOTE: Controls may be arranged to simultaneously charge the liquid agent and dry chemical systems.

5166. All valves and piping shall be resistant to corrosion by the liquid agent(s).

5167. A check valve shall be provided in gas piping to prevent the liquid agent(s) from being forced back into the propellant gas line.

517. Hose a n d S towage .

5171. The length of the hose shall be compatible with the dcsign of the installation but in no case less than 50 feet. The size, material, and pressure rating shall be adequate for the service intended.

NOTE: When it is desired to use a dual or "twin" agent discharge system, with both agents under the control of a single operator, a dual hose line of the type used in liquefied petroleum gas transfer operations, has been found to be satisfactory.

5172. The hose may be stowed either on a live hose reel or lax a reverse4oop manner. In either case it shall be arranged for easy and rapid use.

518. N o z z l e s .

5181. The nozzle shall be of the air-aspirating foam-making type and shall discharge the solution in a dispersed pat tern at a ~lominal rate of 60 gpm at a minimum of 100 psig pressure. Tiffs discharge shall be matched with a dry chemical nozzle with a 5 pounds per second noniinal discharge rate.

5182. The nozzle control shall incorporate a shutoff valve with a spring loaded pistol grip Operation to permit on-off flow

164 PART C - - LIGHT RESCUE VEHICLES 414-57

control with one hand. A similar nozzle control shall be provided for the dry chemical nozzle.

5183. The liquid agent nozzle shall be mounted in a bracket+ also suitable for mounting the dry. chemical nozzle. The dual nozzle mounting arrangement shall be such as to provide a maximum of convenience for the operator(s) who must apply the dry chemical and/or liquid agent as desired for the best fire fighting results.

5184. A hold down bracket or grip shall be provided to se, cure the nozzle(s) during transit. The nozzle(s) shall be stowed within easy reach of personnel standing on the ground.

519. Instruction and Maintenance.

5191. A manufacturer's operating and maintenance in struction manual shall be provided with each unit. Specifh instructions shall be included on refilling thel iquid agent(,) container after it has been only partially discharged.

5.192. Operating instructions shall be mounted on tlw unit adiacent to the handline stowed position.

52. Rescue Vehicle Accessory Equipment .

521. The following rescue equipment is recommended as +, minimum to be carried on a light rescue vehicle. In the largc-~ capacity units (1,000 pounds dry chemical) experience has shot~, that it will not be possible to carry any additional equipment m=~l still keep. within the G.V.W. recommended for such vehich- Any additional equipment should be carried by other vehicles

One portable electric generator 3000 watt, 230 volt, 180 cycle, 3 phase. ~'(. shall be driven by a two- or four-stroke cycle gasoline engine, equip;~ with automatic choke, governor, self-contained gasoline supply and a r coil rope starter. The engine shall be of suitable size to deliver the watir specified. I t shall selectively, bu t not simultaneously, also deliver 10 watts a t 115 volts either D.C. or single phase A.C. for operation of li~ + m tools, etc. I t shall, be sufficiently light in weight to be carried by ~t more than two men.

One portable saw 220 volt, 3 phase, 180 cycle A.C. with special alumh+, metal cutt ing blade of minimum 10-inch diameter.

Two floodlights 500 watts, 110 volts with stand.

Two 50-foot lengths 14-3 conductor, Type SO cable with twist type com~c~ ~. to fit generator and floodlights.

4 1 4 - 5 8

165 AIRCRAFT RESCUE & FIRE FIGHTING VEHICLES

Two (2) 50-foot lengths of No. 12-4 conductor, Type SO cable with twist type connectors to fit generator and portable saw.

One (1) electric lantern, weatherproof, 6-volt, hand type, sealed beam bull), appropriate for one-hand operation, with battery and mounting bracket.

One (1) axe, fireman's, non-wedging, 6-lb. pick head. Two (2) 30-lb. approved dry chemical hand extinguishers.

One (1) shovel, short "D" handle, round point. One (1) ri0-foot length of wire rope cable, ~- ineh diameter, 38-strand, with

choker hooks on each end. One (1) set of forcible entry tools in a canvas tool roll, with pockets and

straps: One (1) bolt cutter, 36". One (1) bar, wrecking, offset, 36". One (1) cold chisel, 1". One (1) cutter, cable (AT-501C, Aircraft Tool Co.). One (1) flashlight, 2-cell (explosion proof). One (1) pair of shears, Tinner's, 3" jaw, 12" length. One (1) roll of friction tape. One (1) hacksaw, pistol grip, with 12 blades, assorted metal cutting. One (1) hammer, cross peen, 4-lb. head. One (1) hatchet, metal cutting, insulated handle. One (1) knife, rescue (seat-belt-cutting), curved or V-blade. One (1) pair of pliers, lineman's, side-cutting, 8". .One (1) screw driver, plain, 16". Two (2) keys, Dzus fastener.

One two-section aluminum alloy crash ladder with 14-foot extended length, and equipped to be used as a free stand "A" frame ladder. The ladder shall be mounted so as to be readily removable by a man standing on the ground.

1.66 PART D - - TANK VEHICLES 414-59

P A R T D - - T A N K .VEHICLES

61. General.

611. The category of tank vehicles encompasses a gro.~ vehicle weight range commencing at 4 toils (8,000 lbs.) and cx tending to over 50,000 lbs, Because tim same performance ,-an~ not be expected of all vehicles within this range, it is necessary to classify vehicles into weight ranges within which an equld level of performance is practicable.

612. Accordhlgly, the following weight ranges (lbs,) hav~, been established in classes for the purposes of this specification

Class Vehicle Weight Range (Pounds) 1 8,000-14,999 2 15,000-19,999 3 20,000-24,999 4 25,000-29,999 5 30,000-34,999 6 35,000-39,999 7 40,000-44,999 8 45,000-49,999 9 50,000 and over

613. The weight of a vehicle for purposes of this classification is its gross weight, with all fire fighting and rescue equipmen L full load of exthaguishing agents, full load of fuel, and eomplcW personnel complement, ready for service.

614. Because of the fact that definite differences in per formance exist between classes, it is essential that specification~ for purposes of bidd.ing be drawn to limit the maximum, gro~ weight.

NOTE: Variations in gross weight should be permil,ted because of dil ferences in design and co,lst, ruct, ion, provided tile original performamv recommendat ions aa contracted for have been met.

62. Weights and Dimens ions .

621. Weights.

6211. The gross vehicle weight ral, ing of bhe chassis tl~ furnished shall equal or exceed the actual gross weight of the full~ loaded and equipped vehicle.

6212. Weight should be distributed as equally as possibh' over the axles and tires under all conditions of loading. TIw

167 414- -60 AIRCRAFT RESCUE & FIRE FIGHTING VEHICLE~

var ia t ion in we igh t be tween any two t i res or a a y one axle shall 0ot exceed 5 pe r cen t r igh t and left , or 10 per cent, be tween a n y t w o axles.

NOTE: Weight on individual tire shall be determined by weight scale measurement at the ground.

Weight variations between axles shall be based on the average loading of the axles and, between tires, shall be the average loading of the two tires of a given axle.

These recommendations favor the use of single tires and a drive to all wheels. The tires are also required to be of uniform size. Therefore, best performance and traction are possible only by equalizing the weight on individual tires.

Maintahting equalization of weight over the tires under conditions of light load is also essential for best performance, particularly since the load may be lightened so that the vehicle can traverse extremely soft ground.

The conditions of loading considered are those due to additio'n or discharge of the fire extinguishing medium such as water or chemicals.

6213. Cent.er of g r a v i t y of the vehic le shal l be kep t as low as poss ib le under all cond i t ions of loading . Tl ie vehic le ,hal l be c apab l e of ope ra t i ons on ~. 20 per cen t s ide s lope in bo th di rect ions and shal l be c apab l e of a scend ing and descend ing a 50 per cen t g rade in fo rward gear.

622. D i m e n s i o n s .

6221. U h d e r - c l e a r a n c e s of the chassis sl{all be suff icient to permi t the m a x i m u m m o b i l i t y i , soft g r o u , d and rough t e r r a i , ~'hich th'e size, weight , a a d power make the vehicle p o t e a t i a l l y ~~pable of t r avers ing . T h e fol lowing are the m i n i m u m a c c e p t a b l e vlearance d imens ions and angles :

Angle of Approach 30 degrees Angle of Departure 30 degrees lnteraxle Clearance Angle 12 degrees Under-Chassis-Clearance Dimensions:

Under 30,000 lbs. (;ross Weight 12 inches 30,000 lbs. and over Gross Weight 14 inches

~ 'uder -chass i s -c learance .dimensions shal l a p p l y to al l po r t i ons of 0m chassis excep t for t i res and w h e e l - m o u n t e d b r a k e d r u m s pro- vJth:d t ha t the d r u m s shall not ex tend more than th ree inches 0~om the t i re line.

NOTE: Certain projections may extend below the miaimum t:learance provided they are hinged or otherwise conslxucted so that they will swing clear wh'en striking an object. Genei'ally, however, suO~ projections should he avoided because, in spite of careful desiga, they are likely to be knocked off in service.

168 P A R T D - - ' r A N K V E H I C L E S 414-{i1

6222. Ovcr-all height, length, and width of tim vehicle shall be held to a minimum so as to provide greater mancuverability dug to colnpactness azl(l to facilitate movement ou~ public high ways.

NOTE: Over-all width should he checked with local jurisdiction.

6223. Chassis shall be so constructed and body and eqt, il) ment so mounted that a seated dr iver .having an eye height o~ 31sA inches shall be able to see the ground 20 feet aJmad and shall have a minimum ra,lge of vision of 15 degrees above horizontal without leaving or rising in his seat. His vision in the horizonta~ plane shall be at least 180 degrees. He shall be able to see thq, ground immediately adjacent to the driver's side of the vehich, For these conditions, the driver 's seat shall bc in the vertical and horizontal*adjustment midpositions.

NOTE: Eye height is defined as the vertical distaace from the de. pressed seat surface to the inner corner of the eye.

Rear view mirrors with a glass area o f not less than 85 square, inches shall be provided, one on each side of the vehicle.

NOTE: Best design dictates either a cab forward or cab-over-engim~ arrangement to insure that the driver is placed sulficiently far forward ~ that he can see the ground a short distance ahead of the vehicle.

