Report of the Committee on Committee Scope: This Committee shall have primary responsibil- ity for documents on the criteria for aircraft rescue and fire fighting Aircraft Rescue and Fire F'~hdng services and equipment, procedures for handling aircraft fire emergencies, and for specialized vehicles used to perform these John F. Rooney, Chair functions at airports with particular emphasis on saving lives and Correlating Committeece Chair reducing injuries coincident with aircraft fires following impact or Westboro, MA aircraft ground fires. Develops aircraft fire investigation procedures as an aidto accident prevention and the saving of lives in future James F. O'Rogan, Vice Chair aircraft accidents involving fire. Westhoro, MA The Report of the Technical Committee on Aircraft Rescue and RobertJ. Donahue, Srcretary lrtre Fighting is presented for adoption. Massport, MA This Report was prepared by the Technical Committee on Aircraft Rescue and lrtre Ftghting and proposes for adoption amendments to Brian Boucher, Canadian Air Line Pilots Assn., ON NFPA 414-1990, Standard on Aircraft Rescue and l~re lrlghtlng Rep. Canadian Air Line Pilots Assn. Vehicles. NFPA 414-1990 is published in Volume 6 of the 1994 Booker T. Budey, Hartsfield Atlanta Int'l Airport, GA National Fire Codes and in separate pamphlet form. Ralph Colet,John Russo Industrial Inc, CA Robert L. Darwin, U.S. Dept. of the Navy, DC This Report has been submitted to letter ballot of the Technical Charlie L. Duncan, Adanta Fire Dept. Aft., Airport, GA Committee on Aircraft Rescue and Fire lrtghting which consists of 29 B. V. Hewes, Airport Safety Services, GA voting members; of whom 24 voted affirmatively, $ negatively Paul O. Hnston, Amerex Corp., AL (Messrs. Lett, Scheffey, and Wikander), and 2 ballots were not Rep. Fire Equipment Mfrs.' Assn., Inc. returned (Messrs. Colet and Kiernan). D. Steve Kiernan, Chubb Nat'! Foam, Inc., PA L. M. Krasner, Factory Mutual Research Corp., MA Mr. Lett voted negatively stating: Dave Lenz, Oshkosh Truck Corp., WI "Ref. Log CP#170: Recommend editorial revision to append ThomasJ. Lett, Albuquerque Fire/Safety Assn. Inc., NM following comment after - conversion value - to three decimal places. Rep. NFPA Fire Service Section Reason is that present proposal is open ended and should be limited D. Robin Maryon, Simon Gloster Saro Ltd, England to routine manufacturing tolerances. Daniel A. Nommensen, Emergency One, Inc., FL Ref. Log CP#35 - Proposed paragraph 2-15.7.3.3 (on page 4) i.e., 60 JohnJ. O'Sullivan, British Airways, England gpm handling conflicts with paragraph 2-15.7.3 (on page 4) that Davis IL Parsons, Los Angeles City Fire Dept., CA indicates 95 gpm. Recommend 95 gpm especially for interior fire Gaetan Perron, Dept. ofNat'l Defence, ONCanada fighting. Robert G. Relyea, ARFF Working Group, TX Ref. Log CP#173 paragraph 2-4.4.1 and Log CP#119 paragraph 2- Robert E. Reyff, U.S. Air Force, FL 4.5.1, and 4-4.5.1. CP#173 cites battery cold cranking amps at O°F Paul R. Robinson, Kennesaw, GA while CP#119 cites 32°F. (Note that CP#18 also cites 0°F). I Rep. Air Line Pilots Assn. understand that some battery manufacturers have lessened CCA OSeph L. Scheffey, Hughes Assoc. Inc., MD ptherformance to reflect battery performance at 32°F. I recommend ohn M. Schuster, 3M Co., MN at we stick with O°F for CCA performance and therefore, question n X. Stefanki, John X Stefanld Inc., CA the difference between CP#173and CP#18 on the one hand and amJ. Wenzel, Schenectady, NY CP#119 on the other. Rep. Walter Truck Corp. Ref. Log CP#128 and CP#163. The discussion and recommenda- Ronald O. Wikander, Lockheed Aeronautical Systems Co., GA tions to accept changes to 2-15.7.3.5 are at odds with each other. I jLarry E. Williams, Emergency Response Training Academy, Inc., AR recommend action per CP#128. Also woven jacket hose is not oseph A. Wright, Federal Aviation Administration Tech Ctr., NJ necessarily the hose construction that is most desirable, especially in an environment that might be loaded with hydrocarbon/aviatlon fuel (Note see also LogCP#103). Alternates Ref. Appendix D, CP#15, page 63 of package, and paragraph tided "Required Capabilities". In the second sentence of the second Fred B. Goodnight, Amerex Corp., AL paragraph I believe the word "Electrocuting" humans is incorrect (AIt to P. O. Huston) and possibly should be "illuminating". This comment is probably Frank M. E. Hughes, British Airways, Middlesex, England editorial but the existing word is certainly inappropriate? (Ait. toJ.J. Sullivan) Robert E. Maxwell, Dept. ofNat'l Defence, ON, Canada Mr. Scheffey voted negatively stating: (AIt to G Perron) "This document, as currently proposed, is not ready for adoption as Thomas E. McMaster, Los Angeles City Hre Dept., CA a standard for both technical and correlation reasons: (Alt to D R Parsons) CP 14/1.1.4- 2-15.6.7 Rich~.-~l E. Ottman, 3M, MN The extendible turret may be viable, but there is limited technical (Alt to J. M Schuster) basis for codifying requirements: William S. Weeks, Airline Pilots Assn., NC (a) Concern for loss of life is identified as rationale for incorporat- (AIt to P R Robinson) ing these requirements. Do we really expect to save lives by a remotely operated turret/peuetrator? Or are we strictly concerned with property (aircraft) damage? Nonvoting (b) The 403 Subcommittee just provided additional agent requirements for interior handlines. Is this agent to be directed to ohn Cedric Black, BAA plc, England the extendible turret? erek K. G. Dodwell, Civil Aviation Authority, England (c) Do we really expect the turret on the extendible boom to act as Gary Hammack, Nat'l Transportation Safety Board (TE-10), DC the primary target? If so, how can we expect increased efficiency by (Alt. to L. D. Roman) directing the a~ent flow down through the plume instead of at the John E. Lodge, Lodge Fire Protection Consultancy Ltd, Berkshire base of the fire. (Member Emeritus) (d) No tactics or procedures have been provided. In particular, I Lawrence D. Roman, U.S. Nat'! Transportation Safety Board, DC am concerned about increased overnsage of AFFF exacerbating the David F. Short, Carmichael Int'l. Ltd, England agent quantity problem identified byVic Hewes. PauIJ. Lindsay, Transport Canada, ON, Canada (e) No equipment and guidance for interior attack (indirect with (Alt. to B. Valois) penetrator nozzle) is provided. Richard m. Radford, The Fire Service College, England (f) No technical data (aside from the Vic Hewes AFFF usage data) Bernard Valois, Transport Canada, ON, Canada was provided. It was stated that excess foam usage is a result of the inability of conventional turrets to access a fire area, but this comment is unsubstantiated. Staff Liaison: Mark T. Conroy (g) Potential proprietary issues were identified in the committee (CP 161). This llst represents the mmnbership at the time the Committee was Technical data related to elevated turrets was to be provided to the balloted on the text of this edition. Since that time, changes in the committee, and in particular to those interested in the technical membership may have occurred. merits (including me). To date, I have received no data on this issue.

164 CP 90 - 4-1.1, 4-1.2, and CP 148 There are other "optional" requirements in CP 116. No technical basis was provided to require the 500 lb minimum No rationale is provided for the following changes: auxiliary agent requirement. CP 134 (4-13.10.2.3 and 4-13.10.3.3), CP 141(5-3.22.4 (e) 2), and Entire Document- Correlation Issues CP 140 (5-3.18). I recommend that this document be returned to the subcommittee NFPA 403 is not referenced (Chapter 6). There appears to be to resolve these issues. conflicts with NFPA 403 at least in paragraphs 3-13.1.1 and 4-13.1.1. The document is in conflict with NFPA 412 1993 edition in the Mr. Wikander voted negatively stating: paragraph ~13.11.1. "I wish to change my vote for NFPA 414; A-95-ROP to negative on Optional requirements" are not permitted in an NFPA Standard: the basis of Mr. Scheffey's comments." CP 116 (Section 5-3.1.2), CP 316 (Section 5-3.1.4), and CP 138 (Section 5-3.1.4d, g,h).

165 NFPA 414--- A95 ROP

(Log #CP170) 1-4.3.1.3 Materials that deteriorate when exposed to sunlight, 414- 1 - (Entire Document): Accept weather, or operational conditions normally encountered during SUBMITrER: Technical Committee on Aircraft Rescue and Fire service shall not be used or shall have a means of protection against Filzhting, such deterioration that will not prevent compliance with perfor- [ RI~CONIMENDATION: Revise all the conversions from English mance requirements. | units to metric units, using the true conversion value. 1-4.3.1.4 Protective coatings that chip, crack, or scale with age or - SUBSTANTIATION: Non-editorial substantiation: By rounding off extremes of climatic conditions or on exposure to heat shall not be the converted metric values, it is causing manufacturers to develop, used. stock, and maintain two different components even though the 1-4.3.1.5 The use of proven, nonmetallic materials in lieu of metal document says the components are equal. An example will be the is permitted if that use contributes to reduced weight, lower cost, or roof turret discharge; 750 gpm or 3000 liters per minute discharge [ less maintenance and there is no de~adation in performance or per the document are the same, but two units are developed for the ] increase in long-term operations and maintenance costs. industry. The tolerance factor for discharge applies to each [ 1-4.4 Lettering, Numbering, and Striping. discharge rate. [ 1-4.4.1 Vehicle numbering, lettering, and minimum 8 in. wide COMMITTEE ACTION: Accept. [ reflective striping shall be provided conforming to ASTM D 4956-90, [ Standard Specifications for Retroreflective Sheeting for Traffic I Control. Striping shall be placed horizontally on the sides of the [ vehicle below the body centerline. Vehides shall display an (Log #CP1) I identification number on each side and roof. Side numbers shall be 414- 2- (1-3): Accept [ a minimum of 16 in. in height. Roof numbers shall be a minimum SUBMITrER: Technical Committee on Aircraft Rescue and Fire | of 24 in. in height and affixed with their bass toward the front of the Fighting, [ vehicle. Numbering, lettering, and striping shall be in sharp PO~COItTIMENDATION: Add definition - seat belt - A two-point lap contrast to the vehicle color. I belt, a three-point lap/shoulder belt, or a four-point lap/shoulder SUBSTANTIATION: Other NFPAvehicle standards clearly state [ harness for vehicle occupants designed to limit their movement in ainting and marking requirements for fire fighting vehicles• | the event of an accident, rapid acceleration or rapid deceleration by • ping and numbering requirements are identified in FAA advisory | securing individual safely to a vehicle in a seatedposifion. circulars. The ASTM standard replaced the LS 300 standard SUIk~TANTIATION: To be consistent with NFPA 1500 Standard on currently addressed in NFPA 1900 series standards. Fire Department Occupational Safety & Health Program. COMMITrEE ACTION: Accept. COMMITrEE ACTION: Accept.

(Log #CP35) (LOg #CP120) 414- 6 - (Chapter 2 ): Accept 414- 3 - (1-3 Weatherproof): Accept $UBMITrER: Technical Committee on Aircraft Rescue and Fire SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting, a n DATION 1 2-1.1 to [i~c~Ji~IMENDATION: Add a definition for Weatherproof: "6000 gal (24000 L)". ] Weatherproof. A component that possesses sufficient protection to [ prevent rain, snow, and wind-driven sand, dirt, or dust from 2. 2-1.2 Revise to add new dasses as follows: [penetrating under all operating conditions. It is not intended to be | watertight or submersible. Minimum Rated Water Capacity SUBSTANTIATION: Missing from definitions. COMMITTEE ACTION: Accept. Class Gallons (Liters) 1 100O (4000) 2 1500 (6000) (Log #CP2) 3 2500 (9000) 414- 4- (1-4.2.3.2 (New)): Accept 4 3000 (11000) SUBMITTER: Technical Committee on Aircraft Rescue and Fire 5 4000 (15140) Fighting, 6 5000 (18925) [ R]~COMM~NDATION: Add: 7 6000 and over (22710 and over) ] A qualified and responsible representative of the contractor shall [instruct personnel specified by the purchaser in the operation, care, ] and maintenance of the vehicle delivered. The purchasers shall 3. 2-11.4.5 Revise (i) to read as follows: ] specify provisions for training, including the location, duration and (i) Bumper turret controls or groundsweep valve control. |agree on suitable training aids such as video tapes, training manuals. Revise (j) tO read as follows: SUBSTANTIATION: Training of fire personnel is essential to (j) Where specified, undertruck valve control. ensure proper operation, care, and maintenance of the vehicle as acquired such training is intended to provide initial instruction. Add the following: COMMITrF~ ACTION: Accept. (p) Auxiliary agent pressurization control, where specified. (q) Windshield deluge system switch where specified.

