CIVIL AVIATION GUIDANCE MATERIAL – 1414

2.6 SUPPLY AND STORAGE OF EXTINGUISHING AGENTS ....................................................................................... 2-11 2.7 RESPONSE TIME .................................................................................................................................... 2-11 2.8 FIRE STATION........................................................................................................................................ 2-13 2.9 COMMUNICATION AND ALERTING SYSTEMS ................................................................................................ 2-13 2.10 N UMBER OF VEHICLES ............................................................................................................................ 2-13 3 AIRPORT FACILITIES AFFECTING RESCUE AND FIREFIGHTING SERVICES ................................................3-1 3.1 AIRPORT WATER SUPPLY ........................................................................................................................... 3-1 3.2 E MERGENCY ACCESS ROADS ....................................................................................................................... 3-2 4 COMMUNICATION AND ALARM REQUIREMENTS .................................................................................4-1 4.1 SYSTEM FACILITIES ................................................................................................................................... 4-1 4.2 FIRE STATION COMMUNICATIONS ............................................................................................................... 4-1 4.3 RFF VEHICLE COMMUNICATIONS ................................................................................................................ 4-3 4.4 O THER COMMUNICATION AND ALERTING FACILITIES ....................................................................................... 4-4 5 FACTORS IN THE SPECIFICATION PROCESS FOR RESCUE AID FIREFIGHTING VEHICLES ..........................5-1 5.1 I NTRODUCTION ....................................................................................................................................... 5-1 5.2 P RELIMINARY CONSIDERATIONS .................................................................................................................. 5-3 5.3 Q UANTITIES OF EXTINGUISHING AGENTS ...................................................................................................... 5-4 5.4 ADVANTAGES IN ADOPTING IMPROVEDEXTINGUISHING AGENTS ........................................................................ 5-4 5.5 COMPATIBILITY OF NEW VEHICLESWITH EXISTING FLEET ................................................................................... 5-5 5.6 DIMENSIONAL OR LOADING LIMITATIONS ..................................................................................................... 5-5 5.7 P REPARATION OF A SPECIFICATION .............................................................................................................. 5-6 5.8 ADDITIONAL CONTRACTUAL CONSIDERATIONS ............................................................................................. 5-14 5.9 ASPECTS TO BE CONSIDERED IN PREPARING ASPECIFICATION FOR AN RFF VEHICLE .............................................. 5-16 6 PROTECTIVE CLOTHING AND RESPIRATORY EQUIPMENT .....................................................................6-1 6.1 P ROTECTIVE CLOTHING ............................................................................................................................. 6-1 6.2 RESPIRATORY EQUIPMENT ......................................................................................................................... 6-3 7 AMBULANCE AND MEDICAL SERVICES ..................................................................................................7-1 7.1 GENERAL ............................................................................................................................................... 7-1 8 EXTINGUISHING AGENT CHARACTERISTICS...........................................................................................8-1 8.1 P RINCIPAL E XTINGUISHING AGENTS ............................................................................................................ 8-1 8.2 COMPLEMENTARY AGENTS ..................................................................................................................... 8-11 8.3 CONDITIONS OF STORAGE OF EXTINGUISHING AGENTS................................................................................... 8-12 9 FIRE STATIONS ......................................................................................................................................9-1 9.1 GENERAL ............................................................................................................................................... 9-1 Table of Contents Issue 01/Rev 00 CAGM 1414 – AFRS 10 9.2 L OCATION .............................................................................................................................................. 9-1 9.3 DESIGN AND CONSTRUCTION ..................................................................................................................... 9-2 10 PERSONNEL ........................................................................................................................................ 10-1 10.1 GENERAL REQUIREMENTS ....................................................................................................................... 10-1 10.2 SELECTION OF PERSONNEL FOR RFF DUTIES ................................................................................................ 10-1 10.3 M ANAGEMENT OF RFF PERSONNEL .......................................................................................................... 10-2 10.4 P HYSICAL AND MEDICAL FITNESS ASSESSMENTS FOR RFF SERVICES .................................................................. 