63. E n g i n e .

631. G e n e r a l P e r f o r m a n c e R e c o m m e n d a t i o n s a n d Ar- r a n g e m e n t s .

6311. The vehicle shall be powered by means of an internal combustion engine(s), with a minimum cubic inch piston dis. placement as indicated in Paragraph 6313, capable of developing sufficient power under operating conditions to achieve the re. quired rate of acceleratioll as specified in Paragraph 6312.

NOTE: Turbine-powered vehicles and "air=cushion" vehicles may he usc~l when experience ha.s been. accumulated to permit evaluatin~g the ca. pabilities and limitations of vehicles of these types for this specializc~l service. See Paragraph 6314 for diesel engine-driven vehicles.

6312. The vehicles shall be collsistently able, when fully loaded, of accelerating from 0 to 50 miles per hour on dry level concrete pavement within the following max imum times:

Class Gross Vehicle Weight (Pounds) Time~ (Seconds) 1 8,000-14,999 30 2 15,000-19,999 30 3 20,000-24,999 35 4 25,000-29,999 40

t 14-62 169

AII~.CRAFT RESCUE & FIItE FIGHTING VEHICLES

Class Gross Vehicle Weight (Pounds) T ime (Seconds)

5 30,000--34,999 45 6 35,000-39,999 50 7 40,000--44,999 55 8 45,000--49,999 60 9 50,000 and over 60

Tile a b o v e acce le ra t io~ t imes shall be ach ieved in a m b i e n t h~mperatures v a r y i ~ g from 0 degrees F to 100 degrees F and a t e leva t ions up to 2,000 feet a b o v e sea level unless a h igher ele- va t ion is specified.

NOTE: The above acceler.'~tion requirements at elevatioxm up to 2,000 feet above sea level are intended to ensure acceptable performance at the great majority of airports.

Airports above 2,000 feel should state the elevation at which the vehicle will operate in order to ensure the required performance.

6313. In a d d i t i o n to be ing c a p a b l e of mee t ing the a b o v e a~-celeration requh 'emcnts , gasol ine enghm(s) shal l also h a v e the (qfllowing m i n i n m m cubic inch p i s ton d i s p l a c e m e n t :

Gross Vehicle W61ght (Pounds) �9 Displacement (Cu. In.) ( : l ass I 8,000-14,999 300 2 15,000-19,999 400 3 20,000-24,999 475 4 25,000-29,999 525 5 30,000-34,999 "590 6 35,000-39,999 700 7 40,000-44,999 800 8 45,000-49,999 900 II 50,000 and over 1,000

NOTE: In some cases the acceleration time required can be met with e,lgines with less displacement than specified above. Nevertheless, the minimum displacement is specified because of greater over-all performance obtained from larger displacement engines.

On the other hand, it may be th.~t with certain types of engine design the required acceleration cammt be obtained even th0ugh engines meeting the specified minimum displacement are used. [a such eases, the acceleration time still stands as a minimum requirement.

The use of high compression or specially modified engines which require high octane or specially blended fuel, and requiring special maintenance, shall be avoided.

See Note following Paragraph 6311. See Paragraph 6314 for diesel (mgine-driven vehicles.

6314. I t is recognized t h a t t he re a re su i t ab l e diesel engines ava i l ab l e for the i n t e n d e d service. Howeve r , diesel engines can-

170 PART D - - 'rANK VEHICLES 414-63

not be compared directly with gasoliues eagine on the basis o| displacement, nor can different types of diesel engines, such ~l~ 2=cycle, 4-cycle, nat, urally aspirated, turbo~harged, and super. charged be compared by displacement. Therefore, to select th(, proper diesel engine for the proposed Class, it should develop not less than 85 per cent of the horsepower developed by th(, gasoline engine known to be acceptable in that Class. In addi. tion, the acceleration requirements of Paragraph 6312 shall be met.

l

6315. Where the engine(s) is (are) used to power both tim chassis and the fire fighting pumps, provision shall be made to ensure that the operation of the pump will not, under any circumstances,, caiise either:

a. the engine(s) to stall, or

b. more than a slight, and momentary reduction in engine speed and consequent drop in pump pressure.

The vehicle shall also be capable of full rated capacity while con- ducting a stipulated mud and sand test.

6316. The engine shall be equipped with a governor which shall be set at not more than the maximum permissible revolu- tions-per-minute recommended by the engine manufacturer under no-load condition.

NOTE: Engine governed speed m~ty have to be set below engine manu. facturer's recommendation if torque converter manufacturer or transmission manufacturer has set lower limitations on maximum allowable input speed.

6317. The provisions appearing in Sections 632, 633 and 634 contain recommendations for the engine and its accessories and systems .which have proven desirable in vehi.cles for this type service.

632. Engine Cooling System.

6321. LIQUID COOLED ENGINES'.

a. The cooling system should be of the closed, forced-feed type using a circulating pump. The radiator, cylinder block, cylinder head, fan and water pump shall be of ample dapacity to permit continuous flow with full load operation of the engine at both stationary and maximum vehicle speed without boiling the coolant under ambient temperature conditions up to l l0 degrees F. The cooling system shall be provided with au automatic thermostat for prompt enghm warming.

414-64 171


b. Radiator shutters, when furnishcd for cold climates, shall be of the automatic type, and be designed to open automatically upon failure.

6322. AIR-COOLED ENGINES.

a. Air-cooled engines shall be so designed and installed as to permit the vehicle to stand still and pump for indefinite periods without overheating.

b. Air-cooled engine design and installation shall provide for sufficient rate of flow and distribution of air to hold cylinder head and oil temperatures within manufacturer's prescribed limits under all operating conditions. This shall include full power operation for prolonged pcriods with ambient temperatures up to l l0 degrees F, at both stationary and maximum vehicle speed.

c. Cylin.der head and oil temperature gages that clearly indicate maximum permissible operating temperature shall be mounted in the cab and elscwhere, as required, to be plahfly visible to the driver.

633. Fuel System.

6331. For gasoline engines, a complete fuel system should in- ulude a mechanically driven fuel pump, auxiliary elcctric fuel pump, fuel strainer and necessary piping, including a flexible fuel lille from the fuel pump to the tank lille. All fuel lines shall be protected from damage, exhaust heat, and exposure to ground tim.

6332. All accessible strainer shall be provided for each fuel line and a drain shall be provided at the bottom of the fuel tank.

6333. Fuel tanks shall not be installed in such a manner as to permit gravity feed to the carburetor.

6334. Fuel tanks shall be provided with an Underwriters' Laboratories, Inc., Underwriters' Laboratories of Canada, or Vactory Mutual Engineering Corporation approved flame arrester relief fitting on the filler opening.

6335. Fuel tank capacity shall be sufficient to provide for two (2) hours pumping at rated capacity.

634. Exhaust System.

6341. The exhaust system shall be of such size as to avoid

172 P A R T D - - T A N K V E H I C L E S 414-05

undue back pressure and shall be located and constructed in such a manner that entrance of exhaust gases iHto the cab will be minimized under all conditions of operation. Exhaust pipe, muffler and tail pipe shall be of high-grade, rust-resistan t materials.

6342. The tailpipe and muflter shall be protected from damage due to traversing rough terrahL Tailpipe shall be designed to discharge to the rear and shall not be dh'ected toward the ground.

64. Vehicle Electrical Sys t em.

641. Each gasoline engine shall be equipped with a complete and separate battery starting system. Where greater engine reliability is desired, a complete dual ignition may be required.

642. The vehicle shall be provided with a complete electrical system of either the 12 or 24 volt type.

643. An alternator and rectifier, capable of delivering a minimum of 100 amperes, 12 volts or 50 amperes, 24 volts, shall be provided.

644. Two independent battery systems shall be provided, with a selector switch located in the cab. For 12 volt systems, there shall be two (2) 12 volt batteries, 150 ampere hour capacity each, at 20 hour rate. For 24 volt systems, there shall be two (2) 24 volt batteries, 100 ampere hour capacity each, or four (4) ]2 volt batteries, 100 ampere hour capacity each, at 20 hour rate.


646. An engine coolant preheating device shall be provided as an aid to rapid starting and high initial engine performance.

647. The electrical system shall be insulated, waterproofed and protected against exposure from ground fires.

648. Radio suppression of the electrical s);stem, sufficient to assure positive operation of radio equipment wfthout interier- ence, shall be furnished.

65. Vehicle Drive.

651. The drive shall provide for the transmission of power from the engine flywheel to the wheels of the vehicle with such multiplication of torque that the velficle is capable of traveling at all speeds necessary for effective aircraft rescue and fire

\

173 4 1 4 - 6 6 AIRCRAFT RESCUE & FIRE FIGHTING VEHICLES

fighting service. With respect to Classes 3 throttgh 8, the drive shall provide for the continuous transmission of power from the engine through a torque converter or fluid coupling and transmission. Tile transmission shall have tile ability to shift from any selected ratio to another in sequence, either forward or reverse, without interruption of power transmission.

NOTE: See Note under Paragraph 6311.

652. The entire drive train shall be designed with sufficient torque capacity to slip the wheels of the fully loaded and balanced vehicle on pavement having a coefficient of friction of 0.6. The following drive line components shall be certified by the component manufacturer to be suitable for use in the drive line of the complete vehicle considercd as a complete vehicle: clutch and /or torque converter, transmission, transfer case, propeller shaft, differentials and axles.

653. The transmission shah have sufficient range of gears to provide a minimum top speed in highest gear of 50 mph and enough reduction in lowest gear to produce the tractive effort needed to ascend a 50 per cent grade. Spacing of intermediate gears shall provide an adequate number of speeds for all operating conditions without excessive overlap.

654. Positive drive to each wheel is required to negotiate soft ground, unimproved surfaces, snow or ice. Positive wheel drive may be achieved by the use of torque proportioning or no- spin differentials, or by means of other automatic devices which will ensure that each wheel of the vehicle is driven independently of the other wheels.

NoT~.: Driver controlled differential locks are acceptable provided the requirements of Paragraph 656 are met.

655. The transfer case may be either separate or integral with the transmission. I t shall incorporate a drive to the front and rear axles which is engaged at all times during the intended airport service and which will not allow the vehicle to stall as long as the tires of any axle have traction.

656. Fron t and rear axles shall have adequate capacity to carry the maximum imposed load under all intended operating conditions. The variations in the axle tread shall not exceed 20 per cent of the tire sectional width at rated load. Front and rear axles shall be provided with automatic locking or no-spin differentials or other automatic devices which will lock out differential action whenever any one tire loses traction. When interaxle differentials are furnished with bogie axles, they shall

174 P A I U P D - - T A N K V E H I C L E S 414-67

be either automatic locking or no-spin type or be locked oul~ at all times during the intended airport service.