4. Add the following new text: (Log #CP110) 2-13 Fire Fighting Systems and Agents. 414- 5 - (1-4.3): Accept 2-13.1 General. SUBMITTER: Technical Committee on Aircraft Rescue and Fire 2-13.1.1 For aircraft rescue and fire fighting purposes, primary and auxiliary extinguishing agents used shall be listed. Compatibility of ~J~nlt~,WANDATION: Revise to read: foam agents shall be verified prior to mixing. 1-4.3 Metal Finish. 2-13.1.2 Vehicles designed to discharge auxiliary a~ents shall 1-4.3.1 All exposed ferrous metal surfaces not plated, stainless steel re.quire the use of auxifiary agents which are compatible with the or otherwise treated to resist corrosion shall be thorou~[hly cleaned primary agent. md prepared and shall be painted to the color(s) specified by the 2-13.1.3 All components of the agent systems includin~ the tanks, ~urchaser. If nonferrous body components are furnished, the piping, fill troughs, screens, etc., shall be made of materials resistant mrchaser shall specify which surfaces are to be painted. The paint, to corrosion by the primary agent, primary agent/water solution, ncluding th%primer, shall be applied in accordance with the paint water, and auxiliary agent, where specified. nanufacturer s recommendation. 1-4.3.1.1 (Old 2-12.8) Paint finish shall be selected for maximum 5. 2-13.1.2 Revise to read as follows: visibility and shall be resistant to damage from fire fighting agents. 2-13.1.2 All proportioning system components shall be made of 1-4.3.1.2 Dissimilar metals shall not be in contact with each other. materials resistant to corrosion by all primary agents. Metal plating or metal spraying of dlssimilar base metals to provide electromotively compatible abutting surfaces is acceptable. The use 6. 2-13.1.3 Revise to read as follows: of dissimilar metals separated by suitable insulting material is 2-13.1.3 When discharging foam solution, the pumping system permitted, except in systems where bridging of insulation materials shall be capable of discharging at a rate equal to or exceeding total by an electrically conductive fluid can occur. requirements of roof or extendable turret(sL bumper turret or

166 NFPA 414--- A95 ROP avoundsween nozzles, nreconnected handline nozzles, and discharge rate of 60 gpm (240 L/min) +10%, -0%. Each nozzle shall undertruck taozzles where specified discharging simultaneously at have a minimum foam discharge patterns from a dispersed stream of designed pressures. 15 ft (4.5 m) width and 20 ft (6 m) range, to a straight foam stream with a 50 ft (15 m) range. 7, Delete 2-15.1. 15. Revise 2-15,8 and 2-15.8.1 to read as follows: 8. 2-15.2.1 Revise to read as follows: 2-15.8 Bumper Turret, Ground Sweep and Undertruck Nozzles. 2-15.2.1 The purchaser shall specify the percent concentrate foam 2-15.8.1 Vehicles shall have a remote controlled bumper turret or system to be provided. The foam-liquid concentrate tank(s) shall groundsweep nozzle(s) mounted on the front of the vehicle. have a working capacity sufficient for 2 tanks of water at the Controls for the bumper turret or groundsweep nozzle(s) shall be maximum tolerance specified in NFPA 412. mounted inside the cab within easy reach of the driver and a crew person. 9. 2-16.2.2 Add "where specified". 2-15.8.1.1 The bumper turret shall have a horizontal rotation of 180 ° (-0%+10%), and vertical travel of +45 °, m -20 °. The flow rate 10. 2-15.4.1 Revise to read as foUows: shall be 250 gpm (+10%, -0%). 2-15.4.1 The foam-liquid concentrate piping shall be of material 2-15.8.1.2 Ground sweep nozzle(s) shall have a total discharge rate resistant to corrosion by foam-liquid concentrates addressed in this of 100 gpm (+10%, -0%). The minimum reach requirements are as s~dard. Care shall be taken that combinations of dissimilar metals follows: that produce galvanic corrosion are not selected or that such Minimum reach 30 ft dissimilar metals are electrically insulated. Where plastic piping is Minimum pattern width 12 ft used, it shall be fabricated from unplasticized resins unless the stipulated plasticizer has been shown not to adversely affect the 16. Add the following new sections on auxiliary agents: performance characteristics of the foam-liquid concentrates 2-17 Auxiliary Agent System. Where specified, the vehicle shall be addressed in this standard. The plastic pipe may be reinforced with equipped with an auxiliary agent system using either dry chemical glass fibers. (potassium bicarbonate) or halon 1211. 2-17.1 The dry chemical container shall be constructed in 11. 2-15.5.1 Revise to read as follows: accordance with the ASME Code for Unfired Pressure Vessels and 2-15.5.1 The foam concentrate proportioning system shall provide shall be so stamped. a preset or adjustable means of controlling the ratio of foam 2-17.1.1 All piping and fittings shall conform to the appropriate concentrate to the quantity of water in the foam solution being ASME Code and shall be designed to withstand the working discharged from all orifices normally used for aircraft fire fighting pressure of the system. The design of the piping and valving shall be operations. such that it provides the desired flow of gas into the system and the minimum amount of restriction from the chemical container to the 12. 2-15.6.2 Revise the paragraph and table to read as follows: hose connection. When more than 1 hose line is provided, piping 2-15.6.2 The total foam solution discharge rate from the primary and fittings shall be so sized and designed that there will be equal turret, or lpair of primary turrets, shall be as specified in Table 2- flow to each line regardless of the number of lines placed in operation. elis.d',srg~d ;.....t ,,,.., ~ d,~.. 2 ,,.h.~;~--. ~.d i.+z l..,.~. ~,~. ] ,,,.;..~:.~. 2-17.1.2 Provisions shall be made for the purging of all piping and The primary turret nozzles shall include roof turret(s), extendable hose of dry chemical after use without discharging the dry chemical turret nozzles, and bumper turrets. remaining in the dry chemical container. Provisions shall also be

Table 2-15.6.2

Vehicle Rated Tank Maximum Roof Turret with Bumper Turret Roof Turret without Class Capacity Turret(s) Capacity Flow Rates Bumper Required Roof Bumper Turret Gallons GPM GPM GPM GPM

1000 750 500 250 500 2 1500 'b'~i PI' 'I'? l 3 2500 4 3000 4000 1250 1000 250 1250 5000 ~N~O I~l rlflTi ~k'ffl 10g'l]

Ft, "~,,,',~ ,,Pd, ;z, zcd ,~p~dZlcz ,, c,~zc; d,w, "&,~ ;,i,,,:,,c,.,, ;arid made for the depressurization of the dry chemical container without _ .. 2- -- r .... t- --I----- tr / - X a- t the loss of the remainder of the dry chemical. A pressure gage shall be provided that will, at all times, indicate the internal pressure of ~padZ r L) 2. For Class 3 ou_da£9__qg_h_~vehicles, the maximum the agent storage container. rated turret discharge capacity shall not exceed 1250 gpm 2-17.1.3 The system shall be designed to ensure fluidization of the 6000 L/mln). dry chemical at the time of operation. Where any design includes the movement of the chemical container to fluidize the contents, 13. Revise 2-15.7, 2d5.7.1 and 2-15.7.1.1 to read as follows: such design shall also include a manual operating feature. 2-15.7 Pre-connected Hand Lines. 2-17.1.4 A check valve shall be provided in the gas piping to 2-15.7.1 Major aircraft rescue and fire fighting vehicles shall have a prevent the extinguishing agent from being forced back into the minimum of 2 Im~rma'y pre-connected hand lines that meet the propellant gas line. requirements of either 2-15.7.3 or 2-15.7.4. The 2 lm~'at~ ~..¢: 2-17.1.5 A means of pressure relief conforming to appropriate hand lines shall not be located on h same side of the ASME Codes shall be provided for the dry chemical container and vehicle. piping to prevent overpressurization in the event of a malfunction in 2-15.7.1.1 9rimm'y pre-cormected hand lines shall be those hand the propellant gas regulator system or in the event the container is lines for discharging foam streams that are specified by the involvedin a severe fire exposure. purchaser as intended for use as primary crash/fire/rescue attack 2-17.1.6 The fill opening in the dry chemical container shall be equipment. All other hand lines that may be installed on the vehicle located so that it will be easily accessible for recharging and require for discharging either water or foam or both shall be considered as a minimum amount of time and effort to open and close. The filling additional hand lines and not primary hand lines. shall be accomplished without the removal of any of the extin- guisher piping or any major component. 14. 2-15.7.3.3 Revise to read as follows: 2-17.1.7 A quick-acting control for operation by the driver to 2-15.7.3.3 Each hand line shall be equipped with a shutoff type pressurize the dry chemical agent system from the cab of the vehicle nozzle designed to discharge both foam and water at a nominal shall be provided with similar control at the band line.

167 NFPA 414--- A95 ROP

2-17.2 Propellants. of operating and freedom from leakage. 2-17.2.1 The propelling agent shall be dry nitrogen or dry air. 2-18.4.3 All discharge piping shall be tested at 50 percent above 2-17.2.2 All propellant gas cylinders and valves shall be in system operating pressure. accordance ruth the U.s. Department of Transportation (DOT) 2-18.4.4 When more than 1 hose line is provided, piping and requirements or regulations. Cylinders shall bear the DOT marking. fittings shall be so sized and designed that there will be equal flow to 2-17.2.3 The method of adequately pressurizing and propelling each line regardless of the number of lines placed in operation. the dry chemical in the system shall provide a sufficient quantity of 2-18.4.5 Provisions shall be made for the purging of all piping and gas to expel the agent, as well as permitting the complete purging of hose of the Halon after use without discharging the Halon all piping and hose lines after each use. remaining in the container(s). Provisions shall also be made for 2-17.2.4 The design of the propellant source shall provide for venting of the Halon container without loss of the remainder of the quick and easy replacement after each use. liquid agent. 2-17.2.5 A pressure gage shall be provided and shall, at all times, 2-18.4.6 A quick-acting control for operation by the driver to indicate the pressure on the propellant gas source. pressurize the Halon system from the cab of the vehicle shall be 2-17.2.6 Cylinder valves, gages, and piping shall be arranged as to provided with similar control at the hand line. preclude accidental mechanical damage. 2-19 Dry chemical turret. The minimum capacity of the auxiliary 2-17.3 Pressure Regulation. agent system shall be 450 ibs of potassium bicarbonate for all classes 2-17.3.1 Pressure regulation shall be designed so that it will of vehicles. automatically reduce the normal cylinder pressure and hold the 2-19.1 Where specified, a primary turret shall have an auxiliary cPlryropellantgas pressure at the designed operating pressure of the agent discharge mounted parallel to the primary agent discharge chemical container. such that the auxiliary agent discharge is controlled the same way, 2-17.3.2 All pressure regulating devices shall be sealed or pinned at and with the same travel requirements, as the primary turret. the designed operating pressures after final adjustment by the 2-19.1.1 The dry chemical minimum discharge rate from the turret system manufacturer. shall be 16 Ibs/sec. The minimum far point reach for dry chemical 2-17.3.3 Pressure regulating devices shall be equipped with a shall be 100 ft and the minimum width 17 ft. spring-loaded relief valve that will relieve any excess pressure that 2-19.1.2 The dry chemical system shall be designed such that both may develop in the regulator. the primary and the auxiliary agent systems can be discharged 2-17.3.4 The pressure regulator may be of a type without pressure separately and simultaneously. indicating gages. 2-19. 2 Auxiliary Agent Hand Lines. 2-18 Halon 1211 System. 2-19.2.1 Hand lines for auxiliary agents shall have a minimum 2-18.1. Halon Container burst pressure rating of at least 3 times greater than the nominal 2-18.1.1 The storage container shall be designed for pressurization working pressure of the system and shall meet the requirements of and shall be constructed in accordance with the ASME Boiler and paragraphs 4-13.10.2 or 3-13.10.3. The auxiliary agent hand line Pressure Vessel Code and shall be so marked. shall be equipped with a nozzle that allov~ full open to closed 2-18.1.2 The material of construction shall be resistant to position in 1 simple movement and shall be designed to discharge corrosion by the Haion agent to be stored. agent at a minimum rate of 5 >_ 7 lb (2.2 >_ 3.2 k~ per second at a 2-18.1.3 A readily accessible charge coupling of sufficient size to minimum range of 20 ft (6 m). Nozzle construction shall be of allow ease in filling shall be provided. The filling shall be accom- nonferrous metal or stainless steel. plished without the removal of any of the extinguisher piping or any 2-19.2.2 Twinned hand lines and nozzles shall be designed so that major component. A pressure gage shall be provided that will, at all each agent may be discharged separately or simultaneously. The times, indicate the internal pressure of the agent storage container. barrels shall be linked together to provide coordinated application 2-18.1.4 A means shall be provided to determine contents of the by 1 operator. container as a guide in recharging partial loads and to prevent 2-19.2.2.1 Each reel shall have capacity for at least 100 ft (30 m) of overfilling of the tank. 1-in. (25-mm) hose or more if specified by the purchaser. 2-18.2 Propellant Gas. 2-19.2.2.2 Each reel shall be designed and pos-itioned to permit 2-18.2.1 The propellant gas shall be dry nitrogen or dry com- hose line removal by a single person from any position in a 120 ° pressed air and-provided in sufficient quantity to expel the Halon horizontal sector. Each reel shall be equipped with a friction brake agent as well as purge all piping and hose lines after use. to prevent hose from unreeling when not desired. Power rewind 2-18.2.2 All propellant gas cylinders and valves shall be in with manual override shall be provided. The nozzle holder, friction accordance wath the U.S. Department of Transportation (DOT) brake, rewind controls, and manual valve control shall be accessible requirements or regulations. Cylinders shall bear the DOT marking. from the ground. 2-18.2.3 Connecting pipes and valves to the Halon container shall conform to the appropriate ASME Code and designed to withstand 17. Revise 4-13.1.1, 4-13.1.2 and 4-13.1.3 to read as follows: the working pressure of the system. 4-13.1.1 For aircraft rescue and fire fighting purposes, primary and 2-18.2.4 The design of the propellant source shall be such that it auxiliary extinguishing agents used shall be listed. Compatibility of will provide a quick and easy replacement after each use. foam agents shall be verified prior to mixing. 2-18.2.5 A pressure gage shall be provided which will at all times 4-13.1.2 Vehicles designed to discharge auxiliary agents shall indicate the pressure on the propellant gas source. require the use of auxiliary agents which are compatible with the 2-18.2.6 Cylinder valves, gages, and piping shall be arranged as to primary agent preclude accidental mechanical injuries. 4-13.1.3 All components of the agent systems including the tanks, 2-18.2.7 A check valve shall be provided in gas piping to prevent piping, fill troughs, screens, etc., shall be made of materials resistant the liquid agent from being forced back into the propellant gas line. to corrosion by the primary agent, primary agent/water solution, 2-18.3 Pressure Regulation, water, and auxiliary agent, if specified. 2-18.3.1 AnASME approved pressure relief valve of adequate capacity shall be prova'ded on the container and shall be set to 18. 4-13.4.1.1 Revise to read as follows: prevent pressures in excess of the maximum design working 4-13.4.1.1 The purchaser shall specify the percent concentrate pressure. foam system to be provided. The foam-liquid concentrate tank(s) 2-18.3.2 Pressure regulation shall be so designed that it will shall have a working capacity sufficient for 2 tanks of water atthe automatically reduce the normal cylinder pressure and hold the maximum tolerance soecified in NFPA 412. gas pressure at the designed operating pressure of the SUBSTANTIATION: "2-1.1, 2-3.1.2, and 2-3.3.4 - Combine the RIV on container(s). section with the Major Vehicle section. Eliminate the separate RIV 2-18.3.3 All pressure regulating devices shall be sealed or pinned at section. the designed operating pressures after final adjustment by the 2-12.3 -Users often carry extra equipment for which there is not system manufacturer. suitable compartment storage. 2-18.3.4 Pressure regulating devices shall be equipped with a 2-13, 2-13.1, 2-13.1.1, 2-13.1.2, and 2-13.1.3 - Major Fire Fighting spring-loaded relief valve that will relieve any excess pressure that Vehicles are often equipped with auxiliary agent systems. may develo.~l~ein the re.~gut_lator 2-13.1.2 (now 2-14A.2. ), 2-13.1.3 (now 2-14.1.3?), 2-15.1, and 2- 2-18.3.5 pressure regulator may be of a type without pressure 15.2.1 - The foam tank must have enough capacity for 2 tanks of indicatinggages. water whenever the proportioning system is operating within the 2-18.4 Halon Delivery Piping and Valves. allowable tolerance. - 2-18.4.1 All piping, couplings, and valves shall be sized for 2-15.5.2 - The tolerance for foam proportioning has recently been required flow with minimum restriction and pressure loss. Material changed by the foam committee. This change reflects the new for all piping, couplings, and valves shall be selected to avoid tolerance. Adjustable proportioning should be limited so that the corrosive and galvanic action. Piping shall be securely mounted and foam concentrate can not be used in less than 2 tanks of water. provided with flexible couplings to minimize stress. Adjustable proportioning, when specified, should only be adjusted 2-18.4.2 All valves shall be quarter-turn type and selected for ease with specific, conscious effort.