10-2 10.5 TASK RESOURCE ANALYSIS ....................................................................................................................... 10-3 11 EMERGENCY ORGANISATION ............................................................................................................. 11-1 11.1 AIRPORT E MERGENCY P LAN .................................................................................................................... 11-1 11.2 AIRCRAFT EMERGENCIES FOR WHICH SERVICES MAY BE REQUIRED.................................................................... 11-6 12 AIRCRAFT FIREFIGHTING AND RESCUE PROCEDURES ......................................................................... 12-1 12.1 FEATURES COMMON TO ALL EMERGENCIES ................................................................................................. 12-1 12.2 FIGHTING AIRCRAFT FIRES........................................................................................................................ 12-2 12.3 RESCUE TACTICS AND ASSOCIATED EQUIPMENT REQUIREMENTS ...................................................................... 12-5 12.4 ACCIDENTS I NVOLVING DANGEROUS GOODS ............................................................................................ 12-14 12.5 P OST -ACCIDENT P ROCEDURES ............................................................................................................... 12-21 13 RESCUE OPERATIONS IN DIFFICULT ENVIRONMENTS ......................................................................... 13-1 13.1 GENERAL ............................................................................................................................................. 13-1 13.2 O PERATIONAL PROCEDURES FOR ACCIDENTS IN THE WATER ............................................................................ 13-4 13.3 ASSESSMENTS FOR ACCIDENTS BEYOND RUNWAY THRESHOLDS ....................................................................... 13-6 13.4 TRAINING OF PERSONNEL ........................................................................................................................ 13-8 13.5 I NTER-AGENCY EXERCISES ........................................................................................................................ 13-9 14 TRAINING ........................................................................................................................................... 14-1 14.1 GENERAL ............................................................................................................................................. 14-1 14.2 FIRE DYNAMICS , TOXICITY AND FIRST AID .................................................................................................... 14-2 14.3 E XTINGUISHING AGENTS AND FIREFIGHTING TECHNIQUES .............................................................................. 14-2 14.4 H ANDLING OF VEHICLES, VESSELS AND EQUIPMENT ...................................................................................... 14-3 14.5 AIRFIELD LAYOUT AND AIRCRAFT CONSTRUCTION ......................................................................................... 14-3 14.6 O PERATIONAL TACTICSAND MANOEUVRES .................................................................................................. 14-5 14.7 E MERGENCY COMMUNICATION ................................................................................................................ 14-9 14.8 L EADERSHIP PERFORMANCE ..................................................................................................................... 14-9 14.9 P HYSICAL FITNESS ................................................................................................................................ 14-10 14.10 AUXILIARY MODULES ....................................................................................................................... 14-10 15 AIRCRAFT FUELLING PRACTICES.......................................................................................................... 15-1 15.1 I NTRODUCTION ..................................................................................................................................... 15-1 15.2 GENERAL PRECAUTIONARY MEASURES TO BE TAKENDURING AIRCRAFT FUELLING OPERATIONS ............................... 15-1 15.3 ADDITIONAL PRECAUTIONARY MEASURES TO BE TAKEN WHEN PASSENGERS REMAIN ON BOARD OR EMBARK /DISEMBARK DURING REFUELLING OPERATIONS .......................................................................................................................... 15-2 16 AVAILABILITY OF RRF INFORMATION ................................................................................................. 16-1 16.1 GENERAL ............................................................................................................................................. 16-1 17 PREVENTIVE MAINTENANCE OF VEHICLES AND RESCUE EQUIPMENT ................................................ 17-1 17.1 GENERAL ............................................................................................................................................. 17-1 17.2 P REVENTIVE MAINTENANCE ..................................................................................................................... 17-1 17.3 P ERSONNEL .......................................................................................................................................... 17-2 Table of Contents Issue 01/Rev 00 CAGM 1414 – AFRS 11 17.4 M AINTENANCE PROCEDURES ................................................................................................................... 17-2 17.5 M AINTENANCE WORK AREAS / SPECIAL TOOLS............................................................................................. 17-3 17.6 P ERFORMANCE TESTING — FIRE VEHICLES ................................................................................................. 17-4 17.7 RESCUE EQUIPMENT REQUIREMENTS ......................................................................................................... 