657. It is recommended that front axles be equipped with steering drive ends of the (-onstant velocity type or other provision be made to eliminate objectionable cyclical fluctuations

�9 in angular velocity of the wheels when they are cramped in the steering position.


661. C lu tch . When a clutch is used, the actuation pedal pressure to obtain release shhll not cxceed 50 pounds with adequate displacement for wcttr prior to normal adjustment.

662. T ransmis s ion . Where a fire fighting pump is drive. from the chassis engine, provision shall be made in design of tim power take-off to allow unintcrrupted transmission of power to the pump even though the transmission gears are being shifted, clutch is relcased, or the transmission is placed in any of its speed ranges.

663. Suspension.

6631. The suspension system shall be designed to allow the vehicles, loaded or unloaded, to travel at high speeds over ina- proved road surfaces, and at moderate speeds over rough, unimproved terrahl. Special consideration shall be given to thc need for cushioning road shocks, providing adequate wheel motion, and reducing unsprung weight.

6632. Design of the axles and suspension system shall bc such that the total unsprung weight of the vehicle will not be greater than 20 per cent of the gross weight of the vehicle when fully loaded.

NOTE: Unsprtmg weight is t,hat portion of I.he vehi[:le weight not ear- tied by the chassis spri,gs.

6633. Design of axles and suspension system shall also provide for an individual wheel motion above level ground of not less than 10 inches for vehicles under 30,000 lbs. gross weight, aad 12 inches for vehicles 30,000 lbs. and over gross weight without raising any other wheel off the ground.

6634. Suspension design shall be such that at least two inches of deflection remain before bottoming of suspension on the axle stops or bumpers when thc vehicle is fully !oaded a,d on level ground.

175 ~ | | 4 - -68 AIRCRAFT RESCUE & FIRE FIGHTING VEIIICLES

6635. Double acting hydraulic shock absorbers shall be furnished on front axles, except bogie axles. Front ~u~d rear axles shall be furnished wit, h stops for t)atl,~ming to prevent damage to axles, propeller shafts, engine oil pan, or any other portions of the chassis whi(-h may be damaged by wheel motion beyond allowable amounts.

664. W h e e l s . T i r e s a n d R i m s .

664l. Wheels shall be single rim type with tires of identical size and same tread design.

6642. Tires and inflation pressures shall be selected to provide effective performance on the terrain encountered in the intended airport service. For normal terrain conditions, a maximum inflation pressure of 45 pounds per squarc inch is recommended. For more extreme terrain conditions, lower inflation pressure down to 30 pounds per square inch may bc desirable for greater off-pavement mobility. The following Table sets forth recommended maximum loads pcr tire for standard tire sizes at inflation pressures of 30 pounds per square inch and 45 pounds per square inch.

6643. Actual inflation pressures of the tires with the vehicles in an in-service condition shall be as specified in the Table.

6644. If the vehicle is required to operate on the highway live or more miles beyond the immediate vicinity of the airport at sustained speeds above 30 miles pc,' hour, i,~ftatiou pressure should be increased to those levels recommended for highway service.

6645. An aggressive tire tread is recommended for general service. Tire manufacturers should I)e ~-onsulted for tread 'designs to meet special terrain conditions.

6646. Rim contours and sizes shall also be based on current practices of the Tire and Rim Association, inc.

'FIRE LOAD RATINGS

Recommended Load at 30 lb. at 45 lb.

Tire Size Infat ion inflation 9.00-16 i,950 2,475 8.25--20 2,390 3,030 9.00-20 2,840 3,590

10.00-20 3,200 4,050 11.00--20 3,5,/0 4,480

176 PART n - - TANK VEH1CLES 414-69

T I R E L O A D R A T I N G S

(Co,sin ned) R e c o m m e n d e d L o a d

a t 30 lb . a t 45 l b . T i r e S ize I n f l a t i o n I n f l a t i o n

12.00-20 4,020 5,080

12.00-24 4,520 5,720

14.00-20 5,620 7,100 14.00-24 6,270 7,920

16.00-25 S,200 10,400 18.00-25 10,670 13,520

18.00-33 12,640 16,000

21.00-25 13,640 17,280

21.00-29 14,820 18,770 24.00-25 16,860 21,340 17.5-25 7,620 9,680

20.5-25 9,590 12,170 23.5-25 I2,440 15,760

26.5-25 15,530 19,700 26.5-29 17,090 21,650 29.5-25 19,160 24,210

NOTE: Adequate ply rating must be selected as deterinined by load and inflation to be used (refer T & R A Yearbook). T & R A refers to the Tire and Rito Association.

NOTE: For tire sizes not shown, current load ratings may be obtained from the Tire and Rim Association. Inc. (Comand Building. 34 N. Hawkins Ave., Akron. Ohio 44313). The above maximum loads are based on those ratings as shown in the current Tire and Rim Association, Inc. Year Book. Actual inflation pressures of the tires with the vehicles in an in-service condition shall be as specified above.

67. Controlling Mechanisms. 671. Brakes.

6711. Service brakes shall be of the all-wheel type. 011 vehicles less than 25,000 lbs. gross weight, service brakes may be of the hydraulic type with power booster or the air-mechanical type. Oil vehicles 25,000 lbs. or more gross weight, service brakes shall be .of the air-over-hydraulic or air-mechanical type.

6712 . . I f air=mechanical brakes are furnished, a brake chamber shall be provided for each wheel and shall be mounted so that no part of the brake chamber projects below the axle.

6713. Air brake systems shall include a compressor, releasc valve, brake control valve, treadle-type actuating pedal, air pressure gage, enclosed-type brake adjusters, low pressure warning, and all necessary connections.

6714. On vehicles less than 25,000 lbs. gross weight, and when supplied with air brakes, the air compressor shall be at least 7 cubic feet per minute capacity; on vehicles 25,000 lbs. or more gross weight, the ah" compressor shall be at least 12 cubic

414-70 177

AIHCIC.AFT RESCUE & Fr I (E F I G H T I N G V E H I C L E S

feet, per minute capacil,y. Air compressors shall be lubricated and cooled bv the e~lgi,e lubricalAon arid cooling system.

(;715. C~)mpresscd air reservoirs shall have a nai,imum q:apacity of 2,000 cu. ira. and shall bc equipped with drain and safct~y valves. Provisiou for quick build-up of pressure shall be furnishcd. Quick build-up of tattk pressure from 5 lbs. to the pressure regulatir~g valve scttin~ shall be avcomplished within 12 seconds.

6716. The service brakcs shall be capable of holding the fully .loaded vehicle oll a 50 per cent grade, and capable of bringing the fully loaded vehicle to five (5) complete successive stops within 30 fuel, from a speed of 20 mph Oll dry, hard, approxi- ,nately level road, free from loose material.

0717. Thc parking or emergem-y brake system shall be an entirely independcrH, mechanical system or may be vommcted to t, he same brake shoes as the service brakes but through eutirely separate mechanical means.

6718. The parking brakes shall bc hand lever" operated arrd shall be capable of holding the fully loaded vehicle oft a 20 pet" ~ent grade.

672. Steering.

6721. All chassis shall be equipped with power-assisted steering. The steering mechanism shall be so designed to permit manual steering sulticieut to brirrg the vehicle l,o a safe stop in the event of failure of power assist.

6722. The power-assisted steering shall have sufficient capacity so that no more than 15 lbs. pull is required orr the steering wheel iu order to turn the steering wheel from lock Lo lock with the engine running.

68. Turning Diameter.

681. Wall-to-w~ll turning diameter of l,he fully loaded vehicle shall not, be greater than three times its over-all length. In the event arl 8 x 8 chassis is provided, the turning diameter shall not be greater" than three-and-a-half times the over-all length.

69. Cab

691. A r r a n g e m e n t . The cab shall meet the visibility requirements of Paragraph 6223. I t shall have seats for at least three men, including individually adjustabte driver's seat and adequate space for" the instrumeuts, controls and equipment

178 PART D - - TANK VEHICLES 414-71

specified herein without hindering the crew. Wide openiag doors shall be provided on each side of the cab with necessary steps and hand-grabs to permit rapid and safe entrance and exit from the cab. The windshield and side windows shall be constructed of shatterproof plate glass.

692. Cons t ruc t ion . The cab shall be constructed in Classes 4 through 8 Vehicles (see Paragraph 612), of metal alloy or fiber glass-reinforced plastic, of adequat.e strength to ensure the safety of the crew. The cab shall be rainproof and dripproof, and shall be fully insulated with a fire resistant insulating material at least, one-half inch thick. The cab may be of the unitized rigid body and frame structure type, or it may be a separate unit flexibly mounted on the main vehicle frame.

693. I n s t r u m e n t and Warn ing Lights . The milfimum number of instruments and warning lights consistent with the safe, efficient operation of the vehicle and eqnipment shall be provided. Warning fights shall be used where practicable instead of instruments, and provision shall be made to readily test the condition of the bulb. All instruments and warning fights shall be displayed in a panel or panels in such a way that they will be most useful, convenient and visible to the driver. The panel or panels shall either be easily removable as units or hinged for back access by the employment of quick discolmect fittings for all electrical, air and hydraulic circuits. All instruments shall bo illuminated by back-lighting. The following instruments and/or warning fights shall be provided:

Speedometer/Odometer Engine tachometer(s) Fuel level Air pressure Engine(s) coolant temperature Engine(s) oil pressure Engine(s) generator indicator Transmission(s) oil pressure* Transmission(s) oil temperature*

Pump pressure Water tank level Foam liquid tank(s) level** Low air pressure warning Headlight beam indicator Pump output indicators (applicablo

only when two pumps in parallel are furnished)

*Applicable only when torque converters are furnished. **Applicable only when vehicle carries foam liquid.

694. Controls. The cab shall have all the necessary control~ within easy reach of the driver for the full operation of tlw vehicle. The following cab controls shall be provided:

414-72 179

A 1 R C R A F T R E S C U E & F1RE F I G H T I N G V E H I C L E S

Accelerator pedal Brake pedal Clutch Pedal* Parking brake lever Steering wheel, with self-cancelling

directional signal control and horn button or ring

Transmission range selector Pump control or selector

Siren switeh(es) Ignition switch(es) Starter s~iteh (es) Light switches Windshield wiper and washer con-

trois Heater-defroster controls Master electrical disconnect w

*Applicable to Classes one (l) and two (2) vehicles ONLY.