168 NFPA 414-- A95 ROP

2-15.5.3, 2-15.5.4, 2-15.6.2, 2-15.6.2, Table 2-15.6.2, Table 2-15.6.3, COMbflTI'EE ACTION: Accept. 2-15.6.5, 2-15.7, 2-15.7.1, 2-15.7.1.1, 2-15.7.2 and 2-15.7.3 -Hand line nozzles should have a minimum flow rate of 95 GPM. Preconnected handiines should have a minimum diameter of 1-1/2". 2-15.7.4, 2-15.7.3.2, 2-15.7.3 -To match NFPA 1964. (Log #I) COMMITrEE ACTION: Accept. 414- 12 - (2-$.1.2): Reject SUBMITTER: R. G. Willoughby, So. Ruislip Middlesex, RECOMMENDATION: Revised text: 2-$.1.2 Delete 0-50 (0-80kpb) (Log #CP54) TABLE 0-5Omph (0-80 kph) 414- 7 - (2-1.2): Accept 25 SUBMITTEPe Technical Committee on Aircraft Rescue and Fire 30 Fighting, 4O I RRCOhlMENDATION: Add Class 5 4000 gal (15,140 litre). 45 | 6 5000 gal (18925 litre). ADD OVER DISTANCE OF 400 YARDS | 7 6000 gal and over (22710 litre and over). 29 "SUBSTANTIATION: Increase in water capacity on wheels and 32 specific performance requirements for safety aspects of vehicle ride 36 and handling. 59 COMMITTEE ACTION: Accept. SUBSTANTIATION: The problem with existing regulation is vehicle acceleration is slow at 50 mph. This combined with optical position of needle and up to 3% error in speedometer reading due to tire wear can result in considerable error in results. (Log #CP168) With existing method return test would not necessarily start at the 414- 8 - (2-1.2): Accept point where vehicle reached 50 mph in the first test. The units used SUBMITTER: Technical Committee on Aircraft Rescue and Fire revolve speed which is computed from time and distance. hting, In proposed method of measurement the test could be carried out ~J!COMMENDATION: Change the Table to read: on exactly the same piece of track using the same start and finish posts in each direction using two primary units of measurement ie Table 2-1.2 time and distance. COMMITrEE ACTION: Reject. Minimum Rated Water Capacity COMMrITEE STATEMENT: Vehicles have different acceleration rates and might have a different distance through the acceleration Class ~ IAte~ range. 1 1000 3785 2 1500 5678 3 2500 9463 4 3000 11355 (Log #CPgl) 5 4000 15140 414- 13 - (2-$.1.2): Accept 6 5O00 18925 SUBMITTER: Technical Committee on Aircraft Rescue and Fire 7 6000 or more 22710 or more l~l~hting , COMMENDATION: Revise Table:

SUBSTANTIATION: Non-editorial substantiation: Change the liter TIME equivalents for Class 1, 2, 3, and 4 vehicles to equate to a $.785 liter 1 23 per gallon conversion factor as with Classes 5, 6, and 7 causing 2 26 inconsistency used within the table. 3 35 COMMITI'EE ACTION: Accept. 4 40 5 45 6 50 7 50 (Log #CP55) 414- 9 - (2-2.1.$): Accept SUBSTANTIATION: A) To bring table into line with newvehicle SUBMITrER: Technical Committee on Aircraft Rescue and Fire classes. Fighting, B) To review acceleration times with respect to improvements in I RI~CO~MENDATION: Add "through 7" after "4". vehicle performance to date. Vehicle performance has dramatically SUBSTANTIATION: To update safety requirements for additional improved over the last few years. vehicle dasses COMMITTEE ACTION: Accept. COMMITrEE ACTION: Accept.

(Log #CP169) (Log #CP123) 414-14 - (2-$.1.2): Accept 414- 10- (2-2.1.3, 2-2.1.4, 2-9.2.3): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire SUBMITTRR: Technical Committee on Aircraft Rescue and Fire hting, Fighting, ~j~COMMENDATION: Revise Table 2-3.1.2 to read as follows: RI~COI~IMF2~IDATION: In paragraphs 2-2.1.$, 2-2.1.4, and 2-9.2.$ [ make the following change: | Add: ~through 7" after the existing vehicle class references. Table 2-3-1.2 i SUI~TANTIATION: To bring in line with new vehicle classes. COMMITrEE ACTION: Accept. Class Maximum Acceleration Time 0-50 mph (0-80 km/h) in seconds

1 25 (Log #CP158) 2 30 414-11 - (2-2.2.4 Exception): Accept 3 40 SUBMITTER: Technical Committee on Aircraft Rescue and Fire 4 45 Fighting, 5 45 I R1]~COI~/~viENDATION: Add: 6 5O | Exception: In lieu of mirrors audiovisual devices that meets or 7 5O | exceeds the field of vision provided by the wide angle mirrors shall ] be permitted. SUBSTANTIATION: New technology, such as remotely mounted cameras provide enhanced vision calpabilities over fixed based mirrors. The current standard provides no option for the purchaser.

169 NFPA 414--- A95 ROP

SUIK~TANTIATION: Non-editorial substantiation: EPA emission (Log #CP79) regulations for off highway vehicles will go into effect in 1996. 414. 19 - (2-4.3.2, 44.2.1.1): Accept Throttle delays are expected on the engines to reduce smoke opacity SUBMITTER: Technical Committee on Aircraft Rescue and Fire during full throttle acceleration. This could increase the actual 0-50 Fighting, mph acceleration times by two to three seconds over their current [ RI~COI~IDATION: Revise to read as follows: levels. Since no concrete data is yet available as to the extent of the | 2-4.3.2 For 24volt systems, the batteries shall be so connected that increase in acceleration times due to the EPA regulations, no | their capacity will meet the cold cranking performance amps at 0°F reduction in acceleration times should be considered for this | (.17.8°C) to comply with the engine manufacturer's recommenda- revision. luon. COMMITTEE ACTION: Accept "SUBSTANTIATION: To change the paragraph to a performance requirement rather than specify the number of batteries which might not meet the application. This is the current method used to size batteries for vehicle (Log #CP124) engines. 414- 15- (2-3.2.1.2, 4.3.2.1.2, 4-13.3.2.2, 4-14.1 (d)): Accept COMMITrEE ACTION: Accept. SUBMITTEPa Technical Committee on Aircraft Rescue and Fire Fighting, [RECOKIMENDATION: In paragraph's 2-3.2.1.2, 4.3.2;1.2, 4-13.3.2.2 | (second sentence) and 4-14.-1 (d) add "where specified.' SUBSTANTIATION: Not all maior vehicles require radiator (Log #CP78) shutters. Climate will normally dictate the need for radiator 414- 20 - (2-4.4, 4-4.5): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire shutters. It72.~L ~__ COMMITrEE ACTION: Accept. ~J~C~)nl~NDATION: Revise 2-4.4 to read as follows: 2-4.4 Battery capacity and wiring circuits provided, including the starter switch andcircuit and the starter to battery connections, shall (Log #CP97) meet or exceed the manufacturer's recommendations. Amaster 414.16 - (2-3.3.4): Accept power disconnect system shall isolate power from all of the electrical SUBMITTER: Technical Committee on Aircraft Rescue and Fire system except the primary power circuits to the alternator and Fighting, starter. Exceptions apply only to systems that are required to RECOMMENDATION: Revise to read: operate when vehicle is not attended. The control device shall be "The fuel tank shall have sufficient quantity to provide for a accessible from the driver's seated position. minimum of 30 miles (48 Kin) of highway travel at 55 mph (88 Kph) SUBSTANTIATION: This wordage better explains how the plus 2 hr of pumping at the full rated discharge. Additional fuel disconnect should work. capacity shah be provided for a minimum of 4 hr of operation of COMMITTEE ACTION: Accept. each accessory item (such as a generator, fuel fired heaters, etc.) which use the common fuel tank as a source." SUBSTANTIATION: The document should be changed to a performance requirement rather than a quantity which could not (Log #CP173) meet the above requirements. Engines are getting larger and larger 414- 21 - (2-4.4.1): Accept for the vehicles which are requiring more fuel. Yet the document SUBMITTER: Technical Committee on Aircraft Rescue and Fire starts offwith a minimum quantity requirement which restricts the l~hting, time a vehicle can respond to the accident scene. COMMENDATION: Revise to read as follows: COMMITYEE ACTION: Accept. 2-4.4.1 For 12 volt electrical/94volt starting systems, the batteries shall be connected in series parallel through a solid state series Iparallel circuit to accomplish 24 volt starting. The batteries shall be so connected that their capacity will meet the cold cranking (Log #CP1O8) performance amps at 0°F (-I 7.8°C) to comply with the engine 414- 17- (2-3.4.1): Accept manufacturer s recommendations. In addition to the CCA SUBMITTER: Technical Committee on Aircraft Rescue and Fire requirements a minimum rese/ve capacity of 600 minutes at 80°F Fighting, 1(26°C) shall be provided. ] IKgCOIC'IMENDATION: Add new text: SUBSTANTIATION: The paragraph was changed to a performance [ "the exhaust system shall include a muffler to reduce engine noise." requirement rather than specify the number of batteries which "SUBSTANTIATION: During fire fighting operations, ARFFvehicles might not meet the application (reference the principle of#CP79 must operate at maximum governed rpm to effectively discharge fire and Dave Lenz's worksheet paragraph 2-4.4.1). fighting agent. Several ARFF vehicles discharging at the same time COMMITTEE ACTION: Accept. can be out right deafening. The external noise can be reduced substantially by providing mufflers. The subsequent reduction in engine horsepower is minimal, the noise hazard to fire fighters is minimized, and fire ground communications become much more (Log #CP119) effective without the harmful engine noise. 414- 22 - (24.5.1, 4-4.5.1): Accept COMMITTEE ACTION: Accept SUBMITYEI~ Technical Committee on Aircraft Rescue and Fire l~hting, COMMENDATION: Add a paragrapn: "Where specified an on-board battery charger/conditioner shall be (Log #CP18) rovided on the vehicle and have a minimum output rating of one 414- 18 - (2-4.3.1, 4-4.2.1): Accept ~ SUBMITTER: Technical Committee on Aircraft Rescue and Fire alf percent of the CCA ratingat 32°F of the engine starting battery system. The battery charger shall be supplied from an external hting, ~ COMMENDATION: I. Delete the wordage in this paragraph power source of 115 or 220 VAG. This battery charger/conditioner and replace with the following: shall be the type that it can be connected to the batteries at all times and yet maintain a charge to the batteries without causing any "For 12 volt systems, the batteries shall be so connected that their damage. The unit shall reduce its charging output level to a point capacity will meet the cold cranking p~rformance amps at 0°F (- 17.8°C) to comply with the engine manufacturer's recommenda- where a small amount of charge is allowed to go to the batteries tions. In addition to the CCA requirements a minimum reserve continuously or it shall shut offcompletely. The charger/condi- capacity of 600 minutes at 80°F (26°C) shall be provided. tioner shall have protection built into it to protect itself from 2. Add the following definition: damage duringhigh current demands such as engine starting, etc." Reserve capacity rating. The number of minutes a new fully The unit shallbe provided with a grounded AC receptacle to permit charged battery at 80°F (2fi°C) can be discharged at 25 amps and a pull away connection from local electrical power supply to battery maintain a voltage of 1.75 volts per cell or higher." bcharger/conditioner. SUBSTANTIATION: Change the paragraph to a performance SUBSTANTIATION: Missing from specification. requirement rather than specify the number of batteries which COMMITrEE ACTION: Accept might not meet the application. This is current method used to size batteries for vehicle engines. COMMITrEE ACTION: Accept.