17-5 17.8 M AINTENANCE DOCUMENTATION ............................................................................................................ 17-6 17.9 M AINTENANCE RECORD KEEPING .............................................................................................................. 17-6 17.10 P ROTECTIVE CLOTHING ....................................................................................................................... 17-7 18 HUMAN FACTORS PRINCIPLES ............................................................................................................ 18-1 18.1 GENERAL ............................................................................................................................................. 18-1 18.2 THE SOFTWARE , H ARDWARE, E NVIRONMENT AND L IVEWARE (SHEL) MODEL .................................................. 18-1 18.3 H UMAN FACTORS ISSUES IN RFF SERVICES .................................................................................................. 18-2 18.4 O PERATIONAL EFFECTIVENESS AND STANDARDS ........................................................................................... 18-3 18.5 SAFETY AND WELL-BEING OF RFF PERSONNEL ............................................................................................. 18-4 19 APPENDICES ....................................................................................................................................... 19-1 19.1 APPENDIX 1 – I NTRODUCTION ................................................................................................................. 19-1 19.2 APPENDIX 2 – AEROPLANE CLASSIFICATION BY AIRPORT CATEGORY ................................................................ 19-9 19.3 APPENDIX 3 – UNI 86 FOAM N OZZLE ..................................................................................................... 19-19 Table of Contents Issue 01/Rev 00 CAGM 1414 – AFRS 12 INTENTIONALLY LEFT BLANK Chapter 1 – General Issue 01/Rev 00 CAGM 1414 – AFRS 1-1 1 General 1.1 Introduction 1.1.1 The principal objective of an RFF (rescue and firefighting) service is to save lives in the event of an aircraft accident or incident occurring at, or in the immediate vicinity of, an airport. The RFF service is provided to create and maintain survivable conditions, to provide egress routes for occupants and to initiate the rescue of those occupants unable to make their escape without direct aid. 1.1.2 This service must assume at all times the possibility of and need for extinguishing a fire which may: a) exist at the time an aircraft is landing, taking off, taxiing, parked, etc.; or b) occur immediately following an aircraft accident or incident; or c) occur at any time during rescue operations. The rupture of fuel tanks in an aircraft crash and the consequent spillage of highly volatile fuels, and other flammable liquids used by aircraft, present a high degree of probability of ignition if these liquids come into contact with hot metal parts of the aircraft or because of sparks caused by the movement of wreckage or disturbance of the electrical circuit. Fires may also occur through the discharge of accumulated electrostatic charges at the time of ground contact or during fuelling operations. A distinctive characteristic of aircraft fires is their tendency to reach lethal intensity within a very short time. This presents a severe hazard to the lives of those directly involved and can hamper rescue or evacuation efforts. 1.1.3 For this reason, the provision of adequate and special means of dealing promptly with an aircraft accident or incident occurring at, or in the immediate vicinity of, an airport assumes primary importance because it is within this time frame that there are the greatest opportunities of saving lives. 1.1.4 The extent of aircraft fires which may affect rescue is influenced largely by the quantity and disposition of fuel carried by the aircraft and the location of any fuel released as a result of the accident or incident. 1.1.5 Emergency exits and their ability to be opened from the inside and outside of an aircraft is of primary importance in rescue and evacuation operations. The provision of special tools for rescue crews in order to gain access to the interior of a fuselage is essential. However, their use can only be regarded as an extreme measure to be taken whenever normal means of access (including emergency exits) are unavailable or unsuitable for use. Chapter 1 – General Issue 01/Rev 00 CAGM 1414 – AFRS 1-2 1.1.6 The most important factors bearing on effective rescue in a survivable aircraft accident is the training received, the effectiveness of the equipment and the speed with which personnel and equipment, designated for RFF purposes, can be deployed. 1.1.7 The proposals set out hereunder concerning these services are intended as a general guide, to be applied to the fullest extent practicable. 1.2 Administration 1.2.1 The RFF service at an airport should normally be under the administrative control of the airport management, which should also be responsible for ensuring that the service provided is organised, equipped, staffed, trained and operated in such a manner as to achieve its principle objective of saving lives in the event of an aircraft accident or incident. The airport management may designate public or private organisations suitably located and equipped to provide/support the RFF service. It is intended that the fire station housing the RFF service be located on the airport premises and suitably located so that responses will not be delayed and will ensure response times can be met. 1.2.2 It is intended that the above include the availability of suitable specialist vehicles, rescue equipment and services for an airport located close to water, swamp, desert or other difficult environments, where a significant portion of aircraft approach or departure operations takes place over these areas. The purpose of these specialist vehicles, rescue equipment and services is to rescue aircraft occupants at an aircraft accident that may occur in these areas. Material related to rescue operations in difficult environments may be found in Chapter 13. 