695. E q u i p m e n t . The following equ ipmen t shall be provided in or on the cab, as m a y be appl icable: Heater-defroster, with 200 Btu out-

put per cubic foot of cab space, with blower capacity per minute equal to cab volume~ with fresh air intake, and with defroster ducts to windshield

Driver's seat 3-way adiustable , bucket type, ~fith seat belt

Individual seat belts meeting SAE standards

Siren (see Paragraph 742) Horns 2 or more windshield washers* 2 or more windshield wipers* 2 or more sun visors 2 outside rearview mirrors 2 door fights Cab dome light

*Appropriate for removing foam.

70. Body 701. C o n s t r u c t i o n . The body shall be cons t ruc ted of metal

alloy or fiber glass-reinforced plastic to provide the l ightest weight consistent with the s t rength necessary for o f f -pavement operation over rough terrain. The body m a y be of the uni t ized-with- chassis rigid s t ruc ture type or it m a y be flexibly moun ted on the vehicle chassis. I t shall also include f ront and rear fenders and running boards a n d / o r wheel housings. Body panels are to I)e removable where necessary to provide access to the interior of the vehicle.

702. A c c e s s D o o r s . Access doors shall be provided for those areas of the hlterior of the velficle which m u s t be f requent ly inspected. In part icular , access doors of sufficient size and number ohall be provided for access to :

Both sides of each engine Battery storage The pump(s) and pump drive

Other areas requirfilg access for inspection or ma in tenance shall ~!ither be open, or have removable panels as specified in Pa ra - graph 701.

180 P A R T D - - T A N K V E H I C L E S 414-7:t

703. C o m p a r t m e n t s . Suitable lighted colnpartments shall be provided for convenient storage of the equipment and tool:: furnished with the vehicle. Compartment doors shall be hinged and provided with chrome plated steel or anodized aluminum handles operable with heavy gloved hands. Compartments ar~, to be weather-tight.

704. Working Deck. The working deck of the vehicle shall be adequately reinforced to permit the crew to perform their duties in the water tank emergency fill area, and in other arca:~ where access to auxiliary or installed equipment is necessary.

705. Hand Rails. Hand rails or buhvarks are to be provided on the working deck and elsewhere as may be necessary for the, safety and convenience of the crew. I~ails and stanchions shall be constructed of chrome plated met-~l or anodized aluminum and shall be strongly braced.

706. Steps and Walkway. Steps or ladders shall be pro~ vided on each side or at the rear for access to the working deck The rear step may extend below the angle of departure if it i~ hinged to swing up. All steps shall be rigidly constructed atld shah have a nonskid surface. Walkways on the upper deck shall also have a nonskid surface. The lowermost rear step shall be no more than 28 inches above the ground.

707. Hose Storage

7071. A compartment shall be provided on each side of the body, sized to permit storage of not less than 100 feet of 2 ~ inch double jacketed hose in each compartment. Compartmenl~ shall be readily accessible.

7072. Compartment space shall be provided, easily a~: cessible, for storage of 15 feet of 41/6-inch double jacketed suctioa hose, coupled.

7073. When applicable (see Section 73), compartment space shall be provided for storage of 100 feet of 11/~-inch double jacketed hose for foam liquid concentrate transfer. Comparto ment shall be easily accessible.

71. Water Pump and Pump Drive

711. Water Pump

7111. The water pump shall be constructed of corrosiow resistant metal and shall be single or multiple stage centrifugM

181 414-74 AIRCRAFT RESCUE & FIRE F[GHTINC VEHICLES

typc, designed for dependable emergency service. It shall be carefully designed and built in accordauce with good modern practice. The pump shall be gravity primed from the vehicle hmk.

7112. When operating from the water tank, it shall be capable of transferring into the primary vehicle at a rate equal to w" exceeding the amount established in Table 1 of NFPA No. 103.

712. Pump Drive

7121. POWER TAKE-OFF DRIVE. The pump shall be driven by a power take-off with a torque capacity rating equal to the requirements for maxinmm discharge as specified for the pump.

713. Manifolds and Connections

7131. SUCTION. The suction systenl shall be designed for ~Jliciefit flow at the punlping rates required by Paragraph 7112. The pump suction lfim shall be of large diameter and shortest length consistent with the most suitable pump location. There ~.htdl be a drain at the lowest point with a valve for draining all of the liquid from the pumping system when desired. Suction lines and valves shall be constructed of lightweight, corrosion- resistant materials. When two pumps are used, they shall be arranged in parallel with manifolding so that either or both may ~aq)ply any discharge outlet at the required operating pressure. I)uring single pump operation, total capacity may be reduced.

7132. DISCHARGE. The pump discharge system shall be p,.ovided with a minh~mm of two discharge gates, one each side of the body, located in a position where they can be easily reached from the ground. When two pumps are used in parallel, l~ discharge manifold shall be provided ineorportrting a pressure relief device and a check valve for each pump. The check valve ,Imll function automatically and shall be sized and designed for minimum flow restrictions.

7133. PIPING, C O U P L I N G S AND VALVES. All piping, cou- plhlgs and valves shall be sized for required flow with minimum restriction and pressure loss. Material for all piping, couplings and valves shall be selected to avoid corrosive and/or galvanic action. Piping shall be securely mounted and provided with flexible couplings to minimize stress. Union or vietaulic type couplings shall be provided where required to facilitate removal of piping. All discharge valves shall be one quarter turn locking ball type as selected for ease of operating and freedom


from leakage. All water system piping on the suction side of the pump shall be tested for leakage. All water discharge piping shall be tested at 100 psi above system operating pressure.

7134. PRESSURE REGULATOR. The automatic pressure regulator shall maintain the desired working pressure at all rates of flow.

72. Water Tank

721. Capacity

7211. A water tank shall have a capacity in agreement with Table 1, NF P A No. 403. The tank shall be constructed of glass- fiber, reinforced plastic or of metal, coated or hned with a suitable rubber, plastic or ceramic. The tank shall have longitudinal and transverse baffles to prevent undue water surge.

722. Construct ion

7221. The construction and connections shall be made to prevent the possibility of galvanic corrosion of dissimilar metals.

7222. When dissimilar metals are used for pipe connections (piping) from the tanks, they should be electrically insulated by the use of nonconductive plastic pipe or hose.

7223. The tank shall be equipped with easily removable manhole covers over the sump and a removable top or panels to permit access within each baffle compar tment of the tank. I t shall have an anti-swirl baffle and a deep sump with drain valves, and two filler openings with caps. Filler openings shall be not less than 5 inches in diameter. The. tank vent and overflow shall be provided of sufficient capacity to permit the tank to receive filling at the rate as specified hi Table 1 of N F P A No. 403. The water tank outlet and the suction piping shall be sized to permit a water flow of capacity as specified in Table 1 of NFP A No. 403.

7224. The tank shall be flexibly mounted unless at tached to or supported by a rigid structure.

723. Tank Fill Connect ions

7231. A minimum of two 21/~-inch tank fill connections shall be provided, one each side of the body, and one 4~- ineh fill commction shall be provided, each in a position where the connections can be easily reached from the ground. The connections shall be provided with check valves or so constructed that water

414-76 183


will not be lost f rom the tank when connection or disconncction is made. The 21/~-hmh tank fills shall have Nat ional Standard Thread,* swivel, female hose comlections. The 41/2-inch tank Jill shall have male Nat ional Standard Threads. All water fill openings shall be provided with strainers of 1/~-hach mesh and bhnd caps. If other than Nat ional Standard Threads are to be used, the thread shall be specified.

73. Foam Liquid Concentrate System NOTE: This system only applicM)le when it is desired to carry foam

liquid concentrate in a tank or tanks on the tank vehicle for transfer to the foam fire fighting vehicle.

731. Foam Liquid Concentrate Tank

7311. The foam liquid tank should be sized in conformance with Table 1 of N F P A No. 403.

7312. Foam liquid concentrate tanks m a y be either rigid or flexible type. Rigid tanks should be made of glass-fiber reinforced plastics. The plastics shall be resistant to a t tack by the foam liquid, concentrate and shall not adversely a f f e c t t h e performance characteristics of the foam liquid concentrate after extended storage in the tank. Unplastieized reinforced plastics shall be required, such as polyesters, polyvinyl chloride or epoxies. Flexible types shall be of ,nylon reinforced neoprene rubber.

7313. Rigid tanks shall be equipped with a removable manhole or a removable tank top to permit access within each baffled compar tmen t of the t-ink /

7314. Rigid tank. outlets should be located above the bottom of the sump and of adequate size to permit m a x b n u m flow. The outlets should be arranged so :ts to permit the use of the full capacity of the tank with the vcl)icle level and at least 75 per cent of the tank capacity with the vehicle inclincd on a 20 per cent side slope or ascending or descending a 30 per cent grade. A large capacity drain connection should be installed flush with the bo t t om of the sump.

7315. Rigid foam liquid concentrate tanks shall be flexibly mounted unless a t tached to a rigid structure. Each tank shall be separate and distinct from the body and easily removable as a unit.

*See NFPA No. 194, Standard for Fire Hose Couplings.


7316. A fill trough should be provided equipped with a stainless steel 1/~-inch mesh screen and can openers to permit emptying 5-gallon foam liquid concentrate cans into the storage tank at a rapid rate. The trough should be connected to the foam liquid storage tank with a fill line designed to introduce foam liquid concentrate near the bottom of the tank so as to minimize air entrainment and foaming within the storage tank.

7317. A hose connection should be provided on each side of the vehicle to permit the pumping of foam liquid concentrate into the storage tank or tanks. Positive check or automatic shutoff valves should be provided to prevent the loss of foam liquid. Where flexible tanks are used, the supply system shall be designed so that the flexible tanks shall not be subject to excess pressure. The supply system should be capable of delivering foam liquid at a rate at least equal to or greater than the maximum discharge rate of the foam system.

7318. The tank(s) shall be adequately vented to permit rapid and complete tilling without the build-up of excessive pressure aa~d to permit" emptying the tank at the maximum design flow" rate without danger of collapse.

7319. All components of the foam .system including the foam liquid tank, piping, fill troughs, screens, etc., should be made of materials resistant to corrosion by. fos liquid con- eentrate and water. Where practical, lightweight materials of adequate strength should be used.