170 NFPA 414--- A95 ROP

(Log #CP83) COMMITrEE ACTION: Accept. 414- 23 - (2-4.6, 4-4.6): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting, RI]~COlqIMENDATION: Add the following: (Log #CP59) This device shall have a thermostat fitted. 414- 29 - (2-9.5.4, 4-9.5.1): Accept "SUBSTANTIATION: If no thermostat is fitted device can run SUBMITTER: Technical Committee on Aircraft Rescue and Fire continuously even when cooling system is up to temperature. i Fighting, COMMITTEE ACTION: Accept. RECOMMENDATION: 1. Combine 2-9.5.4 and 2-9.5.4.1 to read as follows: 2-9.5.4 Provision shall be made for charging of air tanks with either a pull away electrical connection used to power a vehicle-mounted (Log #CP154) auxiliary compressor or a pull away air connection for charging of 414- 24 - (2-4.6, 4-4.6): Accept air tanks from an external air source. SUBMITTER- Technical Committee on Aircraft Rescue and Fire 2. Revise 4-9.5.1 to read the same. Fighting, SUBSTANTIATION: The vehicle mounted auxiliary compressor is RI~COhTIMENDATION: (REF: #CP83) generally proposed as optional equipment. ] Move 2-4.6 to 2-3.2.1 COMMI'VrEE ACTION: Accept. ] Move 4-4.6 to 4-3.2.1 SUBSTANTIATION: Both paragraphs deal with liquid cooled engines. COMMITrEE ACTION: Accept. (Log #CP164) 414- 30 - (2-11.1): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire F~d~hting, (Log #CPS0) COI~MENDATION: Revise the second sentence to read as 414- 25 - (2-4.7, 4-4.7): Accept [ follows: SUBMITTER: Technical Committee on Aircraft Rescue and Fire "As a minimum, two designated seat positions shall be provided, [ Fighting, one for the driver and one for an additional crew member." Pd~COI~MENDATION: Rewrite the first sentence to read: SUBSTANTIATION: Editorial. "The electrical system and its components shall be weather proof, COMMITrEE ACTION: Accept. insulated ,protected. from chafing and p rotected, gaa inst damage from road debris, and exposure to ground fires. SUBSTANTIATION: Sys-tem is not-made to be water-proofed it will not operate underwater. COMMITI'EE ACTION: Accept. (Log #CP109) 414- 31 - (2-11.3. 4-11.3): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting, (Log #CP162) RECOMMENDATION: 1. Second sentence now reads: 414- 26 - (2-8.1, A-2-8.1): Accept "The cab interior noise level at the driver's ear position shall not SUBMITTER: Technical Committee on Aircraft Rescue and Fire exceed 90 dBA while traveling at 50 mph on a a level hard surface." Fighting, Revise to read: [ RECOMMENDATION: Replace 2-8.1 with: "The cab interior noise level at any seated position shall not exceed ] 2-8.1 At least two large to tow eyes or tow hooks (one at the front 85 dBA while traveling at 50 mph on a level hard surface without [ and one at the rear), capable of towing the vehicle on level ground warning devices operating. With warning devices operating, the ] without damage, shall be mounted on the truck and attached maximum limit shall be 90 dBA." | directly to the frame structure or where the vehicle manufacturer 2. Delete the existing third sentence. | recommends. SUBSTANTIATION: Comply with recommended practice in NFPA | Add as A-2-8.1: 1500 to provide maximum sound reduction to reduce hazardous | Recovery of the vehicle from adverse conditions should be made by noise in the cab. I attaching to the axles. COMMI'VI'EE ACTION: Accept. SUBSTA~ITIATION: Self explanatory. This standard has to allow modern practice also it is restrictive to a better more functional system with strategic locations such as a pinfle attachmenL COMMITTEE ACTION: Accept. (Log #CP4) 414- 32 - (2-11.4.4(n) (New)): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting, (Log #CP107) I I~COlqlMENDATION: Include (n) engine hour meter. 414- 27- (2-9.2.6, 4-9.7 (New)): Accept SUBSTANTIATION: The hour meter is a more direct engine usage SUBMITTER: Technical Committee on Aircraft Rescue and Fire indicator, i.e, idling, pumping, etc. Also maintenance intervals, are Fighting, at times, scheduledaccording to actual engine hours. RECOMMENDATION: Add new text: COMMITrEE ACTION: Accept. "The vehicle shall be equipped with an Anti-lock Brake System (ABS) on all wheels." SUBSTANTIATION: To improve safety aspect of ARFFvehicles in line with the acceptable standard of the industry. (Log #CP99) COMMITI'EE ACTION: Accept. 414- 33 - (2-11.4.5(m)): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting, [ RECOMMENDATION: Revise to read: (Log #CP98) "Windshield wipers with delayed and multispeed capability and 414- 28 - (2-9.5.1(c), 4-9.4): Accept Iwasher controls. SUBMITTER: Technical Committee on Aircraft Rescue and Fire SUBSTANTIATION: Multispeed wipers with the delayed mode of hting, operation are the standard being supplied by manufacturers. The ~d~COMMENDATION: Revise the paragraph to read: operator selection of the speed provides for a better field of vision "the compressor shall have the capacity for quick buildup of tank for the driver. pressure from 0 psi to the pressure to release spring brakes and this COMMITTEE ACTION: Accept. buildup inpressure shall be accomplished within 15 see." SUBSTANTIATION: This is a constant figure that the vehicle can be verified with. Most people do not know what the release pressure of the spring brakes is or where they can acquire the information. The test to measure the present system is very difficult to perform with a large capacity air compressor because the starting pressure of 5 psi is reached too fast to measure.

171 NFPA 414-- A95 ROP e

(Log #CP100) (Log #CP9) 414- 34- (2-11.4.5(p)): Accept 414- 39 - (2-12.5, 4-12.5): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire SUBMITTER: Technical Committee on Aircraft Rescue and Fire ting, hting, RgCOI~/IMENDATION: Delete item (p) ~ COIdMENDATION: Revise 23-12.5 and 4-12.5 to read as follows: Engine start/stop control. "Handrails or bulwarks shall be provided where necessary for the [FighSUBSTANTIATION: Many engines require separate start and stop safety and convenience of the crew. Rails and stanchions shall be controls. Only one switch cannot be provided. strongly braced and constructed of a material that is durable, resists COMMITFEE ACTION: Accept. corrosion. Handrails shall be constructed of, or covered with, a slip resistant material." SUBSTANTIATION: Slip resistant rails will enhance personnel safety by reducing the possibility of hand slippage. (Log #CP118) COMMI'[TEE ACTION: Accept. 414- 35 - (2-11.4.0): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting, ~RI~COI~IMENDATION: Add new text: (Log #CP126) ! "Where specified a windshield deluge system shall be included to 414- 40- (2-12.8 (New)): Accept cool the windshield and to provide operator visibility during fire SUBMI'ITER: Technical Committee on Aircraft Rescue and Fire fighting operations. It shall be so designed to flood and windshield Fi hting, with clear water, when activated. Clear water shall be discharged at a ~]~COMMENDATION: Add the following new text: minimum rate of 3 gpm under sufficient pressure and in a pattern 2-12.8 Vehicle numbering, lettering, andminimum 8 in. wide which will assure the driver/operator's field of vision can be kept reflective striping shall be provided conforming to ASTM D 4956-90, clear of foam solution when used in conjunction with the windshield Standard Specifications for Retroreflective Sheeting for Traffic Iwiper, The windshield wipers shall be automatically energized Control. Striping shall be placed horizontally on the sides of the iwfienever the deluge system is operated." vehicle below the body centerline. Vehicles shall display an SUBSTANTIATION: Missing from specification. identification number on each side and roof. Side numbers shall be COMMITTEE ACTION: Accept. a minimum of 16 in. in height. Roof numbers shall be a minimum 24 in. in height and affixed with their bass toward the front of the vehicle. Numbering, lettering, and striping shall be in sharp contrast to the vehicle. (Log #CPS) SUBSTANTIATION: Vehicle shall comply to latest fire fighter 414- 36 - (2-11.5): Accept standards. The vehicle needs to be visible to other airport vehicles SUBMITTER: Technical Committee on Aircraft Rescue and Fire and equipment working within the airport boundary. Fighting, COM~TI'EE ACTION: Accept. RECOMMENDATION: Add: "All interior crew and driving compartment door handles shall be designed and installed to protect against accidental or inadvertent 1 penlng.oenin ." (Log #CP125) ' sUBST~dqTIATION: To improve safety of persons riding in vehicle. 414- 41 - (2-12.8, 4-12.8): Accept COMMrITEE ACTION: Accept. SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting, I RgCOI~TIMENDATION: Move paragraph's 2-12.8 and 4-12.8 to I section 1-4.3. (Log #CP3) * SUBSTANTIATION: Vehicle shall comply to latest fire fighter 414- 37- (2-11.5.2): Accept standards. The vehicle needs to be visible to other airport vehicles SUBMITTER: Technical Committee on Aircraft Rescue and Fire and equipment working within the airport boundary. COMMITI'EE ACTION: Accept. ~Jlh~)nl~dl?2qDATION: 1. Add: I "Where tools, equipment or SCBA are carried within enclosed seating area of fire department vehicles, such items shall be secured ! by either a positive mechanical means of holding the item in its (Log #CP29) stored position, or in a compartment with a positive latching door. 414- 42- (2-12.9, 4-12.8 (New)): Accept The means of holding the item in place or the compartment shall be SUBMITTERa Technical Committee on Aircraft Rescue and Fire designed to minimize injury to persons in the enclosed area of the Fighting, vehicle caused by loose equipment during travel and in the event of r PJ~COI~'/MENDATION: Add: an accident, rapid deceleration or a rapid acceleration." | "Attachments shall be provided for all tools, equipment and other 2. Renumber accordingly. | items that the purchaser specifies to be furnished on the vehicle. SUBSTANTIATION: To be consistent with NFPA 1500 Standard on | Equipment holders shall be firmly attached and designed so that Fire Department Occupational Safety and Health Program. ] equipment will remain in place under all operafin~ conditions, but COMMITTEE ACTION: Accept. | the equipment must be quickly removable for use. SUBSTANTIATION: To ensure safe and rapid access to any tool re uired fro: use durin emergency o erations. C~MMITFEE ACTIO~[h Accept. P (Log #CP7) 414-38- (2-11.6, 4-11.6 (New)): Accept $UBMITTEI~ Technical Committee on Aircraft Rescue and Fire l~hting, (Log #CP22) COMMENDATION: Add: 414- 43- (2-14.2.2): Accept Signs that state "Occupants must be seated and wearing a seatbelt NUBMITTER: Technical Committee on Aircraft Rescue and Fire when apparatus is in motion" shall be provided. They shall be visible Fighting, from each seated position. An accident prevention sign shall be RECOMMENDATION: Add "where specified" at the beginning of located at the rear step area of the vehicle, if it exists. It shall warn I the second sentence. . personnel that standing on the step while the vehicle is in motion is SUBSTANTIATION. Access ts not required to baffled compart- prohibited. ments on new tank designs unless repair work is required. Remov- SUBSTANTIATION: Risk control measure - mechanism to able tank tops reduce structural integrity. The in service life of an eliminate or mitigate potential pi~oblem - an attempt to improve ARFF vehicle is 20 plus years, therefore the water tank should last personnel safety. the same time. Life tlmetanks are commercially available. COMMITFEE ACTION: Accept. COMMITFEE ACTION: Accept.

1~2 NFPA 414--- A95 ROP

(Log #CP102) COMMIT'fEE ACTION: Accept. 414- 44- (2-14.2.5): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting, [ R~COhTIMENDATION: Revise the first sentence to read: (Log #CP14) I "The water tank shall be equipped with at least one top fill opening 414-49- (2-15.6.7 (New)): Accept [ of not less than 8 in. (20.3 cm) internal diameter." SUBMITTEI~ Technical Committee on Aircraft Rescue and Fire SUBSTANTIATION: The 5 in. diameter opening matches the size F~l~hting ' of the hose outside diameter. If a coupling is at the end of the hose, COMMENDATION: New text: it will not enter the o ening. 2-15.6.7 ff the primary turret is of the extendible type, it shall meet COMMITTEE ACTION: Accept. the requirements of paragraphs 8-5.2, General Requirements and 8- 5.3, Capacity Ranges of NFPA 1901 (latest edition), Section 8-5 "Water Tower ". The flow range for vehicles as listed on Table 2- 15.6.2 shall be provided in lieu of NFPA 1901 requirements. The (Log #CP155) extendible turret must also: 414. 45 - (2-15.2.2): Accept (a) Function during ARFF operations without the need for SUBMITTER: Technical Committee on Aircraft Rescue and Fire outriggers or other ground contact stabilizers which would render Fighting, the vehicle immobile or hinder its maneuverability, [ RI~COI~/IENDATION: In the last sentence, change the last word (b) achieve the elevation and reach needed to service the highest I from. '~alves" to "valve (s)". tail mounted engine for the type of aircraft being protected and start SUBSTANTIATION: There might be some installations that might application of agent within 30 seconds of activation (The high rise, only need one valve. The way the paragraph is written, a manufac- telescoping, and/or articulating movement of the boom/tower shall turer would have to provide a minimum of two. be accomplished with a single lever control), COMMITrEE ACTION: Accept. (c) function as a conventional roof turret (meeting flow require- ments of Table 2-15.6.2), 1) Turret nozzle shall be capable of being elevated at least 45 degrees above the horizontal and depressed to discharge agent (Log #CP127) within 30 feet (9m) in front of the vehicle at full output using 414- 46 - (2-15.5.2, 4.13.4.3.2, 4.13.11.1): Accept dispersed stream. It shall be capable of being rotatednot less than SUBMITTER: Technical Committee on Aircraft Rescue and Fire 90 degreses to either side, total transverse not less than 180 degrees. hting, 2) Turret nozzle shall be capable of meeting flow requirement ~]~COMMENDATION: 1. Revise 2-15.5.2 and 4-13.4.3.2 to read as and range of motion (as listed above) for all elevations. follows: 3) Turret nozzle shall be power operated with remote control in 2-15.5.2 and 4.13.4.3.2 The proportioningsystem shall be the cab in close proximity to the elevation control. Mannual sufficiently accurate to provide for the discharge of finished foam overrides shall not be required. Elevation/azimuth indicators shall within the range snecified in NFPA 412. not be required if turret is in the line of sight of the operator while 2. Revise 2-15.9.i to read as follows: in the seated position, 2-15.9.1 Turrets, hand lines, and ground sweeps shall discharge (d) be capable of applying agent to the interior of the aircraft foam having the quality specified in Tabl~ 2-15.~.I NFPA412. through cargo bay openings, passenger doorways, and emergency 3. Revise 4.13.11.1 to read as follows: exits on the type of aircraft being protected while the aircraft is in 4.13.11.1 Turrets and hand lines shall discharge foam having the either the gear-up or gear-down landing position, quality specified in NFPA 412 ~. (e) where specified, be fitted with the appropriate tools/devices Delete Table 4.13.11.1. needed for a driver/operator to remotely perform the interior SUBSTANTIATION: To meet current NFPA 412 standard. aircraft and tail mounted engine fire fighimg functions including a COMMITTEE ACTION: Accept. skin penetrator/agent appplicator - for penetration of the fuselage to access passenger cabin or cargo compartment fires from outside the aircraft. The penetrator/agent applicator shall meet the minimum flow requirement of two (2) handlines as specified in (Log #CP104) paragraph 2-15.7.4.3. 414. 47 - (Table 2-15.6.3): Accept (f) ffthe turret is a dual agent type, the dry chemical barrel of a SUBMITTER: Technical Committee on Aircraft Rescue and Fire twinned turret for simultaneou agent discharge shall be designed to Fighting, dispense the dry chemical agent at a minimum discharge rate of 12 I RI~COh~ENDATION: Add the following to the table: Ib (5.5kg) per sec. and with a minimum far point range of not less than 100 ft (30m) with a pattern width not less than 17 ft (5m) with I Class 5 250 (76 m) 35 (10 m) 75 (23 m) turret stationary. [ Class 6 250 (76 m) 35 (10 m) 75 (23 m) SUBSTANTIATION: Problem: I Class 7 250 (76 m) 35 (10 m) 75 (23 m) A review of past aircraft incidence has shown that larger than anticipated quantities of water/foam solution have been utilized in SUBSTANTIATION: The purpose of increasing the water capacity an attempt to control and suppress fires (see data sheet). The in NFPA 403 was for hand line use for interior fire fighting. The rimary reason for this excess volume of agent requirement has performance of the primary turret should remain the same as the ~ een the inability of conventional mounted turrets to adequately Class 4 vehicle so the extra water carried is left for interior fire access the fire area. Also, the poor visibility of roof turret operations fightin . and inability to quickly access interior fires has compounded the CO~I~TI'EE ACTION: Accept. problem. Aircraft incidence are typically more than just fuel spill fires. Aircraft crashes may result in a "gear up" landing with deep seated fires in wheel areas and under the wing or fuselage in hardto read (Log #CP89) areas. Fires in large frame aircraft involving the number 2 engine or 414. 48- (2-15.6.5): Accept the newer designed aircraft with fuel stored in the vertical stabilizer SUBMITTER: Technical Committee on Aircraft Rescue and Fire may be out of reach of conventional turrets. Aircraft can become entangled with other aircraft or buildings (such as the L.A. 737/ ~.~)n~ENDATION: Revise 2-16.5 to read as follows: Metroliner incident) where access is available from only one side of 2-15.5 Turrets may be manually operated or power controlled. the fuselage. As a result, large volumes of water/foam are dis- Where turret remote control is provided in the cab, operating forces charged in the general proximity of the fire with only a small portion shall be less than 30 lb (13.5 kg0 and cab indication of turret actually reaching and controlling the fire source. elevation and azimuth shall be provided. Manual override of all Even with standard spill fires, the roof turret operator's ability to fixed mounted roof turret controls shall be provided inside the cab see the water/foam stream is hampered by overspray on the for all power controlled turrets and manual override operating windshield and difficulty in gauging the effectiveness of the fire forces shall be less than 30 lb force (13.5 kgf). Where turret control suppression. Again, excessive volumes of agent are used as the is at the platform operating forces shall be less than 50 lb (22.5 kg0. turret operator must compensate for his inability to determine if the All power-assisted controls shall have identical operating characteris- fire is being controlled. tics. The latest concern for loss of life and aircraft damage comes from SUBSTANTIATION: Paragraph does not address operating forces interior fires. Even though the surrounding spill fires may be of manual operation of manual override of power controlled fixed quickly controlled, aircraft are burning from the inside out. In mounted roof turrets. many cases aerial devices must be called in to access large frame