1.2.3 Coordination between the RFF service at an airport and public protective agencies (such as local fire departments, police forces, coast guard and hospitals) that may be called upon as supporting agencies should be established by prior agreement for assistance in dealing with an aircraft accident or incident. Guidance related to airport emergency planning and procedures can be found in the CAGM 1413 — Airport Emergency Planning. 1.2.4 A detailed grid map(s) of the airport and its immediate vicinity (with date of revision) should be provided for the use of the airport services concerned. Information concerning topography, access roads and location of water supplies should be indicated. This map should be visibly posted in the control tower and the fire station and be available on the RFF vehicles as well as other supporting vehicles required to respond to an aircraft accident or incident. Copies should also be distributed to external agencies, such as police and medical services as required. The issuing authority for the detailed grid maps should have a document control process to ensure all agencies are made aware of any changes or re-issues. Chapter 1 – General Issue 01/Rev 00 CAGM 1414 – AFRS 1-3 1.3 Abbreviations AC = Alternating current ADREP = Accident incident data reporting AFFF = Aqueous film forming foam APUs = Auxiliary power units ATC = Air traffic control ATIS = Automatic terminal information service BA = Breathing apparatus BAECO = Breathing apparatus entry control officer CCTV = Closed-circuit television CFR = Code of Federal Regulations DEVS = Driver enhanced vision system FFFP = Film forming fluoroprotein foam FLIR = forward looking infrared HRET = High reach extendable turrets IATA = International Air Transport Association ISO = International Organisation for Standardisation JATO = Jet assisted take-off MFT = Major foam tender NFPA = National Fire Protection Association NID = Noise induced deafness OEM = Original equipment manufacturer PPE = Personal protective equipment RESA = Runway end safety area RFF = Rescue and firefighting RFFS = Rescue and firefighting service RTF = Radiotelephone SCBA = Self-contained breathing apparatus SHEL = Software, hardware, environment and liveware SNAP = Significant New Alternatives Policy SOP = Standard operating procedures SPAAT = Skin penetrating agend applicator TRA = Task resource analysis Chapter 1 – General Issue 01/Rev 00 CAGM 1414 – AFRS 1-4 INTENTIONALLY LEFT BLANK Chapter 2 – Level of Protection to be Provided Issue 01/Rev 00 CAGM 1414 – AFRS 2-1 2 Level of Protection to be Provided 2.1 Airport category 2.1.1 The level of protection to be provided at an airport should be based on the dimensions of the aeroplanes normally using the airport as adjusted for their frequency of operations. 2.1.2 The airport category for RFF should be based on the overall length of the longest aeroplanes normally using the airport and their maximum fuselage width. The airport category should be determined using Table 2-1 by categorising the aeroplanes using the airport, by first evaluating their overall length and second, their fuselage width. If after selecting the category appropriate to an aeroplane’s overall length that aeroplane’s fuselage width is greater than the maximum width in column (3) for that category, then the category for that aeroplane is actually one category higher. Airport category Aeroplane overall length Maximum fuselage width (1) (2) (3) 1 0 up to but not including 9 m 2 m 2 9 m up to but not including 12 m 2 m 3 12 m up to but not including 18 m 3 m 4 18 m up to but not including 24 m 4 m 5 24 m up to but not including 28 m 4 m 6 28 m up to but not including 39 m 5 m 7 39 m up to but not including 49 m 5 m 8 49 m up to but not including 61 m 7 m 9 61 m up to but not including 76 m 7 m 10 76 m up to but not including 90 m 8 m Table 2-1. Airport category for rescue and firefighting 2.1.3 Airports should be categorised for RFF purposes by counting the aeroplane movements in the busiest consecutive three months of the year as follows: a) when the number of movements of the aeroplanes in the highest category normally using the airport is 700 or greater in the busiest consecutive three months, then that category should be the airport category (see examples nos. 1 and 2); and b) when the number of movements of the aeroplanes in the highest category normally using the airport is less than 700 in the busiest consecutive three months, then the airport category may be one less than the highest aeroplane Chapter 2 – Level of Protection to be Provided Issue 01/Rev 00 CAGM 1414 – AFRS 2-2 category (see examples nos. 3 and 4) even when there is a wide range of difference between the dimensions of the aeroplanes which are included in reaching 700 movements) (see example no. 5). 2.1.4 It should be noted that the level of protection provided based on frequency of operations in 2.1.3 b) shall not be less than one category below the determined category. 2.1.5 Either a take-off or a landing constitutes a movement. Movements of scheduled, non-scheduled and general aviation operations should be counted in determining the airport category. A classification of representative aeroplanes by the airport category shown in Table 2-1 is included in Appendix 2. 