732. Foam Liquid Concentrate Transfer Pump.

7321, The foam liquid pump should.be made of bronze or other materials resistant to corrosion by foam liquid concentrate. Suitable pump packings shall be used to prevent the introduction of oil or grease into the foam system.

7322, The foam liquid concentrate system should be so arranged that. the entire piping system including the foam liquid concentrate pump can be readily flushed with clear water.

7323. The foam liquid concentrate pump shall be capable of delivering the required quantity of foam liquid and shall be capable of independent or simultaneous operation with the water pump.

733. Foam Liquid Concentrate Piping

7331. The foam liquid concentrate piping shall be of material resistant to corrosion by foam liquid concentrate.

414-78


7332. T h e foam l iquid c o n c e n t r a t e p iph lg shal l be ade - q u a t e l y sized to p e r m i t the m a x i m u m requ i red flow ra te .

7333. A m h f i n m m of two l l /~- inch d i scharge ou t l e t s shal l be p rov ided , one each side of the body . Ou t l e t s to be e q u i p p e d with one q u a r t e r t u rn bal l t y p e d i scharge va lve s wi th l ~ - i n e h Na t iona l S t a n d a r d T h r e a d s , male , and e q u i p p e d wi th chrome p la t ed b l ind caps. Ou t l e t s to be l oca t ed in a pos i t ion where t h e y can be eas i ly r eached f rom the g round .

74. Lighting and Electrical Equipment

741. Lighting

7411. L i g h t i n g e q u i p m e n t shall inc lude the fol lowing:

Two or more sealed-beam headlights with upper and lower driving beams. A foot controlled switch will be provided for beam selection.

Dual taillights and stoplights. Turn signals, front and rear. conforming to S.A.E. Turn Signal Units, Type 1,

Class A, with self-cancelling control, visual and audible indicator, and a four-way flasher switch.

6-inch minimum chrome plated, sealed-beam spotlight on both left and right sides of the windshield, hand adjust:~ble type, with controls for beam ad- jnstment inside the truck cab.

Reflectors and marker and clearance lights shall be furnished and installed in conformance with the Figure shown in Part [I.

Engine compartment lights, nonglare type, arranged to illuminate both sides of the engine with individual switches located in the engine compartment.

Two swivel mounted lights, 6-inch minimum with clear lens and individual switches, to be mounted on the top deck for equipment lighting.

At least one back-up light installed in the rear of the body. A flashing red beacon or alternate red and white flashing lights shah be mounted

on the top deck and visible 360 degrees in horizontal plane. Mounting of beacon shall ~[so provide good visibility from the air. A control switch shall be provided on the itmtrument panel in the cab for control of the beacon.

742. Siren

7421. A warn ing siren sh-dl be p r o v i d e d havh lg a sound o u t p u t of no t less th ,m 95 dec ibe ls a t 100 fee t d i r e c t l y a h e a d of the siren and not less t han 90 dec ibe ls a t 100 feet m e a s u r e d a t 45 degrees on e i ther side. T h e siren shal l be l a o u n t e d to pe r :n i t m a x i m u m fo rward sound p ro jec t ion , b u t shall be p r o t e c t e d f rom w a t e r sp l a shed up b y the t ires.

7422. T h e siren cont ro l swi tches shall be l oca t ed for use bo th b y the dr iver , and the officer.

'.NOTE 1: If desired, the driver's siren control shall be wired for selective control on the steering wheel horn burton.

186 PAItT D - - TANK VEHICLES 414-79

NOTE 2: If a combination Imblic address type siren is desired, an electronic type having the above sound output shall be substituted.

743. Horn

7431. An electric or ~ir horn shall be provided.

7432. An electric horn shMl be mounted ~Lt the front part of the vehicle with co~trol by button or ring at steering wheel.

7433. An ~ir opera, ted horn shall be provided wlaen specified with air operated brakes.

744. Radios

7441. Provision shall be made for mounting two 2-way radios. Operation of the radios sh~ll be from the cab. Radios shall be mounted permitting quick servicing or replacement.

7442. One radio shall be fixed frequency type operating on F.A.A. specified ground control frequency.

7443. One radio shall be two-way local control frequency.

75. Tools

751. The following equipment shall be provided and properly mounted on the truck or secured in a compartment:

Two portable electric hand spotlights with a minimum of 25,000 beam candle power rating.

One (1) 15 ft. 41/~-in. double jacketed cotton, rubber-lined suction hose, coupled 4~-in. female, National Standard Thread one end and local hydrant thread, female, other end. Couplings to be long handle, chrome plated.

One adiustable hydrant wrench. One set double male and double female connectors to fit fill connections used

on the vehicle. Two spanner wrenches, universal type. Two (2) approved 30-pound portable dry chemical extinguishers. One tool kit, automotive, for emergency servicing.

NOTE: Any special tools required for servicing pump or equipment shall be provided, but not normally carried on vehicle.

76. Miscellaneoias 761. Fron t Bumper . A heavy duty front bumper shall be

mounted on the forward end of the vehicle and secured to the frame structure.

762. Towing Connect ions . Two large tow eyes will be capable of towfl~g the vehicle and shall be mounted at the front

414-80 187


of the truck and attached to the fraane structure. A pintle tow hook or two tow eyes slmll be nlounted at the rear of the vehicle and attached to the frame structure.

763. F in ish

7631. For maximum visibility, the apparatus should be painted with non-fading chrome yellow finish. Retro-reflective striping (such as Scotchlite) shall be applied to the front and rear of the vehicle and may be applied to the top and sides as required for quick night identification for rescue and fire fighting equipment.

7632. The surfaces shall be sanded and thoroughly cleaned to remove all oil, rust and dh't before application o'f primer and surfacer coats.

7633. All lettering and striping shall be in black, unless otherwise specified.

, 188 P A R T E - - D E F I N I T I O N S 414-8!

P A R T E - - D E F I N I T I O N S

Aggress ive T i r e T r e a d : AGGRESSIVE TIRE TREAD is designed to provide a maximum of traction for all types of service. This would include sand, mud, snow, ice and hard surface, wet or dry.

A i r -Coo led E n g i n e : AIR-COOLED ENGINE is one in which the heat given off from the cylinder walls is directly absorbed by the atmosphere rather than the heat being absorbed by a tiquid coolant which acts only as a vehicle for transferring the heat from the engine to a radiator,

" A i r - C u s h i o n " Vehic le : "AIa -CusmoN" VEHICLE is supported by the thrust reaction of a forced air stream acting on the earth 's surface (land or water). I t is intended to operate close to the surface and may travel over water and all types Of level terrain.

A i r - M e c h a n i c a l Brakes : AIR-MECHANICAL BRAKES are brakes in which the force from an individual air chamber is directly applicd to the friction surface~ through a mechanical linkage.

Air Over H y d r a u l i c B r a k e s : AIR OVER HYDRAULIC BRAKES are brakes in which the forte of a master air cylinder is applied to the friction surfaces through an intervening hydraulic system.

All W h e e l Dr ive : ALL WHEEL DRIVE is used to describe a vehicle which drives on all wheels such as b, d and e under the definition "Vehicle Types."

A m b i e n t T e m p e r a t u r e : AMBIENT TEMPERATURE is the average temperature of the environment surrounding a vehicle.

Angle of A p p r o a c h : ANGLE OF APPROACH is intended to measure the steepest ramp tha t a fully-loaded vehicle can approach. I t is determined by the horizontal ground line and the line tangent to the loaded radius of the front tire extended forward to tha t fixed point on th0 vehicle, which will form the smallest angle.

189 ,114-82 AIRCRAFT RESCUE & FIRE FIGHTING VEHICLES

Angle of Departure: ANGLE OF DEPARTURE is intended to measure the steepest ramp from wlfich the fully-loaded vehicle can depart . I t is determined hy the horizont~fl ground line and the line tangent to the loaded radius of the rear tire extended rearward to theft fixed point on the vehicle which will form the smallest angle.

Automatic Locking Differential: AUTOMATIC LOCKING DIFFERENTIAL is a type of non-slip differential tha t automat ica l ly operates, usmflly by a clutch action in the differential to prevent slippage or loss of traction.

Axle Tread : AXLE TREAD is the distance between the center of two tires or wheels on one axle. Where dual tires and wheels are used at each ~nd of an axle, the tread is measured as the distance between centers of the pairs of tires or wheels.

Bogie : BOGIE refers to a combinat ion of two axles used to suppor t the cud of a vehicle; therefore, in a 6 x 6 vehicle flmre are two axles ~Lt the rear of the vehicle to support the weight on the rear. This two-axle combinat ion is called a " rear bogie." With an 8 x 8 vehicle, there are two axles in the front and two axles in the rear; therefore, there is a front bogie and a rear bogie.

Center of Gravity: C E N T E R OF ~,RAVITY is the point within a vehicle a t which all of its weight may be considered to be concentrated. When a vehicle is t ipped to ~ degree tha t a vertical line passing through the center of gravi ty f~dls on the ground outside the tire track, it is unstable and will turn over.

Chassis: CUASSlS is the assembled frame, engine, drive train, a vehicle.

and tires of

Constant Velocity Type : CONSTANT VELOCITY TYPE identifies a type of universal joint that is free from cyclical v~riation in speed of the driven shaft for all angles of operation in relation to the speed of the driving shaft. Non-cons tant velocity universal joints may have a vari- ation of 250-/0 in speed a t an angle of 28 ~ which represents the oramp angle for driving front axles.

190 P A R T E - - I ) E F I N I T I O N S 414-8:!

Cooling Preheater Device: COOLING PREHEATER DEVICE is a device for heating tile engin0 coolant so that tile engine is maintained at It constant tempc,'ao ture. I t usually consists of a coolant jacket and an electric heating element. The engine coolant flows through the preheatcr jacket and is heated by the heating element which obtains ilz~ power from an outside source, thereby holding the engine coola,Ii at a constant tempertLture for fast starting.

Cubic Inch Piston Displacement: C U B I C INCH PISTON DISPLACEMENT is intended to measure the total volume displaced by one coniplete stroke of all the pistona in an engine. I t is defined by the following equation:

Disp. = 0.785 B2SN Where B = Engine Bore, Inches

S = Engine Stroke, Inches N = Number of Cylinders

Dual Ignition : DUAL IGNITION (com~)lete) may best be defined as an ignition system which lias two spark plugs ill each cylinder, two distributors, two coils, two sets of batteries and two ignition switches. Each system operates entirely independent of the other.