173 NFPA 414-- A95 ROP

aircraft that may be 35-45 ft off the ground. Too much time COMMITrEE ACTION: Accept. required to establish an aggressive interior handiine attack or to call in and position aerial devices for adequate fire control. Estabhshed flow and performance rates for conventional perma- nendy mounted turrets is not the issue These turrets have proven ( Log #CP103) effective in controlling normal spill fires. However, considering the 414- 53- (`)-15.7.3.6, 4-13.10.`).6, 4-13.10.3.6, 4-13.10.4.`).3): Accept types of post crash fires encountered and the available technology, SUBMITTER: Technical Committee on Aircraft Rescue and Fire alternate turret configurations need to be considered. Cooling the hting, exterior of an aircraft while the fire burns out of control in the ~ COMMENDATION: Revise ')-15.7.3.6 to read as follows: interior is not fire fighting (see Cincinnati July 1993 and NewYork "The discharge control to each re~ h~d line shall be adjacent to Kennedy TWA fire), nor does it offer any fire protection for the the l~se-retat h~d line and accessible to the person using the possibility of an incapacitated passenger or asset protection for the ree~ h~d llne " air carrier. SUI~TANTIATION: The flow to a hose reel might be controlled by Extendible turrets are available that address these problems. The a pneumatic valve or an electric switch which in turn controls a extendible turret allows the water/foam solution to be directed to quarter bali-type valve. Remote type controls might be required to the upper reaches of large frame aircraft and access low mounted meet winterization needs. hard to reach areas remotely and within the safety confines of the COMMITrEE ACTION: Accept. ARFF vehicle. The extendible turret places the nozzle away from the windshield so that the operator's view is not obstructed by water/ foam overspray. Penetrator nozzles are available that allow immediate access to interior fires. Pre-mounted and pre-piped (Log #CP152) penetrator nozzles allow cooling and control of interior fires while 414- 54- (')-15.7.4.5, 2-16.6.4.5 (New)): Accept survivors are egressing the plane. SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fire fighter safety and available manpower are other important considerations. The technology exists to aid the fire fighter in ~bn~I~NI~ATION: 1. Change last sentence to read: extinguishing deep seated and interior aircraft fires. These tools "No portion of the hose compartment shall exceed a height of 5 allow the fire fighter to perform much of his extinguishment 1/2 ft (1.6 m) above ground level." function within the safe confines of the ARFF vehicle without direct 2. Add at end of')-16.6.6.1 Each primary handline compartment exposure to hazards. The extendible turret requires no additional shall be located so that the distance between the handiine nozzle manpower and can perform many interior fire fighting functions and the ground, step or deck plate upon which the operator must with considerably less manpower - freeing personnel to assist in stand to initiate the pulling of the handline from the reel is not rescue operations. more than 6 ft (1.8 m) above that surface. The FAA has recognized that operationally practical extendible 3. Delete last sentence of 2-15.7.4.5. turret devices are available for ARFF vehicles and have even referred SUBSTANTIATION: Present statement fails to indicate if5 1/2 ft to other NFPA standards for capacity and performance standards measurement is to the top or bottom of the hose compartment. (see proposal forAC 150/5220-10A). It would be aserious omission COMMITTEE ACTION: Accept. if the new NFPA 414 standard did not address this available and recognized technology for ARFF vehicles. Note: Supporting material is available for review at NFPA Headquarters. (Log #CP171) COMMYITEE ACTION: Accept. 414- 55 - (2-15.7.4.6): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting, [ RI~COMMENDATION: Revise to read as follows: (Log #CP114) [ "The discharge control to each hand line shall be adjacent to the 414- 50 - (2-15.6.7(0 (New)): Accept ] hand line and accessible to the person using the handline." SUBMITTER: Technical Committee on Aircraft Rescue and Fire - SUBSTANTIATION: The hose reel paragraph was suppose to Fighting, copied and added to the related handline area. Then the words, i RECOMMENDATION: Add "where specified before "be fitted "hand line" was substituted in place of "hose reel" (reference page with the appropriate'. 111, paragraph 4-13.10.3.6). SUBSTANTIATION: This specialized tool should be optional COMMrlWEE ACTION: Accept. equipment when ordering an elevated waterway. The elevated waterway has a substantial benefit with or without the penetrating device. COMMITrEE ACTION: Accept. (Log #CP112) 414- 56 - (2-15.8.2): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire i Fighting, (Log #CP128) R~.COMMENDATION: First sentence now reads: 414- 51 - (2-15.7.1.1, `)-15.7.3.5, 4-13.10, 4-13.10.2, 4-13.10.`).1): Two or more undertruck nozzles shall be mounted under the Accept truck and controlled from the cab." SUBMITTER: Technical Committee on Aircraft Rescue and Fire Revise to read= "Where specified..." l~hting, COMMENDATION: 1. In 2-15.7.1.1 change "primary" to "pre- SUBSTANTIATION: The practical requirement for undertruck connected." nozzles went away with the invention of better foams, such as AFFF. 2. In 2-15.7.3.5 change "reel" to "hand line." With over 1700 vehicles in the USAF ARFF fleet, we do not have one 3. In 4-13.10 add "pre-connected" before "hand lines." undertruck nozzle. With bumper and roof turret discharges 4. In 4-13.10.2 change "reeled" to "pre-connected." delivering agent on approach to the aircraft mishapsite, a foam 5. In 4-13.10.2.1 add "pre-connected" before "hand lines." blanket is provided to adequately prevent the possibility of fire SUBSTANTIATION: Preconnected handlines assist the fire fi~hter underneath the vehicle. An undertruck option for those ARFF crews in a rapid fire attack and also reflect the current industry pracuces. not using AFFFs may be required, therefore, the option to provide COMMITTEE ACTION: Accept. undertruck nozzles must be specified by the purchaser. COMMITrEE ACTION: Accept-

(Log #CP163) (Log #CP39) 414- 52 - (2-15.7.3.5, 2-16.6.3.6, 4-13.10.2.6): Accept 414- 57- (2-16.1(c), 4-14.1(c)): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire SU]~MrFTER: Technical Committee on Aircraft Rescue and Fire hting, Fighting, ~tl~COMMENDATION: In the first sentence, the phrase "Each reel RECOMMENDATION: Add the words "serf-cancelling" before the "should read "Each hose reel". word turn. SUBSTANTIATION: The word "hand line" was substituted in place SUBSTANTIATION: Current SAE STD's. of "reel" where the related "reeled" paragraphs were suppose to be COMMITTEE ACTION: Accept. moved under the woven jacket hand line area. Also, the word "hand line" in this paragraph sequence refers more to the hose on the reel.

174 NFPA 414--- A95 ROP

(Log #CP105) than 30 Ib (13.5 kgO, an indication of turret elevation and azimuth 414- 58 - (2-16.1(d), 4-14.1(c)): Accept shall be provided, and a manual override of all roof turret functions SLrBMITTER: Technical Committee on Aircraft Rescue and Fire shall be provided in the cab. The manual override operating forces Fighting, shall be less than 30 Ib (13.5 kgf). Where turret control is at the I RECOMMENDATION: Add to the paragraph: platform, operating forces shall be less than 50 lb (22.5 kgf). ] "where specified" SUBSTANTIATION: The original wording was vague. "SUBSTANTIATION: The requirements for cab spot lights is COMMITI'EE ACTION: Accept. decreasing. The trend is to mount the spotlights on the primary turret. This installation provides the user with more flexibility and a wider selection of lighting patterns and candlepower options that are available. (Log #CP166) COMMITTEE ACTION: Accept. 414- 64- (2-19.1.2, 4-13.9.8): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire hting, ~l~COMMENDATION: Rewording for clear intention. Both (Log #CP40) paragraphs should read: 414- 59 - (2-16.1 (e) (New)): Accept "The dry chemical agent system shall be designed such that the SUBM]TTER: Technical Committee on Aircraft Rescue and Fire onerator can select to dischar~¢ both the primary and the auxiliary l~hting, agent systems separately or sinaultaneously. COMMENDATION: Add new paragraph with the following (Underline is new wording to 2-19.1.2) wording: SUBSTANTIATION: None. (e) W'~ere specified, spodight, 6 in. (152 ram) minimum mounted COMMITrEE ACTION: Accept. on turret nozzle with control switch that is readily accessible to the driver. Renumber accordingly. SUBSTANTIATION: Spotlights on side of cab should be optional. (Log #CP167) One turret mounted spotlight gives better lighting coverage. 414- 65 - (2-19.1.1, 4-13.9.4): Accept COMMITTEE ACTION: Accept. SUBMITI'ER: Technical Committee on Aircraft Rescue and Fire Fighting, ] RECOMMENDATION: In paragraph 2-19.1.1 and 4-13.9.4 revise ] the flow rate of the piggy back roof turret from "16 lb per second" to (Log #CP81) [ ~16 lb per second to <-22 lb per second." 414- 60- (2-16.1(0 , 4-14.1 (g)): Accept • SUBSTANTIATION: Non-editorial substantiation: All other SUBMITTER: Technical Committee on Aircraft Rescue and Fire discharges on the vehicle have a performance range that the nozzles mgFihting, must operate within. To keep in line with discharging agent in a ]RECOMMENDATION: Add the following sentence to the end of necessary manner to extinguish a fire and yet not waste the agent, a ]this paragraph: maximum discharge rate limit must be given. The figure that is ] "Service lighting shall be provided for all areas described in 2-12.2 presented is the value used by the Federal Advisory Circular 19. I (a), (b), and (c) as well as the engine compartment." COMMITTEE ACTION: Accept. SUBSTANTIATION: Adequate lighting is important during night POerations. MMITrEE ACTION: Accept. (Log #CP62) 414- 66 - (Chapter 3): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire (Log #CP76) Fighting, 414- 61 - (2-16.1(h), 4-14.10)): Accept RECOMMENDATION: Delete Chapter 3. SUBMITTER: Technical Committee on Aircraft Rescue and Fire SUBSTANTIATION: Performance and options of Class 1 vehicles is Fighting, such that a separate category for Rapid Intervention Vehicles is no [RECOMMENDATION: Revise to read as follows: longer required. I "At least 1 back-up light and an audible alarm with a minimum of COMMIT'FEE ACTION: Accept. ~97 dba meeting SAE J994 shall be installed in the rear of the body." SUBSTANTIATION: To update to current standard. COMMITI'EE ACTION: Accept. (Log #2) 414- 67 - (3-3.1.2): Reject $UBMITrER: R. G. Willoughby, So. Ruislip Middlesex, (Log #CP88) RECOMMENDATION: Revised text: 414- 62 - (2-16.4, 2-16.6, 4-14.2.1, 4-14.3.1): Accept $-3.1.2 DELETE 0-50 mph (0-80 kph) in 20 seconds. SUBMITTER: Technical Committee on Aircraft Rescue and Fire ADD over distance of 400 yards in 26 seconds. l~l~hting, SUBSTANTIATION: The problem with existing regulation is COMMENDATION: Revise as follows: vehicle acceleration is slow at 50 mph. this combined with optical 2-16.4 4-14.2.1 A master switch for all emergency lights shall be position of needle and up to 3% error in speedometer reading due [provided. to tire wear can result in considerable error in results. 2-16.6 4-14.3.1 Where furnished, air horns, electric siren(s), and With existing method return test would not necessarily start at the [electronic siren speaker(s) shall be mounted as low and as far point where vehicle reached 50 mph in the first test. The units used Iforward on the apparatus as practical. Audible warning equipment revolve speed which is computed from time and distance. [shall not be mounted on the roof of the apparatus. In proposed method of measurement the test could be carried out SUBSTANTIATION: To be consistent with other NFPA documents on exactly the same piece of track using the same start and finish i.e. 1902 INITIAL ATTACK FIRE APPARATUS. posts in each direction using two primary units of measurement ie COMMITTEE ACTION: Accept. time and distance. COMMITI:EE ACTION: Reject. COMMITrEE STATEMENT: Chapter 3 was deleted. See action on Proposal 414-66 (CP#62). (Log #CP172) 414- 63 - (2-16.5): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting, (Log #CP90) IRIS.COMMENDATION: Revise to read: 414- 68 - (4-1.1, 4-1.2): Accept I The purchaser shall specifywhether a manually operated or a SUBMITTERa Technical Committee on Aircraft Rescue and Fire ]power assisted turret shall be provided. Where a manually operated Fighting, ]turret is specified; controls shall be in the cab, operating forces shall RECOMMENDATION: Increase class of vehicles by 1 to include Ibe less than 30 lb (13.5 kg0, and an indication of turret elevation 500 gal/500 lhs. [and azimuth shall be provided. Where a power assisted turret is SUBSTANTIATION: Many airports throughout the world utilize Ispecified; controls shall be in the cab, operating forces shall be less these smaller vehicles. This increases water capacity. This also

175 NFPA 414--- A95 ROP

makes an economical vehicle just under this higher priced major SUBSTANTIATION: Performance parameters to support new crash trucks. tables. COMMITTEE ACTION: Accept. COMMITrEE ACTION: Accept.