2.1.6 The following examples illustrate the method for determining the airport category. Aeroplane Overall length Fuselage width Category Movements Airbus A320 37.6 m 4.0 m 6 600 Bombardier CRJ 900 36.4 m 2.7 m 6 300 Embraer 190 36.2 m 3.0 m 6 500 ATR 72 27.2 m 2.8 m 5 200 Example No. 1 The longest aeroplanes are categorised by evaluating, using Table 2-1, first their overall length and second, their fuselage width, until 700 movements are reached. It may be seen that the number of movements of the longest aeroplanes in the highest category totals more than 700. The airport in this case would be category 6. Aeroplane Overall length Fuselage width Category Movements Airbus A350-900 66.8 m 6.0 m 9 300 Boeing 747-8 76.3 m 6.5 m 10 400 Airbus A380 72.7 m 7.1 m 10 400 Example No. 2 The longest aeroplanes are categorised by evaluating, using Table 2-1, first their overall length and second, their fuselage width, until 700 movements are reached. It may be seen that the number of movements of the longest aeroplanes in the highest category totals more than 700. It may also be noted that when evaluating the category appropriate to the Airbus A380 aeroplane’s overall length, e.g. category 9, the category selected is actually one higher as the aeroplane’s fuselage width is greater than the maximum fuselage width for category 9. The airport in this case would be category 10. Chapter 2 – Level of Protection to be Provided Issue 01/Rev 00 CAGM 1414 – AFRS 2-3 Aeroplane Overall length Fuselage width Category Movements Boeing 737-900ER 42.1 m 3.8 m 7 300 Bombardier CRJ 900 36.4 m 2.7 m 6 500 Airbus A319 33.8 m 4.0 m 6 300 Example No. 3 The longest aeroplanes are categorised by evaluating, using Table 2-1, first their overall length and second, their fuselage width, until 700 movements are reached. It may be seen that the number of movements of the longest aeroplanes in the highest category totals only 300. The minimum category for the airport in this case would be category 6, which is one category below that of the longest aeroplane. Aeroplane Overall length Fuselage width Category Movements Airbus A380 73.0 m 7.1 m 10 300 Boeing 747-8 76.3 m 6.5 m 10 200 Boeing 747-400 70.7 m 6.5 m 9 300 Example No. 4 The longest aeroplanes are categorised by evaluating, using Table 2-1, first their overall length and second, their fuselage width, until 700 movements are reached. It may be seen that the number of movements of the longest aeroplanes in the highest category totals only 500. It may also be noted that when evaluating the category appropriate to the Airbus A380 aeroplane’s overall length, e.g. category 9, the category selected is actually one higher as the aeroplane’s fuselage width is greater than the maximum fuselage width for category 9. The minimum category for the airport in this case would be category 9, which is one category below that of the longest aeroplane. Aeroplane Overall length Fuselage width Category Movements Airbus A321 44.5 m 4.0 m 7 100 Boeing 737-900ER 42.1 m 3.8 m 7 300 ATR 42 22.7 m 2.9 m 4 500 Example No. 5 The longest aeroplanes are categorised by evaluating, using Table 2-1, first their overall length and second, their fuselage width, until 700 movements are reached. It may be seen that the number of movements of the longest aeroplanes in the highest category totals only 400. It would appear from 2.1.3 b) above that the minimum category for the airport would be category 6; however, even when there is a relatively wide range of difference between the length of the longest aeroplane (Airbus A321) and the aeroplane for which the 700th movement is reached (ATR 42), the minimum category for the airport may only be reduced to category 6. Chapter 2 – Level of Protection to be Provided Issue 01/Rev 00 CAGM 1414 – AFRS 2-4 2.1.7 Notwithstanding the above, during anticipated periods of reduced activity the airport category may be reduced to that of the highest category of aeroplane planned to use the airport during that time irrespective of the number of movements. 2.1.8 Cargo operations. The level of protection at aerodromes used for all-cargo aeroplane operations may be reduced in accordance with Table 2-2. This is based on the need to protect only the area around the cockpit of an all- cargo aeroplane in the critical area concept. Using this rationale, the aerodrome category for an all- cargo aeroplane may be reduced by providing enough water quantity Q 1 for the control of fire. Information on the critical area concept and the method by which the scale of extinguishing agents has been related to the critical area may be found in 2.4. Aerodrome category Reclassification of aerodrome category for all-cargo aeroplanes 1 1 2 2 3 3 4 4 5 5 6 5 7 6 8 6 9 7 10 7 Table 2-2. Airport category for all-cargo aeroplanes Note 1. — This table has been determined using the average size of aeroplane in a given category. Note 2. — An all-cargo aeroplane is an aeroplane operated for the transportation of goods, without fare- paying passengers. 2.2 Types of extinguishing agents 2.2.1 Both principal and complementary agents should normally be provided at an airport. Principal agents produce a permanent control, i.e. for a period of several minutes or longer. Complementary agents have rapid fire suppression capability but offer a “transient” control which is usually only available during application. Chapter 2 – Level of Protection to be Provided Issue 01/Rev 00 CAGM 1414 – AFRS 2-5 2.2.2 The principal extinguishing agent should be: a) a foam meeting the minimum performance level A; or b) a foam meeting the minimum performance level B; or c) a foam meeting the minimum performance level C; or d) a combination of these agents. The principal extinguishing agent for airports in categories 1 to 3 (see 2.4.10) should preferably meet the minimum performance levels B or C foam. 2.2.3 The complementary extinguishing agent should be: a) dry chemical powders (classes B and C powders); or b) other extinguishing agents with at least the same firefighting capability. When selecting dry chemical powder for use with foam, care must be exercised to ensure compatibility. 2.2.1 Characteristics of the recommended extinguishing agents may be found in Chapter 8. 2.3 Amounts of extinguishing agents 2.3.1 The amounts of water for foam production and the complementary agents to be provided on the RFF vehicles should be in accordance with the airport category determined under 2.1.2 and Table 2-3, except that for airport categories 1 and 2, up to 100 per cent of the water may be substituted with a complementary agent. 