Fluid Coupling: FLUID COUPLING is a turbine-like device which transmits power solely through the action of a fluid in a closed circuit without, direct mechanical connection between input and" output shafts, and without resulting in torque multiplication.

Foam Expansion: Expansion of foam liquid concentrate and water solution results from its physical agitation ill the presence of air. Foam expansion is the ratio of the filial air-filled volume to the original liquid volume of the solution. A method of deterlnining foam expansion is given in NFPA No. 412, Section A-220.

Foam Generating Pump System: Also called "In-Line Foam Pump System," and is described ill NFPA No. 403, Paragraph 243.e.(2).

Foam Liquid Concentrate Percentage: Described in NFPA No. 403, Paragraph 243.a.(2). Foam liquid concentrate percentage is the percentage of foam liquid col,-

191 414-84 AIP, CRAFT RESCUE & F1H.E FIGHTIN(: VEHICLES

~.catrate in the mixed solution of water and foam. For example, a foam liquid concentrate pervel~tage of 6 occurs iwL solutions having 6 par ts of foam liquid conceutrate by volume and 9,1 parts of water. A method of determining foam liquid concentration is given in N F P A No. 412, Section A-240.

Individual Wheel Motion: INDIVIDUAL WHEEL MOTION is the vertical motion or movement of one wheel on a vehicle wi thout producing m ovemen t of any other wheel.

In-Service Condition: IN-SERVICE CONDITION is a s ta te or condition of readiness for intended duty. Usually an emergency vehicle properly serviced with all equipment properly loaded and ready for immediate response.

Intended Airport Service: INTENDED AmPORT SERVICE includes ~dl aspects of aircraft rescue and fire fightillg services, as set forth in N F P A No. 403 and in Paragraph 111 of this text. I t is continuous and extends geo- graphically to the areas defined in Paragraph 131 of N F P A No. 403.

interaxle Clearance Angle (Ramp Angle) : INTERAXLE CLEARANCE ANGLE, or RAMP ANGLE, is intended to measure the abil i ty of a fully-loaded vehicle to negotiate a r amp without encountering interference between tile vehicle and the ramp between any two axles. I t shall be determined by the horizontal ground line and whichever of the following lines forms tile smaller angle:

a. The line tangent to the loaded radius of the front tire, extended rearward to tha t fixed point on the vehicle, ahead of a vertical line midway between the two axles, which will determine the smallest angle.

b. The line t~mgent to the loaded radius of the rear tire extended forward to tha t fixed point on the vehicle, behind ~ vertical line midway between the two axles, which will determine the smallest angle.

lnteraxle Differential: [NTERAXLE DIFFERENTIAL iS' a differential in the line of drive of any two axles. I t s purpose is to eliminate tire slippage and excessive tire wear. Also to proportion the driving power in proportion to available traction.

192 PART E - - DEFINITIONS 414~83

Light Weight Construct ion: LIGHT WEIGHT CONSTRUCTION is intended to indicatc the use . ! non-ferrous metals o1' plastics o1' a reduction in weight by (~h(: u~v of advanced engineering practices resulting in :~ weight s'tving without sacrificing strength or efficiency.

No-Load Condit ion : N o - L o A D CONDITION iS all engine with sta, ndard accessories Ol}- erating without an imposed lottd, with the vehicle drive clutch1,:, and ally special accessory clutches in a disengaged or heal,rid condition.

"No-Spin" Differential : " N o - S P I N " DIFFERENTIAL is % registered t rade mark for a ram* slip differe||ti~d mamffactured by Det ro i t Automot ive Product~ Corporation. The name is generally used to describe or indic.tW a specific type of non-slip differential. The "No-Sp in" dif. ferential is au tomat ic in operation, providing equal power to each wheel in ~tn -~xle whcn equal t ract ion is obt,~ined. When tract ion ou one wheel decreases in mud or snow or on a slippery surface, the differential au tomat ica l ly transfers driving power to the wheel having t~action. Such power transfer can be a~ much as 100% of driving power or to the limit of traction.

Off Pavement Performance: OFF PAVEMENT PERFORMANCE may best be defined as the vehio cle's abil i ty to perform or operate on other than paved surfaces This other than paved surfaces inch|des dirt roads and trail~, open cross country of all kinds. This abil i ty factor is sometim(,b referred to as off" ro~d mobil i ty or cross country mobility. All of these terms are synonymous .

Over-All Height, Length and Width: OVER-ALL dimensions shall be determined with tile vehicle fully loaded an d equipped unless otherwise specified, ~ud shall inchl(h, all fixed protrusions which could in ~ny way hinder the passaK,, of the vehicle. Dimensions over movable protrusions shall Iw determined with the protrusion in its normally stored position.

Per Cent Grade : PER CENT GRADE is the ratio of the change in elevation to the horizontal distance traveled multiplied by 100. A change iv elevation of 50 feet over a horizontal dis tance of 50 feet is th~ equivalent of a 100% grade.

193 414-$6 AIRCIC.AFT RESCUE & FIRE FIGHTIN(: VEHICLES

Power Assist Steering: I'(}WER ASSIST STEERING is a system using hydr;mlic or air ~mwer to aid in the steering assist. This system is supplenmntary ~o the mechanical system to preserve steering ability ill event of t}ower failure.

Rudio Suppress ion: ~{AI)lO SUPPRESSION consists of suppressing Lhe ignition noises which normMly interfere with radio transmission and reception. I'here are three conimon types of radio suppression, namely, .~4AE-RMA, h~ILITAHY tLnd ]-IALLETT.

~a) SAE-RMA shielding consists only of resistors for spark plugs and distributor.

~b) MILITARY suppression includes metal shielding for spark plugs, metal box housing for coils and distributors and metal covered ignition wiring.

f{;) HALLETT suppression includes a metal plated distributor cap, mettd snap on cover for spark plugs, a metal cover for coil and metal cover for spark plug wiring.

Steering Drive Ends: ~;rI~EalNG DRIVE ENos or stub sh-ffts are in the front wheel @ndle in a driving-steering axle as used at the front of an all-wheel drive vehicle. The univers-d joints which permits ~.tcering while transmitting power is supported by the steering 3rive end at its inner end, and the outer end is connected to ~hc wheel hub through a driving flange.

I'orque Converter: ['ORQUE CONVERTER iS a device similar to the fluid coupling but ~hich, by means of additional turbine blades, results in variable r multiplication.

I'wenty-Five (25) Per Cent Drainage Time: I'he 25 per cent drainage time of expanded foam is the time in minutes that it takes for 25 per cent of the total liquid contained ~ll the foam collected in a specified ,nanner to drain out. A ~ncthod of measuring drainage time is given ill NFPA No. 412, qcction A-230.

Under-Chassis Clearance Dimensions: ~!NDER-CIIASSIS CLEARANCE 1)IMENSIONS shllJ] [)e determined ,~'ith the vehicle fully loaded and fully equipped unless otherwise pccified, and shall include all components of the vehicle which do aot rotate with the tires or which could hinder the passage of ~hc vehicle.

194 P A R T E - - D E F I N I T I O N S 414 51,

Unitized Rigid Body and Frame Structure: A unitized rigid body and f rame s t ructure is one in which part- which generally would comprise a sep'~rate body, are integrat4-"l with the chassis frame to form one rigid, load-earrying struettnc

Unsprung Weight: UNSPRUNG WEIGHT is the total weight of all vehicle componu,fl~ which are not completely suppor ted by the suspension system.

Vehicle Types: VEHICLE TYPES are designed as 4 x 2, 4 x 4, 6 x 4, 6 x 6, and 8 x 1~ These are used to indicate the number of wheels on the vehieI~: and the number of wheels which propel or drive the vehi~h, The first number is the number of wheels, the second number ,~ the number of driving wheels, therefore:

(a) A 4 x 2 vehicle is one having 4 wheels and drives on 2 whceb (b) A 4 x 4 vehicle is one having 4 wheels and drives on all

wheels. (e) A 6 x 4 vehicle is one having 6 wheels and drives on 4 wheQl~ (d) A 6 x 6 vehicle is one having 6 wheels and drives on all ~

wheels. (e) An 8 x 8 vehicle is one having 8 wheels and drives on all

wheels. "-

NOTE: The term "wheel" in this designation is interpreted to mt~}, either a single tire or a set of dual tires operating as one tire.

Victaulic Type Couplings: A vietaulic type coupling is a device for providing a leak-pr~ ~1 connection between two pieces of pipe while allowing modemt~ movemen t of one pipe relative to the other. I t incorporate~ rubber seal held in place by a two-piece clamp tha t also engag~ : annular grooves near the end of each pipe to prevent pull-ou] under pressure.

Wall-to-Wall Turning Diameter: WALL-To-WALL TURNING DIAMETER is intended to measure tl;~ space which will completely contain a vehicle as it is being turn(r I t is, therefore, the d iameter of the smallest circle which Call L1 described by the outermost point on the vehicle as it negotiate' a 360 ~ r ight or left turn.

195 ' l J 4 - - ~ All{CRAFT RESCUE & FIRE FIGHTING VEIIICLES

Weather-Tight: Weather-tight refers to compar tmen t closure sufficic,~t to prevent rain, snow, and wind-driven sand, dirt or dust from pene- trating under all operating conditions. I t is not intended to be water-tight or submersible.

Weight Scale Measurement : ~VEIGIIT ~CALE i'~[EASUB.EMENT is the accurate measurement of ~:chicle weight by means of a scale to verify or check -~ s ta ted or ('~timated weight.

196 PART F - - QUESTIONNAIRE 4 1 4 - 8 ! I

P A R T F - - Q U E S T I O N N A I R E

C h a s s i s

1. M a k e : ................................................ Mode l : ...............................................

2. T y p e D r i v e : [] 4 x 4 ; [] 6 x 6 ; [] 8 x 8

3. W e i g h t s :

D r y Chass is : Body, Componen t s

& E q u i p m e n t : E x p e n d a b l e P a y l o a d :

T o t a l :

Front Axle (Bogie ) Lb .

Rear Axle (Bogie) Lb . T o t a l I,b.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I I

Load Per Ti re : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Gross Veh ic l e W e i g h t R a t i n g ........................................ Lb.