(Log #CP146) (Log #CP151) 414- 69 - (4-1.2): Accept 414- 75 - (4-2.2.1): Accept SUBMITFER: Technical Committee on Aircraft Rescue and Fire SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting, Fighting, ] RI~COhTIMENDATION: Reduce quantity of water for Class 3 vehicle [ R]~COhTIMENDATION: Add: I from 350 to 300. Class 4, 10.5 inches. SUBSTANTIATION: Currently to complywith the requirement it • SUBSTANTIATION: Performance parameters to support new would require the same size chassis as a Class 4 vehicle, there are tables. much lower cost commercial chassis available to accommodate a 300 COMMITTEE ACTION: Accept. gallon Glass 3 vehicle and not incur the additional expense nor significantly impact fire fighting capabilities to the end user. COMMrlTEE ACTION: Accept. (Log #3) 414- 76 - (4-3.1.2): Reject SUBMI'FTER: 1L G. Willoughby, So. Ruislip Middlesex, (Log #CP148) RECOMMENDATION: Revised text: 414- 70 - (4-1.2): Accept 4-3.1.2 DELETE 1) 0-50 mph (0-80 kph) SUBMITTER: Technical Committee on Aircraft Rescue and Fire 2) TABLE 0-50 mph (0-80kph) Fighting, 25 [ I~COh~viENDATION: Increase auxiliary agent for Class 1, 2, 3 to 30 I 500 pounds. 30 • SUBSTANTIATION: This would standardize all auxiliary agent ADD 1) Over distance of 400yards containers and increase the initial knock down capabilities of the 2) Over distance of 400 yards combined agent vehicle. FAA AC 150/5220-19 which has been 29 accepted as a working sheet, has standardized the 500 pound 32 reqmrements. Also 500 pounds would facilitate a 31 second 32 discharge period as opposed to a 13 to 19 second discharge for SUBSTANTIATION: The problem with existing regulation is Classes 2 and 3 twinnedturret performance. vehicle acceleration is slow at 50 mph. This combined with optical COMM][TrEE ACTION: Accept. position of needle and up to 3% error in speedometer reading due to tire wear can result in considerable error in results. With existing method return test would not necessarily start at the point where vehicle reached 50 mph in the first test. The units used (Log #CP13O) involve speed which is computed from time and distance. 414- 71 - (4-2.1.2): Accept In proposed method of measurement the test could be carded out SUBMITTER: Technical Committee on Aircraft Rescue and Fire on exactly the same piece of track using the same start and finish Fighting, , , PtiOSts in each direction using two primary units of measurement, i.e [ RI~COI~MENDATION: Change 10% to "15%'. me and distance. SUBSTANTIATION: To change specification to an acceptable COMMITrEE ACTION: Reject. standard that can be met using a commercial chassis. COM]~TrEE STATEMENT: Vehicles have different acceleration COMMYITEE ACTION: Accept. rates and might have a different distance through the acceleration range.

( Log #CP 144) 414- 72 - (4-2.1.3): Accept (Log #CP131) SUBMITTER: Technical Committee on Aircraft Rescue and Fire 414- 77 - (Table 4-3.1.2): Accept Fighting, SUBMITTER: Technical Commi~ee on Aircraft Rescue and Fire RECOMMENDATION: Add a new second sentence: hting, Class 1, 2, and 3 vehicles shall stand on a 30 degree side slope - ~,l~COMMENDATION: 1. Revise Table 4-3.1.2 to read as follows: Glass 4 at 28 degree side slope -- 58% and 55% respectively. (Existing text remains) Table 4-3.1.2 SUBSTANTIATION: Revise text for performance parameters. COMMITTEE ACTION: Accept. Maximum Acceleration Time Vehicle 0-50 mph (0-80 kin/h) Glass in Seconds (Log #CP150) 414- 73 - (4-2.1.4 (New)): Accept 1 25 SUBMITTER: Technical Committee on Aircraft Rescue and Fire 2 30 hting, 3 30 ~d~COMMENDATION: Add new section 4-2.1.4 to read as follows: 4 30 The vehicle shall also be driven on a steering pad around a drde of 100 ft (30 m) radius. The steering wheel rotation shall increase with increasing speed to ensure vehicle does not exhibit over-steer 2. Add "and 4" to 4-13.9.1 and 4-13.9.2. characteristics. A speed of 25 mph (kin/h) shall be obtained with 3. Revise Table 4-13.9.3 to read as follows: all classes of vehicles. SUBSTANTIATION: Provide performance guidelines consistent with major fire fighting vehicles and support text for new tables. Table 4-13.9.3 Foam Turrett Barrel Pattern COMMITrEE ACTION: Accept. Nehicle Straight Dispersed Stream Class Stream Full Width (Log #CP145) Far Point Full Width Far Point 414- 74 - (4-2.2.1): Accept SUBMrrTER: Technical Committee on Aircraft Rescue and Fire 2 125 ft (38 m) 20 ft (6 m) 25 ft (7.6 m) Fighting, 3 125 ft (38 m) 25 ft (7.6 m) 25 ft (7.6 m) ] RRCONIMENDATION: Add: 4 125 ft (38 m) 25 ft (7.6 m) 25 ft (7.6 m) | Underbody clearance Class 1, 2, and 3, 13 inches - Class 4, 18 [ inches.

176 NFPA 414--- A95 ROP

SUBSTANTIATION: Provide information for Class 4 vehicles. (Log #CP147) COMMITTEE ACTION: Accept. 414- 83 - (4-13.9.1): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting, IR[COI~IMENDATION: 1. Delete existing 4-13.9.1. (Log #CP132) [ 2. Replace it with the following: 414- 78 - (4-9.5): Accept [ Class 2, 3 and 4 vehicles shall have a primary turret and a dry SUBMITTER: Technical Committee on Aircraft Rescue and Fire ]chemical barrel in a twinned turret. When Ha]on 1211 is utilized Fighting, Ithere is not a requirement for a twinned turret. ] RECOMMENDATION: Revise 4-9.5 to read as follows: SUBSTANTIATION: End user may select either roof, bumper or ] 4-9.5 Compressed air reservoirs shall have a minimum capacity of extendible turret to facilitate requirement. [ 2,000 cu in. and shall be equipped with drain and safety valves. With the characteristics of Halon it would not be practical to discharge from twinned turret unless it was the extendible type. 2 I I I* ,* 1 II L I" J ~.~ ~ I~ I COMMITrEE ACTION: Accept. suBs'r.~Ti~ff~s. Meet the curreut st~dards for air brake erated vehicles. MMrITEE ACTION: Accept. (Log #CP142) 414- 84- (4-13.9.2): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire (Log #CP143) Fighting, 414- 79 - (4-9.9 (New)): Accept ] RRCOblMENDATION: Decrease solution discharge rate of Class 3 SUBMITTER: Technical Committee on Aircraft Rescue and Fire ]vehicle from 250 GPM to 200 GPM. hting, SUBSTANTIATION: If the water capacity is reduced from 350 to ~d~COMMENDATION: Add new section to read: 300 it would be logical and consistent to reduce discharge capacity An emergency brake system shall be provided that is applied and to increase fire fighting extinguishment time. released by the driver from the cab and is capable of modulation, by COMMITTEE ACTION: Accept. means of the service brake control. With a single failure in the service brake system of a part designed to contain compressed air or brake fluid, other than failure of a common valve, manifold, brake fluid housing, or brake chamber housing, the vehicle shall stop in (Log #CP133) no more than 288 ft (88 m) from 40 mph (64 kin/h) without any 414- 85 - (4-13.9.6): Accept part of the vehicle leaving a dry, hard, approximately level roadway SUBMITrER: Technical Committee on Aircraft Rescue and Fire with a width equal to the vehicle width plus 4 ft (1.2 m). hting, SUBSTANTIATION: Performance parameters to support new ~d~COMMENDATION: Revise 4-13.9.6 to read as follows: tables. 4-13.9.6 Mmm-a~ Turret controls for both foam and dry chemical COMMITrEE ACTION: Accept. turrets shall be accessible both to the driver and crew member.

~U[.lal~L~ ~VtlUWt¢ lll~y ~ ~l~Vl~ ~tl ~ IWWL. vvm|~tl ~1~ LUmm~L

...... "2° ~ v .... ";'~';:.7 "~" v-~7 ...... J ...... r .... .a.~;-t,--- (Log #CP122) 414- 80 - (4-11.5.1.1 (New)): Accept SUBSTANTIATION: To improve fire suppression techniques and SUBMITTER: Technical Committee on Aircraft Rescue and Fire vehicle flexibility when positioning. Fi bring, COMMFFrEE ACTION: Accept. ~I~COMMENDATION: Add the following: 4-11.5.1.1 The minimum number of instruments, warning lights, and controls consistent with the safe and efficient operation of the vehicle, chassis, and fire fighting system shall be provided. All (Log #CP134) chassis instruments and warning lights shall be grouped together on 414- 86- (4-13.10.2.3, 4-13.10.3.3): Accept a panel in front of the driver. All fire fighting system instruments, SUBMITTER: Technical Committee on Aircraft Rescue and Fire warning lights, and controls shall be grouped together by function Fighting, so as to provide ready accessibility and high visibility for the driver as [ RECOMMENDATION: Change ":1:5%" to "-0% +10%". well as a crew member. SUBSTANTIATION: To comply with current NFPA 1964. SUBSTANTIATION: To be consistent with 2-11.4.1. COMMITTEE ACTION: Accept. COMMITTEE ACTION: Accept.

(Log #CP135) (Log #CP157) 414- 87 - (4-13.10.4.1): Accept 414- 81 - (4-13.3.2.2): Accept SUBMITTEPa Technical Committee on Aircraft Rescue and Fire SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting, Fighting, I Ri~COI~TflMRNDATION: Change "5 lb (2.2 kg)" to 5 > 7 Ib (2.2 >- 3.2 [ RI~COMMENDATION: In the last sentence, change the last word I kg)". ]from "valves" to "valve (s)". SUBSTANTIATION: To identify the min/max discharge rate for SUlk~ANTIATION: There might be some installations that might operator safety and to meet the current industry standards. only need one valve. The way the paragraph is written, a manufac- COMMITTEE ACTION: Accept. turer would have to provide a minimum of two. COMMITrEE ACTION: Accept. (Log #CP136) 414- 88 - (4-13.10.4.2.1, 4-13.10.4.2.2 (New)): Accept (Log #CP149) SUBMITTER: Technical Committee on Aircraft Rescue and Fire 414- 82 - (4-13.9): Accept hting, SUBMITTER: Technical Committee on Aircraft Rescue and Fire ~d~COMMENDATION: Add the following new text: Fighting, 4-13.10.4.2.1 Each reel shall have capacity for at least 100 ft (30 m) ] RII~COI~'[MF_~DATION: Revise text to read as follows: of 1-in. (25-mm) hose or more if specified by the purchaser. I Primary turret nozzles. 4-13.10.4.2.2 Each reel shall be designed and positioned to permit SUBSTANTIATION: Consistency regarding previous wording for hose line removal by a single person from any position in a 120 ° turret nozzles. horizontal sector. Each reel shall be equipped with a friction brake COMMrFrEE ACTION: Accept. to prevent hose from unreeling when not desired. Power rewind with manual override shall be provided. The nozzle holder, friction brake, rewind controls, and manual valve control shall be accessible from the ground. SUBSTANTIATION: A minimum of 30 m is required for effective fire suppression intervention and interior fire attack.