2.3.2 The amounts in Table 2-3 are the minimum amounts of extinguishing agents to be provided and are based on the average overall length of aeroplanes in a given category. If the aeroplane operating at an airport is larger than the median aeroplane, the amounts should be recalculated in accordance with 2.3.7. 2.3.3 The amounts in Table 2-3 have been determined by adding the quantity of extinguishing agents which are required to obtain a one-minute control time in the practical critical area and the quantity of extinguishing agents which are required for continued control of the fire thereafter and/or for possible complete extinguishment of the fire. Control time is the time required to reduce the initial intensity of the fire by 90 per cent. Information on the critical area concept and the method by which the scale of extinguishing agents has been related to the critical area may be found in 2.4. 2.3.4 The quantity of foam concentrate separately provided on vehicles for foam production should be in proportion to the quantity of water provided and the foam concentrate selected. The amount of foam concentrate should be sufficient to supply at least two full loads of such quantity of water where sufficient additional Chapter 2 – Level of Protection to be Provided Issue 01/Rev 00 CAGM 1414 – AFRS 2-6 water supplies are immediately available to ensure a rapid replenishment of the water content carried. 2.3.5 The amounts of water specified for foam production are predicated on an application rate of 8.2 L/min/m 2 for a foam meeting performance level A, 5.5 L/min/m 2 for a foam meeting performance level B and 3.75L/min/m 2 for a foam meeting performance level C. These application rates are considered to be the minimum rates at which control can be achieved within one minute. 2.3.6 The amounts of foams given in Table 2-3 have been determined on the assumption that the foams meet minimum specifications as stated by ICAO. Guidance on basic characteristics of foams is contained in Chapter 8. 2.3.7 From 1 January 2015, at aerodromes where operations by aeroplanes larger than the average size in a given category are planned, the quantities of water shall be recalculated and the amount of water for foam production and the discharge rates for foam solution shall be increased accordingly. 2.3.8 Table 2-4 provides guidance on the calculation of the quantities of water and discharge rates based on the largest overall length of aeroplane in a given category. The table is based on the use of performance level A foam with an application rate of 8.2 L/min/m 2 . Where performance level B or C foam is used, similar calculations should be made using the appropriate application rates. The formulae indicated in Table 2-4 are used only for the recalculation of quantities in accordance with 2.3.7. Table 2-3. Minimum useable amounts of extinguishing agents Chapter 2 – Level of Protection to be Provided Issue 01/Rev 00 CAGM 1414 – AFRS 2-7 Note. — The quantities of water shown in columns 2, 4, and 6 are based on the average overall length of aeroplanes in a given category. 2.3.9 As of 1 January 2015, at aerodromes where the level of protection is reduced in accordance with the remission factor allowed in 2.1.3 b) and where operations by aeroplanes larger than the average size in a given category are planned, the recalculation of quantities of extinguishing agents required in 2.3.7 would need to be computed based on the largest aeroplane in the reduced category. As an example, an Airbus A380 (category 10) is operating infrequently into a B747 aerodrome (category 9). If the number of movements of the A380 is less than 700 movements in the busiest consecutive three months, the aerodrome is allowed to provide a category 9 level of protection, as permitted in 2.1.3 b). However, as of 1 January 2015, the quantities of an agent are to be recalculated for aerodromes where operations by aeroplanes larger than the average size in a given category are planned (see 2.3.7). As the A380 is larger than the average aeroplane used for calculation of quantities of extinguishing agents for category 9 in Table 2-3, the actual quantities to be provided need to be recalculated. Since 2.1.3 b) permits a remission factor of one, the largest quantity for category 9, i.e. 41 483 L (for performance level A foam) should be provided. As a comparison, this quantity is more than the median quantity of 36 400 L for category 9 in Table 2-3 but less than the maximum quantity of 54 242 L for category 10 in Table 2-4. Table 2-4. Maximum quantities of extinguishing agents based on the largest dimension of an aeroplane (performance level A foam, application rate 8.2 L/min/m 2 ) Chapter 2 – Level of Protection to be Provided Issue 01/Rev 00 CAGM 1414 – AFRS 2-8 2.3.10 There may be aerodromes that use more than one type of performance level foams, such as a combination of level A and B foams, which could lead to error in quantity calculation or replenishment. The use of a combination of different performance level foams at an aerodrome is therefore not encouraged. 2.3.11 For the purpose of replacing water for foam production by complementary agents, 1 kg of a complementary agent shall be taken as equivalent to 1.0 L of water for production of a foam meeting performance level A. Higher equivalencies for complementary agents may be used if results of tests conducted on the complementary agents used by the aerodrome operator have indicated higher efficiencies than those recommended above. When any other complementary agent is used, the substitution ratios need to be checked. 2.4 Critical area for calculating quantities of water 2.4.1 The critical area is a concept for rescue of the occupants of an aircraft. It differs from other concepts in that, instead of attempting to control and extinguish the entire fire, it seeks to control only that area of fire adjacent to the fuselage. The objective is to safeguard the integrity of the fuselage and maintain tolerable conditions for its occupants. The size of the controlled area required to achieve this for a specific aircraft has been determined by experimental means. 