5. D i m e n s i o n s : Overa l l Leng th : .......... In . ; Overa l l W i d t h : .......... I l l . ; Overal l He i gh t : ........ h~

Underax le Clearance : F r o n t : ............ In . ; Rea r : ............ In . I n t e r ax l e Clearance Angle: .................... Degrees

Angle of: Approach : .................... Degrees ; D e p a r t u r e : .................... Degre~

F r o n t B u m p e r to Cen te r F r o n t Wheels : .................... In.

Chass is Whee l Base: .................... In . Cen te r R e a r Wheels to R e a r Bum pe r : .................... In .

6. E n g i n e : M a k e : .......................... Mode l : .......................... Loca t ion : ..........................

N u m b e r of Cyl inders : .................... P i s ton D i s p l a c e m e n t : ................ Cu. h* M a x i m u m Brake Horsepower : Gross: .................... (~ .................... R.P.M.

Ne t : .................... (~ .................... R.P.M.

M a x i m u m Torque : Gross: . . . . . . . . . . . . . . . . . . . . ( ~ . . . . . . . . . . . . . . . . . . . . R.P.M. N e t : .................... ~ .................... R.P.M.

Governor : M a k e : . . . . . . . . . . . . . . . . . . . . . . . . T y p e : ........................ M a x i m u m Governed Speed: ........................ R . P . M .

7. C l u t c h , F lu id C o u p l i n g , T o r q u e Converter: [] C lu t ch : M a k e : ........................ Model : ........................

T y p e : ........................ R a t e d To rque Capac i t y : i ....................... Lb . -Ft .

[] F lu id Coupl ing : M a k e : ........................ Mode l : ........................ R a t e d C a p a c i t y : ........................ H.P .

[] To rque Conver t e r : M a k e : ........................ Model : ........................ S ta l l T o r q u e R a t i o : ........................ to 1 R a t e d C a p a c i t y : ........................ H.P .

197 414--90 AIRCRAFT RESCLII~ A FIRE FIGHTING VI )|l! 1,1~,

8. T r a n s m i s s i o n : Make : .................................... Model : ..................... Type : ..... M a x i m u m R a t e d I n p u t T o r q u e Capaci ty : . . . . . . . . . . . . . . . . . . . . . . . . . . . Lh.-VI, N u m b e r of Speeds: Forward : ........................ ; It(~vcrse: ........................

M .P . I I . * Speed Gear Rat io (~ Enl~ine G o v e r n e d RPM

1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

R e v . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

R e v . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

*NOTE: If atutiliary tratmmiaaion or multiple range transIer canes provided, M.P.B.. to be measured with these eomponeata in high range.

A u x i l i a r y T r a n s m i s s i o n : M a k e : .............................. Model : ............................ Type : ............................ M a x i m u m R a t e d I n p u t T o r q u e Capac i ty : ............................ Lb.-Ft . Gear Ra t io : High R a n g e : ............................ ; Low Range : ............................

tO. T r a n s f e r Case: [] T r a n s f e r Case : Make : ............................ ; Model : ....................................

M a x i m u m 1L~ted I n p u t T o r q u e Capac i ty : .................................... Lb . -F t . Gear Ra t io : High R a n g e : ........................ ; Low Range : ........................ T y p e Dr ive to F r o n t and R e a r Axles (Bogies): ......................................

[ ] Cen te r Different ial or C o m p e n s a t i n g Device: Make : ............................ Model : ............................ T y p e : [ ] A u t o m a t i c Locking

[] Driver Selective Locking [ ] Di rec t Dr ive :

T y p e : [ ] Connec ted a t All T i m e s [ ] Dr ive r Selective Disconnec t

Ii . Front Drive: [ ] Axle; [ ] Bogie M a k e : ........................ Model : . . . . . . . . . . . . . . . . . . . . . . . . Gear Ra t io : ........................ to 1 T y p e Dr ive : [ ] Single Reduc t ion ; [ ] Double Reduc t ion If Doub le Reduc t ion , t3qae final reduct ion:

Spur Gears a t Different ial [~ In t e rna l Gears a t H u b s

Steer ing Dr ive E n d s : Make : ............................ Model : ............................ T y p e : [ ] C o n s t a n t Velocity

[ ] C a r d a n Differential or C o m p e n s a t i n g Device:

M a k e : ............................ Model : ............................ T y p e : [ ] Au toma t i c Locking

[ ] Non-Lock ing M a x i m u m R a t e d I n p u t T o r q u e Capac i ty : ............................ Lb . -F t , M a x i m u m R a t e d Load on T i res a t Ground : ............................ Lb. Axle T r e a d : ............................ In . Bogie Whee l Base : ............................ In .

198 P A R T F - - Q U E S T I O N N A I R E 414~iPI

12.

15.

14.

Rear Drive : [ ] Axle; [ ] Bogie Make: ...................... Model: ........................ Gear Ratio: ........................ to | Type Drive: [] Single Reduction; [] Double Reduction If Double Reduction, Type Final Reduction:

O Spur Gears at Differential [ ] Internal Gears at Hubs

Differential or Compensating Device: Make: ............................ Model: ............................ Type: [] Automatic Locking

[] Non-Locking Maxinmm Rated Input Torque Capacity: ............................ Lb.-Ft. Maximum Rated Load on Tires at Ground: ............................ Lb. Axle Tread: ............................ In. Bogie Wheel Base: ............................ I.

Overall Gear R e d u c t i o n : In Lowest Forward Gear: ............................ to 1

S u s p e n s i o n : Front Rear

[ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ]

Type Suspension: Leaf Spring: Coil Spring: Torsion Bar: Air Cushion:

Wheel Travel to Full Jounce: Carrying Full Load (In.):

Wheel Rate a t Full: Load (Lb. per In.):

Wheel Motion at Full Load (In.): Shock Absorbers: [ ]

Upsprung Weight at Full Load: .................... ~o

[]

15. Wheels , Tires and R i m s :

Wheels, Type: Disc: Spoke:

Wheels, Construction: Steel: Aluminum:

Rims, Type: Single: Dual:

Rim Size (In.) Tire Size.

Ply Rating: Inflation Pressure (P.S.I.):

Maximum Load (~ .......................... Above Pressure (Lb.)

Tire Tread Design: ..............................

Front Rear

[ ] [ ] [ ] [ ]

[ ] D [ ] [ ]

[ ] [ ] [ ] [ ]

.Jl I I I I I I I I I

l - L

I ~' I I

A- ANGLE OF APPROACH C- INTERAXLE CLEARANCE

ANGLE D- ANGLE OF DEPARTURE H- OVERALL HEIGHT L- OVERALL LENGTH U- UNDERCHASSIS CLEARANCE W- OVERALL WIDTH

w

J

To assist in i n t e rp re t i ng the var ious m e a s u r e m e n t s , this d i a g r a m shows the r e c o m m e n d e d m e t h o d s for f iguring the angles, lenSth, wldth , helSht, and underchass l s c learance for a i rc ra f t rescue and fire fll~htin~ vehicles.

t~

,r

Z

200 PART F - - QUESTIONNAIRE 414-9 : !

16. Electrical System: Voltage: Lighting: ............................ ; Star t ing: ............................ Alternator: Make: ............................ Model: ............................

Capaci ty: ............................ Amp. ~ ............................ Volts Batteries: Make: .................... Model: .................... N umbe r : ...................

Capacity, Each: .................... Amp. Hr.(~20 Hr. Rate Battery System: [] Single; [] Dual Star ter : Make: ............................ Model: ............................ [] External Bat te ry Charging Connection: .................... Volts [] Engine Coolant Preheat ing Connection: .................... Volts [] Electrical System Radio Suppressed

17. Fuel System: Fuel Pumps : [] Mechanical, N um ber : ....................

[] Electrical, Number : .................... Fuel T a n k Capaci ty: .................... Gal. ; Location: ........................................ [] Flame Attes ter Relief Fi t t ing on Filler Opening

18. Exhaust System: Construct ion of Muffler: ....................................................................................

Tail Pipe: ...................................................................................................... Location of Exhaus t Discharge: ........................................................................

19. Service Brakes: Make: ............................ N um ber : ............................ Front , Type : [] In te rna l Shoe

[] Disc Braking Area: .................... Sq. In.

Rear, Type : [] In terna l Shoe [] Disc

Braking Area: .................... Sq. In.

Brake Application System: Make: ............................ Type: [ ] Air-Mechanical

[ ] l:[ydraulie, with: [ ] Air Booster [ ] Vacuum Booster [ ] No Booster

If Air Brake Application System: Compressor Capacity: ............................ C.F.M. Air Reservoirs Capaci ty: ............................ Cu. In.

- - Quick Build-Up T a n k

20. Emergency Brakes: Make: ............................................ Location: ............................................... Braking Area: ............................ Sq. In. Type: [] Entirely Independen t of Service Brakes

[] Connected to Service Brakes

21. Steering: Steering Gear: Make: ............................................ Model: .......................... [ ] Power Assist, Make: ...................................... Model: .............................. Wall-to-Wall Turn ing Diameter : ............................ Ft .

4 1 4 - 9 4

201 AIRCRAFT RESCUE & FIRE FIGHT1NG VEHICLES

:12. Body : Construct ion:

[] Chassis rigid, unitized [] Chassis flexible

Frame Material: .................................................................................................. Body Const ruct ion Material: ............................................................................ Location of s teps or ladders to working deck:

[] each side; [] rear Type Nonskid Surface on Steps, Walkways: ..................................................

23. C a b : Location: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N um ber of Seats: ................................. N u m b e r of Doors: ................................ Type Glass: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Driver Visibility: Horizontal : ........................ Vertical: .................................. Tur re t Access Hatch? ............................ Insula t ion Thickness: ........................ Cab Construct ion Material: ........................................................ I n s t r u m e n t Panel:

[] Hinged [] Circuit Quick Disconnects [] Removable [] I n s t r u m e n t Baeldighting

Cab Volume: ............................ eu. ft. Heater Capaci ty: .................... BTU

24. P u m p ( s ) an d P u m p Drive: Number of Water Pumps : ................ Material: ................................................ Total P u m p Capacity: ........................ G P M at .................... PSI Tota l P u m p Drive:. [] Separate Engine(s) ; [] Power Take-off If Separate Engine(s) Drive:

Engine Make: .................................. Model: .............................................. Location: .......................................... N um ber Cylinders: .......................... Piston Displacement: ...................... Cu. In. Maximum Brake Horsepower: Gross: ................ ~ ................ R.P .M.

Net: ................ (~ ................ R.P .M. Governor: Make . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: ................................................ Maximum Governed Speed: .............. R .P .M. Voltage of Ignition and Star t ing System: .......................... Type Clutch, if Furnished: ....................................