177 NFPA 414-- A95 ROP

COMMITI"EE ACTION: Accept. 2. Add the following to 5-3.1.4(g): "Record discharge time if using weight measurement method." 3. Replace 5-3.1.4(h) with the following: (h) Optional: Record weight of vehicle after discharging. (Log #CP137) Calculate the pump out capacity of the water tank using the weight 414- 89- (4-14.1(h), (j) (New)): Accept of water plus foam discharged, the foam proportioning rate verified SUBMITTER: Technical Committee on Aircraft Rescue and Fire in 5-3.1.3, and the discharge time. Fighting, SUBSTANTIATION: To provide a simpler and more accurate I RI~COI~iMENDATION: Add 4-14.1 (h) and (j) as follows: method to measue tank capacity, roof turret flow, handline flow, and I (h) Lighting shall be provided for all top deck working areas. bumper turret flow rates. I (J) Aflashing red beacon or alternate red and white flashing lights COMMITrEE ACTION: Accept. I shall be mounted on the top deck and visible 360 ° in horizontal ]plane. Mounting of beacon shall also provide good visibility from I the air. A control switch shall be provided on the instrument panel | in the cab for control of the beacon. • (Log #CP140) SUBSTANTIATION: Meet the current fire fighter safety and 414. 92- (5-3.18.4(e) 3 (New), 5-3.22.4(e)4 (New)): Accept vehicle standards. SUBMITTER: Technical Committee on Aircraft Rescue and Fire COMMITTEE ACTION: Accept. hting, [~ COMMENDATION: Add the following as a new 5-3.18.4(3)3 and 5-3.22.4(e) 4: "If a scale is used, record vehicle weight prior to discharge. Start a (Log #CP116) stop watch and discharge water at stabilized pressure for 1 min. 414. 90 - (Chapter 5): Accept Record vehicle weight after discharge and calaculate flow rate." SUBMITTER: Technical Committee on Aircraft Rescue and Fire SUBSTANTIATION: To provide a simpler and more accurate hting , method to measue tank capacity, roof turret flow, handline flow, and [~l~COMMENDATION: Add: bumper turret flow rates. 5-3.1.2 COMMITTEE ACTION: Accept. (c) Optional: A stopwatch and a scale capable of measuring total vehicle weight accurate to within +/-1 percenL Change: 5-3.1.4 (Log #CP141) (b) If required attach a calibrated site gauge to both the water tank 414. 93 - (5-3.22.4(e)2): Accept and the foam t~nk. SUBMITTER: Technical Committee on Aircraft Rescue and Fire Add: Fighting, 5-3.1.4 RECOMMENDATION: Change "at least 1 rain" to "at least 5 min". (d) Optional: After completion of (c) record weight of vehicle. SUBSTANTIATION: The current one minute time is not enough Fill water tank and foam tank and record weight of vehicle. to accurately measure flow rates. A five minute time will give a more Add to the end of 5-3.1.4(g): accurate measuremenL (g) Record discharge time if using weight measurement method. COMMITrEE ACTION: Accept. Add: 5-3.1.4 (h) Optional: Record weight of vehicle after discharging. Calculate the pump out capacity of the water tank using the weight (Log #4) of water plus foam discharged, the foam proportioning rate verified 414- 94 - (5-4.2.1, 5..4.2.2, 5-4.2.4(c) and 5-4.2.5): Reject in 5-3.1.3, and the discharge time. $UBMITrER: R. G. Willoughby, So. Ruislip Middlesex, Add: RECOMMENDATION: Revised text: 5-3.18.2 5-4.2.1 The facility shall consist of dry straight and level paved (d) Optional: A stopwatch and a scale capable of measuring total surfaced sufficient length to accelerate the vehicle from rest to cover vehicle weight accurate to within +/-1 percent. distance of 400 yards and bring to safe stop at both ends of test site. 5-3.18.4 54.2.2 Instrument shall consist of stop watch and tape measure. (e) 3. Ifa scale is used, record vehicle weight prior to discharge. 5-4.2.4(c) At the moment the vehicle passes the 400 yard marker Start a stop watch and discharge water at stabilized pressure for 1 stop the watch and record elapsed time, also record direction of min. Record vehicle weight after discharge and calculate flow rate. travel and windspeed and direction taken from air traffic control. Add: 5-4.2.5 The average acceleration time to cover 400 yards from rest 5-3.22.2 shall be less than or equal to the requirement as specified. (d) Optional: A stopwatch and a scale capable of measuring total SUBSTANTIATION: The problem with existing regulation is vehicle weight accurate to within +/-1 percent. vehicle acceleration is slow at 50 mph. This combined with optical 5-3.22.4 position of needle and up to 3% error in speedometer reading due Change "at least 1 min" to "at least 5 min". to the tire wear can result in considerable error in results. Add: With existing method return test would not necessarily start at the 5-3.22.4 Pnoint where vehicle reached 50 mph in the first test. The units used (e) 4. ffa scale is used, record vehicle weight prior-to discharge. volve speed which is computed from time and distance. Start a stopwatch and discharge water at stabilized pressure for 5 In proposed method of measurement the test could be carried out min. Record vehicle weight after discharge and calculate flow rate. on exactly the same piece of track using the same start and finish Add: Ptiosts in each direction using two primary units of measurement ie 5-3.24.2 me and distance. (d) Optional: A stopwatch and a scale capable of measuring total COMMITTEE ACTION: Reject. vehicle weight accurate to within +/-1 percenL COMMITrEE STATEMENT." Vehicles have different acceleration rates and might have a different distance through the acceleration 5-3.24.4 ~.nge. (e) 3. If a scale is used, record vehicle weight prior to discharge. Start a stopwatch and discharge water at stabilized pressure for 1 min. Record vehicle weight after discharge and calculate flow rate. SUBSTANTIATION: To provide a simpler and more accurate (Log #CP139) method to measure tank capacity, roof turret flow, handline flow, 414-95- (5-13.8.2(3) (New), 5-3.22.2(d) (New)): Accept and bumper turret flow. SUBMITTER: Technical Committee on Aircraft Rescue and Fire COMMITI'EE ACTION: Accept. Fighting, I RECOMMENDATION: Add the following as 5-3.18.2(d) and 5- 1 3.22.2(d): (Log #CP138) I (d) Optional: A stopwatch and a scale capable of measuring tom/ 414-91 - (5-3.1.4(d), (g), (h)): Accept [ vehicle weight accurate to within +/-percent. SUBMITTER: Technical Committee on Aircraft Rescue and Fire SUBSTANTIATION: To provide a simpler and more accurate method to measue tank capacity, roof turret flow, handline flow, and Fighting, bumper turret flow rates. |RI~COMMENDATION: 1. Replace 5-3.1.4(d) with the following: COMMITrEE ACTION: Accept. | (d) Optional: After completion of (c) record weight of vehicle. IFill water tank and foam tank and record weight of vehicle.

178 NFPA 414--- A95 ROP

(Log #CP153) There is a clear need to provide operational equipment in the 414- 96 - (Chapter 6): Accept rescue vehicles which will maintain their response ability if we are SUBMITTER: Technical Committee on Aircraft Rescue and Fire going to conduct low visibility flight operations. Fighting, [RI~COI~IJ~IDATION: Add to list of Referenced Publications: The problem of poor visibility response at airports for Rescue and | CCA Requirements (?) See 2-4.$.1 and 2-4.$.2 Fire Fighting Services can be broken down into three components: [ ASTM D 4956-90 See 2-12.8 [ SAEJ994 See 9-99.10) *Locating the accident sites. SUBSTANTIATION: Editorial, but needs to be clarified perhaps .Navigating aircraft rescue and fire fighting vehicles to crash sites. within the paragraph. *Negotiating terrain and obstacles iniow visibility conditions. COMMITTEE ACTION: Accept. Airport Fire Services need a Driver's Enhanced Vision System or (DEVS) that will address all three of these issues.

(Log #CP121) Aircraft Rescue and Fire Fighting Services must obtain an accurate 414- 97 - (A-2-17): Accept position fix on the crash site within a time parameter that is SUBMITrER: Technical Committee on Aircraft Rescue and Fire comparable to their response time (Under three minutes). The hting, current system tor locating crash sites that arc not visible to Aircraft ~diCOMMENDATION: A-2-17 For all of the following tools, the Rescue and Fire Fighting Services relies on visual observations, purchaser should specify the tools required: estimates, and verbal descriptions of airport landmarks given by air 1. One ground ladder which meets the requirements of NFPA traffic controllers. This system is prone to human error. The optimal 1931 Design Verification Tests for Fire Department Ground solution to this problem would be a system that would automatically Ladders. locate a crash site on a digital map of the airport and transmit this 2. One section of hose minimum 2 1/2 in. diameter for tank fill. location to Aircraft Rescue and Fire Fighting Services. . Appropriate spanner wrenches for the fittings on the vehicle. • One hydrant wrench or other wrench required to activate local Navigating aircraft rescue and fire fighting vehicles to crash sites is water supply. an issue tiiat can be solved with today's technology. Sophisticated 5. An SCBA meeting requirements of NFPA 1981 Self Contained radio navigation systems like the Global Positioning System (GPS) Breathing Apparatus and NFPA 1500 be available for each assigned provide precisepositioning capability. This position information, fire fighter. combinexi with digital maps of the airport area, can be displayed on 6. Skin Penetrator/Agent Applicator. a geographic map or Heads-Up Display (HUD) to guide tile crews. 7. Appropriate wheel chocks. Negotiating terrain and locating obstacles in low visibility conditions 8. 100 ft utility rope. 9. Two axes non-wedge. is an important capability that Aircraft Rescue and Fire Fighting 10. Fire resistant balnket. Services currently do not have. The only visual aids that rescue services currendy have for seeing in poor visibility conditions are 11. Bolt cutters, minimum 24 in. windshield wipers and headlights. These devices often do not 12. Multi-purpose, forceable entry tool. 13. Intrinsicly safe handlight(s). improve visibility enough to allow rescue teams to safely drive at the high speeds required to reach a crash site in reasonable time. One 14. Two harness cutting tool. visual aid that would improve the current situation is a Forward 15. Hook, grab or salving tool. Looking Infrared Device (FLIR). FLIR's are currendy used by the 16. First aid kit. military to improve visibility at night and during severe weather 17. 4 Ib hammer. conditions. The FLIR system would have to be fully functional as For a detailed discussion of rescue tools see NFPA 402M. SUBSTANTIATION: Added recommended list of tools. soon as the fire equipment departs the fire station facility. This exit time is typically under thirty seconds of the accident notification COMMrlTEE ACTION: Accept. time. Bringing the equipment on line and operational can in no way impede the Aircraft Rescue and Fire Fighting Services ability to respond. Equipment must be automated and require little attention by the truck operator. (Log #CP15) 414- 98 - (Appendix D (New)): Accept GENERAL REOUIREMENTS SUBMITTER: Technical Committee on Aircraft Rescue and Fire = hting, ~j~COMMENDATION: Add a newAppendix D to read as follows: A Driver's Enhanced Vision System (DEVS) is required in an Aircraft Rescue and Fire Fighting Vehicle to provide needed capabilities for airport emergency equipment. It will facilitate faster, and safer travel Appendix (D) to emergency situations at night and in adverse weather conditions. It will provide a substantial increase in the ability to locate people, DRIVER'S ENHANCED VISION SYSTEM other aircraft, vehicles, and debris at the emergency site. Its ability to see through flames, smoke, and fog in day time and night time A Technical Approach For conditions will give ARFF vehicles a decided increase in effectiveness in every phase of the emergency operations. Aircraft Rescue and Fire Fighting Services The DEVS requires a Transparent Window Display often called a INTRODUCTION Heads Up Display (HUD) combined with a Global Positioning System (GPS) and Geographic Information System (GIS), On-Board Several accidents have occurred in poor visibility conditions, and Sensors, A Central Data and Command RF Link (Radio Communica- with the proliferation of Category IIIC landing systems more tions) and a Forward Looking Infrared (FLIP,) Sensor. These requirements for fire fighting in low visibility conditions can be expected. Aircraft Rescue and Fire Services currently have no elements are to be integrated into a single functional system. A validation demonstration program will be required to provide reliable way to locate and navigate to crash sites at airports under quantitative information needed to justify the DEVS and refine it tor conditions of poor visibility. the ARFF Services application.

BACKGROUND OPERATING SCENARIOS AND CAPABILITIES Aircraft Rescue and Fire Fighting Services are required to demon- MISSION DESCRIPTION strate an ability to respond anywhere on the airport operational runway areas as part of their annual certificate. This response From the moment that an alert is received, until the emergency is requirement is considered vital to ARFF services ability to gain over, the ARFF Services mission is a time of stress and uncertainty. At control of a rapidly growing external post crash fuel fire and their ability to protect the evacuating passengers from the aircraft any given moment, day or night, the equipment must be fully functional within a few seconds, possibly in adverse weather. Very fuselage. A response in three minutes is dependent on the vehicles often vehicles and aircraft, will be on the runways and taxiways in ability to accelerate rapidly from the rescue services facilities and unusual or unexpected locations. In the event of an aircraft maintaining approximately a Fifty mile per hour approach to the accident site. Accomplishing this task under substandard visibility accident, victims and debris can be present anywhere on the airport. At the same time, the large size of modern airports, with multiple conditions such as fog and rain, prevents the responding vehicles from reaching these speeds. parallel runways and taxiways, place a premium on the ability to travel at high speed to the emergency site.

179 NFPA 414--- A95 ROP

Once the ARFF Service has ~rfived at the location, the ability to ' TRANSPARENT WINDOW DISPLAY understand the situation is crucial to carrying out the mission. The information available to the vehicle operator will contribute directly The Transparent Window Display System hardware consists of a to the performance of the ARFF mission. This information must projector, an Optical Element, and a Symbol Generator to provide come without any increase in the workload in the already stressful information to an operational position. The Symbol Generator situation. The DEVS will reduce the impact of night, adverse rovides data to the projector via dedicated signal cables. The weather, fire, and smoke so the operator's performance approaches bol Generator has the capability to receive and to process data that of the least difficult daylight scenario. links from up to six video inputs and two serial inputs while formatting messages based on a control program. The control To achieve this goal, information will be provided in an easily program uses the data's priority, refresh rate, and other site specific recognized form, without the need for vehicle operator intervention. criteria to implement the sequence and content of the information Rescue vehicle location, the location of the emergency, the location presentation. of other vehicles (ground and aircraft), the location of people, and the location of debris is the basic data needed (and normally e_g_o. i F._~R available during the least difficult situations). The condition of the aircraft, location of victims, presence and location of spilled burning The DEVS projector is a high brightness-CRT, monochrome fuel, and the location of other ARFF personnel is also crucial. In emitter which creates and projects a focused image onto the window addition, the possible presence of toxic gasses caused by spilled or of the ARFF Vehicle. The projector is designed to be placed 60-72 burning cargo must be determined to provide for safe response to inches from the window. There are optional mounting schemes the situation. Finally, since multiple vehicles and ARFF crews are which permit the projector to be mounted off-axis from the window always involved in most emergency situations, a centralized to accommodate existing mechanical obstructions. The projector is command and control system is needed to coordinate the activities to be equipped to accept standard signal inputs which ifichide RS- of all elements of the emergency response team. The DEVS is one 170 to utihze the TWDS as a simple replacement of an existing head element of this command and control system. down display. REOUIRED CAPABILITIES Ootical Element