2.4.2 There is a need to distinguish between the theoretical critical area within which it may be necessary to control the fire and the practical critical area which is representative of actual aircraft accident conditions. The theoretical critical area serves only as a means for categorising aircraft in terms of the magnitude of the potential fire hazard in which they may become involved. It is not intended to represent the average, maximum or minimum spill fire size associated with a particular aircraft. The theoretical critical area is a rectangle having as one dimension the overall length of the aircraft and as the other dimension a length which varies with the length and width of the fuselage. 2.4.3 From experiments performed it has been established that for an aircraft with a fuselage length equal to or greater than 24 m, in wind conditions of 16 to 19 km/h and at right angles to the fuselage, the theoretical critical area extends from the fuselage to a distance of 24 m upwind and 6 m downwind. For smaller aircraft a distance of 6 m on either side is adequate. To provide for a progressive increase in the theoretical critical area, however, a transition is used when the fuselage length is between 12 m and 24 m. 2.4.4 The overall length of the aircraft is considered appropriate for the theoretical critical area as the entire length of aircraft must be protected from burning. If not, the fire could burn through the skin and enter the fuselage. Also, other aircraft such as T- tail aircraft often have engines or exit points in this extended portion. Chapter 2 – Level of Protection to be Provided Issue 01/Rev 00 CAGM 1414 – AFRS 2-9 2.4.5 The formula for the theoretical critical area AT thus becomes: Overall length Theoretical critical area AT L < 12 m L × (12 m + W) 12 m ≤ L < 18 m L × (14 m + W) 18 m ≤ L < 24 m L × (17 m + W) L ≥ 24 m L × (30 m + W) where L = the overall length of the aircraft, and W = the maximum width of the aircraft fuselage. 2.4.6 As mentioned earlier, in practice it is seldom that the entire theoretical critical area is subject to fire and a smaller area, for which it is proposed to provide firefighting capacity, is referred to as the practical critical area. As a result of a statistical analysis of actual aircraft accidents, the practical critical area Ap has been found to be approximately two-thirds of the theoretical critical area, or Ap = 0.667 AT 2.4.7 The quantity of water for foam production can be calculated from the following formula: Q = Q1 + Q2 Where Q = the total water required Q1 = the water for control of the fire in the practical critical area, and Q2 = the water required after control has been established and is needed for such factors as the maintenance of control and/or extinguishment of the remaining fire. 2.4.8 The water required for control in the practical critical area (Q1), may be expressed by the following formula: Q 1 = A × R × T where A = the practical critical area R = the rate of application, and T time of application. Chapter 2 – Level of Protection to be Provided Issue 01/Rev 00 CAGM 1414 – AFRS 2-10 2.4.9 The amount of water required for Q2 cannot be calculated exactly as it depends on a number of variables. The factors considered of primary importance are: a) maximum gross mass of the aircraft; b) maximum passenger capacity of the aircraft; c) maximum fuel load of the aircraft; and d) previous experience (analysis of aircraft RFF operations). These factors, when plotted on a graph, are used to calculate the total amount of water required for each airport category. The volume of water for Q2, as a percentage of Q1, varies from about 0 per cent for category 1 airports to about 190 per cent for an airport category 10. 2.4.10 The graph mentioned in the preceding paragraph gives the following approximate values for aeroplanes representative of each airport category: 2.5 Discharge rates 2.5.1 The discharge rates of the foam solution should not be less than the rates shown in Table 2-3. The recommended discharge rates are those required to obtain a one-minute control time on the practical critical area and have therefore been determined for each category by multiplying the practical critical area by the application rate. The discharge rate of the foam solution is thus equal to the water quantity Q 1 in a control time of one minute. 2.5.2 The discharge rates of complementary agents should be no less than the rates shown in Table 2-3. Chapter 2 – Level of Protection to be Provided Issue 01/Rev 00 CAGM 1414 – AFRS 2-11 2.6 Supply and storage of extinguishing agents 2.6.1 The quantities of the various extinguishing agents to be provided in the RFF vehicles should be in accordance with the airport category and Table 2-3. A reserve supply of foam concentrate equivalent to 200 per cent of the quantities of these agents identified in Table 2-3 should be maintained on the airport for vehicle replenishment purposes. This will permit an immediate complete recharge of the vehicles, if necessary, subsequent to an emergency and retention of a second complete recharge should another emergency occur before airport stocks can be replenished. For the purpose of determining quantities of reserve supply, the quantities of foam concentrate carried on fire vehicles in excess of the quantity identified in Table 2-3 can be considered contributing to the reserve. 2.6.2 A reserve supply of a complementary agent, equivalent to 100 per cent of the quantity identified in Table 2-3, should be maintained on the aerodrome for vehicle replenishment purposes. Sufficient propellant gas should be included to utilise this reserve complementary agent. Additionally, category 1 and 2 aerodromes that have replaced up to 100 per cent of the water with a complementary agent should hold a reserve supply of a complementary agent of 200 per cent. 2.6.3 Where a major delay in the replenishment of the supplies is anticipated, the amount of reserve supply in 2.6.1 and 2.6.2 should be increased as determined by, among others, the following considerations: a) location of RFF service (may be remote); b) availability of supplies; c) delivery times; and d) customs considerations. 