If Power Take-off Drive: Location of P.T.O.: [] Engine

[] Torque Conver ter [] Transmiss ion

Is Power Transmission Uninterrupted? ............................ P.T.O. Clutch Type: ....................................................................

Torque Capaci ty: ........................................ Lb. Ft. Clutch Actuation: ....... : ............................................

Maxinmm Engine Speed at which P.T.O. May be EngKged: ........ R .P .M. Suction Piping Material: .................................................................................... Suction System Low-Point Drain : Type Valve: ..........................................

Size: .................... In. P u m p Discharge Gates: N um ber : Size: .................... In.

Location: ..........................................................................................................

202 PART F - - Q U E S T I O N N A I R E 4 1 4 ~ 9 5

P u m p C h e c k V a l v e ( s ) : N u m b e r : .................... S ize : .................... In .

L o c a t i o n : ....................................................................................................... T y p e P r e s s u r e Re l i e f D e v i c e : .......................................................................... D i s c h a r g e P i p i n g M a t e r i a l : : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

T y p e V a l v e s : ........................................ T y p e C o u p l i n g s : .............................

C h u r n L i n e : D e s i g n : ............................ L o c a t i o n : ............................................ [ ] O p e n S y s t e m ; [] C l o s e d S y s t e m

C h u r n L i n e V a l v e C o n t r o l M e t h o d : ..........................................................

25. Water T a n k : L o c a t i o n : .................... ; U s a b l e C a p a c i t y : ............ Ga l . ; N o. of T a n k s : .......... D i m e n s i o n s - - H e i g h t : ............ I n . ; L e n g t h : ............ I n . ; W i d t h : ............ hi

H e i g h t of T a n k B o t t o m A b o v e G r o u n d : .................... In . C o n s t r u c t i o n M a t e r i a l : .................................................................................... I n t e r i o r C o a t i n g : [-1 Y e s ; O N o ; C o a t i n g M a t e r i a l : ..........................

Baff les - - N u m b e r T r a n s v e r s e : ..................................

N u m b e r L o n g i t u d i n a l : .............................. A n t i - S w i r h [] Y e s ; [ ] N o

T a n k F i l l e r O p e n i n g s : Size : ............ I n . ; N u m b e r : ............ ; T y p e : ............ L o c a t i o n : ..~ ......................................................................................................

26. F o a m Liquid C o n c e n t r a t e T a n k ( s ) : L o c a t i o n : .................... N u m b e r : ............ U s a b l e C a p a c i t y ( T o t a l ) : ........ Gal, T y p e : [ ] R i g i d C o n s t r u c t i o n M a t e r i a l : ................................

[ ] F l e x i b l e

F i l l T r o u g h L o c a t i o n : .................................... No . of C a n O p e n e r s : .............. T a n k F i l l C o n n e c t i o n s : S ize : ............ I n . ; N u m b e r : ............ ; T y p e : ..........

L o c a t i o n : ....................................................................

27. F o a m P u m p i n g and P r o p o r t i o n i n g S y s t e m : T y p e F o a m P r o p o r t i o n i n g S y s t e m : ............................................................... F o a m L i q u i d C o n c e n t r a t e P e r c e n t a g e : V a r i a b l e f r o m ............ to ............ ci~ F o a m L i q u i d C o n c e n t r a t e P u m p - - M a t e r i a l : .............................................

C a p a c i t y : .................... G P M a t .................... P S I . T y p e P u m p D r i v e : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F o a m L i q u i d C o n c e n t r a t e P i p i n g - - M a t e r i a l : ..............................................

28. T u r r e t N o z z l e ( s ) : N u m b e r : ............................ M a k e : ............................ M o d e l : .........................

L o c a t i o n : ........................ T y p e N o z z l e : ................ [ ] S ing l e D i s c h a r g e [] D u a l d i s c h a r g e

T u r r e t F l o w R a t e ( s ) : ................ G P M ; O p e r a t i n g P r e s s u r e : ................ PSI D i s c h a r g e s : [ ] F o a m - - S t r a i g h t S t r e a m [] F o a m - - V a r i a b l e P a t t e r n

[] W a t e r - - S t r a i g h t S t r e a m [] W a t e r - - S p r a y

R a n g e - - S t r a i g h t S t r e a m F o a m F a r P o i n t : .................... F t . N e a r P o i n t : .................... F t .

4 1 4 - 9 6


Range - - Fu l ly Dispersed or Spray, F o a m Ful l W i d t h : ................. .Ft. E x t e n d O u t (Min. ) : .................... Ft .

Range - - S t r a i g h t S t ream, W a t e r Min. Range : ................ Ft .

Range - - Spray, Wa te r

Min. Range : ................ F t . Min. W i d t h : ................ Ft . T u r r e t Cont ro l : [] M a n u a l Only ; [] H y d r a u l i c Power Foam Q u a l i t y : Expans ion R a t i o : .................... to 1.

2 5 % D r a i n a g e T i m e : ............ Min .

~9. H a n d l i n e ( s ) : N u m b e r : ............................................ Loca t ion : ................................................ L e n g t h Hose per Reel : .................... F t . Size .................... In.

Reel M o u n t i n g : [] F ixed [] Swing-Out He igh t of Ree l Top Above Ground : .................... In . Nozzle - - M a k e : .................................... Model : ................................................

L iqu id F low R a t e : ............................ G P M

F o a m Qua l i t y : E x p a n s i o n R a t i o : .................... to 1 2 5 % D r a i n a g e T i m e : ............ Min .

F o a m P a t t e r n - - W i d t h : .................... F t . R a n g e : ........ . ............ F t .

d0. G r o u n d S w e e p N o z z l e ( s ) :

N u m b e r : ................................................. Loca t ion : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Liquid Flow Ra te ( s ) : ............................ G P M

F o a m Qua l i t y : E x p a n s i o n R a t i o : .................... to 1

2 5 % D r a i n a g e T i m e : ............ Min . F o a m P a t t e r n - - W i d t h : .................... F t . R a n g e : .................... F t .

Cont ro l Loca t ions : [] I n Cab ; [] Outs ide

J I . U n d e r T r u c k N o z z l e ( s ) : N u m b e r : ................................................ Loca t ion : ............................................ L iqu id Flow R a t e ( s ) : ............................ G P M

Cont ro l Loca t ion : [] I n Cab ; [] Outs ide

•2. A u x i l i a r y E q u i p m e n t : Flash ing Beacon - - M a k e : ............ Model : ............ Loca t ion : ........................ Siren: M a k e : ................ Mode l : ................ Loca t ion : .................................

Cont ro l Loca t ion : ............................................................................................

Horn : [] Air; [] E lec t r i c

Radio(s) [] Ground Cont ro l F requency ; [] Local Con t ro l F requency

204 COMMITTEE ON BOILER-FURNACE F~V~PLOSIONS BFE-I

Report of Committee on Boiler-Furnace Explosions

C. E. P a r k e r , Chairman, Publ ic Service Elec t r ic & Gas Co.. 80 P a r k Place, Ne wa rk . N. ft. 07101

(rep. Edison Elec t r ic I n s t i t u t e ) W. B. M a r x . Secretary,

A m e r i c a n Boiler M a n u f a c t u r e r s Assn. . 1180 R a y m o n d Blvd., Ne wark . N. J . 07102

J . ID. A n d r e w , J r . , T he Babcock & Wilcox Co.

It. R. Beal, Ba i ley Mete r Co. V. Z. . Caraer la t i , Combus t ion Eng i -

neer ing , Inc. D. P. Congdon, F a c t o r y I n s u r a n c e

Assn. T h o m a s D. Coyne, Gibbs & Hill, Inc. L. H . F l a n d e r s , F a c t o r y Mutua l En-

g i n e e r i n g Corpora t ion . Ross F o r n e y , l~orney E n g i n e e r i n g Co. M. O. F u n k , E r i e Ci ty I r o n Works . H u g h H l g g i n s , Nat iona l Oil Fuel

I n s t i t u t e , Inc. Melvin L. Jones , E. I. du P o n t de

N e m o u r s & Co. E a r l e C. Miller, Amer i can Society of

Mechanica l Eng inee r s . E. R. Mitchel l , A m e r i c a n Society of

Mechanica l Eng inee r s .

~V. H. Russel l , Nat ional B u r e a u of Casua l ty U n d e r w r i t e r s .

W. R. Sarno, Amer i can Gas Assn. W. J . Smith , U n d e r w r i t e r s ' Labora -

tories, Inc. J . C. Sonntag , Edison Elec t r ic In-

s t i tu te . J . T. Sorensen, F i r e I n s u r a n c e Re-

search and Actuar ia l Assn. W. A. S u m m e r s , I n s t r u m e n t Society

of America . E. F. Tazisz, N F P A Co mmi t t e e on

F l a m m a b l e Liquids . K. N. ThompsOn, Amer ican P e t r o l e u m

Ins t i tu te . J ame~ B. Walker , J r . , NT 'PA Com-

mi t tee on Dus t Explos ion H a z a r d s . W a y n e L. W i n g e r t , T h e De t ro i t Edi-

son Co.

Alte rna tes .

C. W. C o a a w a y , F a c t o r y I n s u r a n c e M . J . I teed. Nat iona l Oil ~"uel In- Assn. (A l t e rna t e to D. P. Congdon.) s t i tu te . Inc. (A l t e rna t e to H u g h

Higg ins . ) J . D. Manney , Amer ican P e t r o l e u m J . H . Wi t te , U n d e r w r i t e r s ' Lab o ra -

Ins t i tu t e . (A l t e rna t e to K. N. tories. Inc. (A l t e rna t e to W. J. Thompson . ) Smith. )

ScoPE: T he p reven t ion of explosions of pulver ized, l iquid, and ~aseous fuels s e p a r a t e l y or in combina t ion in indus t r ia l and publ ic u t i l i ty bo i le r - fu rnaces , of t ypes de s igned to produce 10,000 or more pounds of s t e a m pe r hour . (This field is not covered by the Commi t t ee on D u s t Explos ion H a z a r d s (Standar~l on Pu lve r i zed ]~'~el), by the Commi t t e e on l~ lammable L iqu id s ( S t a n d a r d on Oil B u r n i n g E q u i p m e n t ) . or by the Commi t t e e on Fuel Gases ( S t a n d a r d on Gas Appl iances and Gas P ip ing . )

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