The DEVS will provide an increase in the knowledge available to the The Optical Element will be mounted to the window of the ARFF emergency crew. They will be able to see through fog, rain, sleet, Vehicle to act as a dynamic display surface within the truck cab. The and snow. They will be able to see through smoke and flames in and Optical Element should be six to twelve inches square affixed to a around the burning aircraft, detect the position of evacuees and selected location on the window with room temperature vulcanizing trapped passengers and distinguish among the debris to move into a material. The location shall be predefined to reflect data in a position for fire fighting. They will be able to apply extinguishing uniform manner which is specified by both lateral and vertical agents to the hottest areas of the burning fire more precisely. They angles perpendicular to the plane of the window. The viewing zone will also be able to track other fire fighters through the smoke and should offer a lateral reflection angle of thirty degrees and a vertical fire as rescue efforts arc underway. reflection angle of fifteen degrees. The information is to be presented in a bright green color and be focused at the plane of the The FLIR device will provide the ARFF operator with the ability to window. The DEVS will not obstruct the view out of the vehicle. • detect debris, and other vehicles (stationary or moving) in the vicinity as well as detect passengers evacuating from the aircraft. The SYMBOL GENERATOR FLIR detector shall have the capability of electrocuting humans in a smoke or fog environment where nromal vision is inadequate. An The symbol generator is to be a microcomputer-based system aid to ARFF vehicle storing information for normal driving designed for rack mounting in an equipment bay. This remote conditions will be provided via the FLIR by the brighter-than- computer will offer the capability to directly interface to a selected background standard runway and taxiway lights which it will detect set of on-board data channels or discrete indicator inputs and linked as they travel to the site. with a GPS tracker and a FLI1L The Symbol Generator is pro- grammed with the mission specific control scheme and operates in an automatic mode. There is a keyboard and monitor option which supports on-site changes of the data communications and control The elements of the DEVS for the ARFF Vehicle demonstration routines. The Symbol Generator formats data "pages" and routes this include a Forward Looking Infrared (FLIR), a Transparent window information to the appropriate projector based on priority, Display (TWD or Head UP Display (HUD), and a Global Positioning currency, or on demand.The Symbol Generator is capable of being System (GPS) with Geographic Information System (GIS) or configured to accept a variety of standard signal inputs including RS- mapping. 232, RS-422, and RS-170. FORWARD LOOKING INFRARED GLOBAL POSITIONING SYSTEM

The FLIR is a high resolution FLIIL It is enhanced with Wide A Global Positioning System (GPS) receiver is to be mounted on the Dynamic RangeProcessing for increased penetration of smoke and ARFF Vehicle and interfaced to the Transparent Window Display fog. The FLIR contains a two-dimensional focal plane array using System for display of position information. The GPS is to be a six Platinum Silicide as the detector material. It will operate at channel receiver capable of tracking up to eight satellites. The GPS wavelengths from 8 to 12 micrometers and have a sensitivity of one receiver calculates new position data once every second. Position tenth degree Celsius. An alternate FLIR of 3 to 5 micrometers with accuracy is specified at twenty free meters maximum, with a typical similar sensitivity will also be implemented to establish whether the accuracy of about ten to fifteen meters. An additional ground based shorter wavelength provides significant benefits in the smoke differential transmiRer on the airfield would give accuracy from one environment. A key element in the use of the FLIR device for this to three meters. application includes a completely hands-off automation philosophy. Rapid cool-down is another function dictated by the natu-re of FLIR GEOGRAPHIC INFORMATION SYSTEM detectors. To achieve the best performance, these detectors must be cooled to very low temperatures. (In the range of minus two The airport mapping system by which the ARFF Vehide will be hundred and seventy degrees). The cooling systems which have been navigated may be developed in several methods. One method being developed have an operating life of about 2,500 hours. Rapid cool- considered is the digital reconstructive method. This would be down or extended stand-by life cycle is considered essential to an accomplished by taking an aerial photograph of the airport and ARFF application. Zero or near zero time start-up is an operational digitizing it so it then can be displayed on the computer screen for requirement to provide successful effectiveness. mapping. This method, as it is developed may provide increased local terrain and hazards definition needed to travel on and around DYNAMIC RANGE ISSUES the airfield by the ARFF Vehicle. Additional mapping capability with one, three and ten mile definition will provide for call-up mapping To detect people and debris, the FUR has a sensitivity of about one- in the event of an accident off the airport operational areas. Digital tenth of a degree. At the same time, we expect the FLIR to deliver aerial mapping is an emerging technology which will provide three this sensitivity in the presence of flames that may reach temperatures dimensional hazard definition of streams swales and drainage of 1,000 degrees. This requires the FLIR to operate over an- culverts as well as other hazards which could impede the re~cue instantaneous dynamic range of about 10,000: 1. vehicles progress.

180 NFPA 414--- A95 ROP

COMPUTER INFORMATION Glossary of Technical Terms K~ciA~MZNT~ 1. Aircraft Rescue and Fire Fighting (ARFF) formally known in the Once an operational computer is placed in the ARFF Vehicle it fire fighting industry as crash, fire and rescue. would provide for a host of other fire fighting capabilities. The Firemen would be able to have the complete airports emergency 2. Cool-down in the operational environment of an "Infrared plan carried right in the computer with menu driven software. Toxic Detector" this function is the term used to describe the period of and hazard material indexes could be provided. Complete instruc- time needed for the refrigeration unit of the optical sensor to cool tions on emergency door and entryway door operations for every the unit to about minus two hundred and seventy degrees below type of commercial aircraft could be provided. zero. This cool-down mode is what provides the 10,000 to I sensitivity needed for infrared thermal detection. VEHICLE ELECTRICAL UPGRADE 3. Driver's Enhanced Vision System (DEVS) Avision enhancement Because of the need for better power sources, vehicles with new system utilization several electronic and computer based compo- technology equipment will have to undergo some modifications to nents which will aid in seeing as well as movement or navigation the existing electrical systems. Computers and electronically about the airport in times of reduced visibility operational condi- controlled devices require smooth filtered and stable voltage tions. sources. The equipment targeted for installation will be modified to operate in the voltage ranges that are present on the existing 4. Forward Looking Infrared (FLIR) a heat detector device which vehicles. Usually this is direct current of the 12 or 24 volt range. allows the viewer to sec radiant heat projected from objects. These Special power converters and voltage stabilizers will have to be devices work in the Micron band of the Infrared Spectrum. considered. There will also be requirements to add 115 volt (Example 8-12 Micron Band) alternating current in some cases. Running off portable generator ] power sources that might already exist on some of these vehicles will 5. Geographic Information System (GIS) a device which will allow an ] not provide, in most cases the smooth stabilized power sources of aerial map of the airport to be displayed with markers which will [ these requirements. Transformer rectifiers and power convertors will move along the image as the vehicle changes position. [ not provide a major challenge for the technological requirements of this program. Low cost portable battery backup systems should also 6. Global Positioning System (GPS) a device which picks up signals ] be considered to provide power for start-up of the vehicle as well as from orbiting satellites and determines positions of location on [ possible accidental shut off of the vehicle system supply. The cost for earth by longitude and latitude reference. these required voltage sources will be minimal when compared to I the trouble free environment in which they will provide for the 7. Head Up Display (HUD) the military name for a device which electronic boards and computer systems to work. I allows a person to look and operate a device while viewing through the cockpit window of an aircraft this device will have information displayedon it.

The object of this assessment program is to provide information 8. Transparent Window Display (TWD) an electronic device which about the new computer based equipment and vision enhancement projects an image upon a special coated glass or plastic which can devices which will help the airport rescue services perform their also allow the viewer to see through the clear plate with a very slight assigned mission, under suboptimal conditions. The cost effective- reduction in visibility. ness of installing this equipment can be justified by the need to SUBSTANTIATION: Several accidents have occurred in poor operate aircraft under these same poor visibility conditions. If visibility conditions, and with the proliferation of Category IIIC operations are conducted which permit the aircraft to take offand landing systems more requirements for fire fighting in low visibility land under poor visibility conditions it can be reasonably expected conditions can be expected. Aircraft Rescue and Fire Services that more requirements for fire fighting response under low visibility currently have no reliable way to locate and navigate to crash sites at conditions will occur. airports under conditions of poor visibility. COMMITrEE ACTION: Accept. The technology needed to perform the Drivers Enhanced Vision System (DEVS) is here right now. Although you can buy the equipment required off the shelf, making an installation will require some additional research effort because our own Aircraft Rescue and (Log #CP165) Fire Fighting Mission requirements were not considered in the 414- 99 - (Appendix E): Accept research efforts that produced this technology. In each case the SUBMrlq'ER: Technical Committee on Aircraft Rescue and Fire individual elements of the DEVS operational system took into Fighting, account that the proposed system should require low operational I RECOMMENDATION: Add the following tables as a new Appendix workload on the operator. Each piece of the system wiU endeavor to lb. use present technological equipment with some hardware and SUBSTANTIATION: Added summary tables for quick reference for software modifications. Finally, the DEVS system should be designed vehicle requirements appearing in body of standard. for easy installation and a maintenance free duty life cycle or at the COMMITI'EE ACTION: Accept. least a modular rack installation design allowing the removal and replacement of components by present maintenance personnel without adding to the manpower burden of operating a Rescue and Fire Fighting Service. Finally, the most important issue is cost. Historically, this technology has a high cost. Some of the reasons for these high costs were dictated by low production runs and battle field survivability conditions for which the equipment was originally designed. Equipment meeting the rigorous requirements necessary for military applications can add many thousands of dollars to the final purchase price. It is hoped that with careful redesign and unique adaptation of existing equipment designs and unit cost price decreases, that the cost of integrating this technology into an aircraft rescue fire fighting vehicle, can be substantially reduced in the near future.

181 Appendix E

Performance Parameter Combined Agent Major Vehicle Class

For Fully Loaded Vehicle 1 2 $ 4 1 2 3 4 5 6 7

1. Water tank ($allons): [Minimum useable capacity] >100 >200 >300 >500 _>1000 _>1500 _>2500 _>3000 _>4000 >5000 >6000 2. Side Slope stability (degrees): 30° 28 30° 28° 26.5 ° 24° Percent grade: 58% 53% 58% 53% 5O% 45% 3. Dsaaamic balance (mp~): [Minimum speed on a 100 foot radius circle] 25 22 18.5 4. Angle of approach (de~rees): 3Oo 5. An~le of departure (del~grees): 30, z 6. Interaxle clearance (de~ees): 12° 7. Underbody clearance (inches): 13 ilS [ 18 8. Underaxle clearance at differential housin~ bowl (inches) 8 10.5 13 ix0 9. Wall-to-wall turnin~ diameter: < three times the vehicle's length t 10. Maximum acceleration time from 0 to 50 mph (seconds): 25 3O 126 1,5 145 I 50 12s 14o t~ 11. Top speed (mph): _ 65 12. Service brake: I I ! I I I I Stoppin~ distance from 20 mph (feet): _<35 < 40 40 mph (feet): -< 131 <_ 160 Percent grade holdinl~ of fully loaded vehicle: Ascending: _> 50% Descending: > 50% 13. Emergency brake stoppin~ distance at 40 mph (feet): < 288 14. Percent grade holdin~ for the parkin~ brake: Ascending: >_ 2O% Descending: 20% Appendix E

Performance Parameter Combined Agent Major Vehicle Class

Agent System 1 2 3 4 ! 2 $ 4 5 6 7

II 1. Water tank (~allons): [minimum useable capacity] >100 >__200 __>300 >500 >1000 >1500 __>2500 >3000 >4000 >5000 __>6000 Percent of deliverable water a. On level ground 100% b. On 20% side slope 85% 75% c. 30% ascending/descendinl[ i~rade 85% 75% 2. Primary turret(s) discharge Total flow rate can be a combination of a roof turret or extendible turret and a bumper turret a. Total flow rate (~m): [-0%, + 10%1 OR N/A 150 2OO 25O 750 750 1250 II Individual flow rate of the roof turret if used in ombination with a N/A 500 500 1000 bumper turret (l~pm): [-0%, + 10%] b. Stream pattern~distances I I ;; I I I 1. Straight/far point (feet): N/A >_ 125 _> 160 _> 190 > 230 > 250 ]] Z 2. Dispersed/far point (feet): N/A _> 25 _> 60 > 65 _> 70 > 75 3. Dispersed/width (feet): N/A > 20 I >25 > 35 2a. Extendible waterway I I I I I a. Individual flow rate of the extendible turret if used in combination with N/A 500 500 1000 t a bumper turret (gpm): [-0%, + 10%] ol b. Stream pattern/distances N/A I I I 1. Straight/far point (feet): N/A > 160 -> 190 -> 230 __> 250 O 2. Dispersed/far point (feet): N/A _> 60 > 65 >__ 70 -> 75 3. Dispersed~width (feet): N/A > 35 2b. Bumper turret N/A

a. Flow rate (~pm) : [-0%, + 10% ] N/A 150 250 b. Straight stream distance (feet): N/A _> 150 c. Flat pattern distances: I U I I I I I I 1. Far point (feet): N/A >_ 50 2. Width (feet): N/A _> 20 >- 30 3. Near point (feet): N/A > Within 30 feet of front bumper / 2c. Ground sweep I I I I I I I I a. Flowrate (g~m): [-0%, 10%] N/A -> 100 to_< 300 b. Flat pattern distances: I I I I I I I I 1. Far point (feet): N/A _> 30 2. Width (feet): N/A >12 Appendix E

Performance Parameter Combined Agent Major Vehicle Class

Agent System (Cont'd) 2 $ 4 1 . [ 2 II I I I ] I'l '1 °1' S. Number of water/foam handlines required per vehicle (select from below): 3a. Woven jacket water/foam handline : I I I [ I I I I I a. Nozzle flow rate (l~pm): [-0%, + 10%] 95 b. Straight stream distance (feet): _> 65 c. Dispersed stream pattern: I I I I I I I I I I 1. Range (feet): >2O 2. Width (feet): aJ > 15 d. Hose inside diameter (inches): > 1.50 e. Hose length (feet): > 150 Sb Reeled water/foam handline I I I I I I I I I I a. Nozzle flowrate (~pm): [-0%, + 10%1 60 b. Straight stream distance (feet): z c. Dispersed stream pattern: I I I I I ~5° I I I I I 1. Range (feet): >20 2. Width (feet): > 15 d. Hose inside diameter (inches): > 1.00 e. Hose length (feet): >100 4. Auxiliary a~ent Required | Where specified a. Capacity if required (pounds): > 500 ] Usually 500 when specified -¢ 4a. Dry chemical handline Required II Where specified a. Discharge rate: >_ 5 lbs per sec _< 7 lbs per sec b. Range (feet): >25 c. Hose inside diameter (inches): > 1.00 d. Hose len~xh (feet): > 100 4b. Dry chemical twinned turret N/A Required ~ Where specified a. Discharge rate: > 16 lbs per sec _< 22 lbs per sec b. Range (fee0: > 100 c. Width (feet): >17 4c. Halon handline (1211 or replacement) I I I I I I I I I a. Dischar[ge rate: > 5 lbs per sec _< 7 lbs per sec b. Range (feet): > 25 c. Hose inside diameter (inches): > 1.00 d. Hose length (feet): _> 100 U