2.6.4 Vehicle foam tanks must be kept full at all times when the vehicle is in operational service because partially filled tanks will create stability problems when the vehicle is cornering at speed. Furthermore, serious sludging problems can occur where protein foam is carried through oxidation and agitation if there is an air space above the surface of the foam. Where protein foam concentrates are used, the entire contents should be periodically discharged and the entire system washed through to ensure that the tank does not contain stale protein foam. 2.7 Response time 2.7.1 The operational objective of the RFF service should be to achieve response times of two minutes and not exceeding three minutes to the end of each runway, as well as to any other part of the movement area, in optimum conditions of visibility and surface conditions. Response time is considered to be the time between the initial call to the RFF service and the time when the first responding vehicle(s) is(are) in position to apply foam at a rate of at least 50 per cent of the discharge Chapter 2 – Level of Protection to be Provided Issue 01/Rev 00 CAGM 1414 – AFRS 2-12 rate specified in Table 2-3. Determination of realistic response times should be made by RFF vehicles operating from their normal locations and not from positions adopted solely for test purposes. 2.7.2 Consideration of response times should also be given to landing and take-off areas for the exclusive use of helicopters. 2.7.3 Any other vehicles required to deliver the amounts of extinguishing agents specified in Table 2-3 should arrive in three minutes and no more than four minutes from the initial call so as to provide continuous agent application. 2.7.4 The requirements in 2.7.1 may require an evaluation of the RFF vehicles at airports where the first responding vehicle(s) is(are) not capable of applying foams at the rate of at least 50 per cent of the recommended discharge rate for the airport category. This should be considered as an objective to be achieved as the airport vehicle fleet is upgraded. 2.7.5 To meet the operational objective as nearly as possible in times of traffic/apron congestion or in less than optimum conditions of visibility, it may be necessary to provide suitable guidance, equipment, access routes and/or procedures for RFF vehicles. These may include navigation equipment installed in the vehicles such as: a) a driver enhanced vision system (DEVS) with on-board navigation equipment utilising the global navigation satellite system to provide the driver with the vehicle’s location thus serving as an aid in navigating to the accident sites; b) tracking using digital radio datalink to assist the vehicle driver in locating and navigating to the accident site, thereby reducing driver communications workload and improving situational awareness; and c) low visibility enhanced vision using a forward looking infrared (FLIR) device (or other comparable state-of-the-art low visibility enhanced vision technology) by sensing thermal radiation instead of visible light to improve visual awareness in a smoky, foggy or dark environment. 2.7.6 In addition, other suitable provisions such as bypass access roads as well as the provision of ground movement guidance instructions by radiotelephone from air traffic control based on surveillance radar, accident site location by air traffic control and a collision avoidance facility either from equipment installed in the vehicles or provided by surveillance radar from air traffic control. For the guidance of the RFF vehicles from their station(s) or standby position(s) to the accident site, vehicles can move in a convoy and air traffic control can direct the leading vehicle(s). Chapter 2 – Level of Protection to be Provided Issue 01/Rev 00 CAGM 1414 – AFRS 2-13 2.8 Fire station 2.8.1 All RFF vehicles should normally be housed in a fire station. Satellite fire stations should be provided whenever the response time cannot be achieved from a single fire station. 2.8.2 The fire station should be located so that the access for RFF vehicles into the runway area is direct and clear, requiring a minimum number of turns. Details of characteristics of fire stations can be found in Chapter 9. 2.9 Communication and alerting systems 2.9.1 A discrete communication system should be provided linking a fire station with the control tower, any other fire station on the airport and the RFF vehicles. 2.9.2 An alerting system for RFF personnel should be provided at a fire station, capable of being operated from that station, any other fire station on the airport and the airport control tower. 2.10 Number of vehicles 2.10.1 The minimum number and types of conventional RFF vehicles provided at an airport so as to effectively deliver and deploy the agents specified for the airport category should be in accordance with Table 2-5. 2.10.2 Details on special vehicles to be available at airports where the area to be covered by the service includes a difficult environment can be found in Chapter 13. 2.10.3 In addition to the above, suitable rescue equipment and services should be available at airports where the area to be covered by the service includes water, swamp or other difficult environments that cannot be fully served by conventional wheeled vehicles. This is particularly important where a significant portion of approach/departure operations takes place over this area. The purpose of these special vehicles is to rescue aircraft occupants at an aircraft accident that may occur in this area. Details on characteristics of these types of vehicles can be found in Chapter 5. 2.10.4 A preventive maintenance plan should be derived to ensure maximum mechanical efficiency of the RFF vehicles. In this connection, due regard should be made to the possible need to provide reserve vehicles to take the place of those which become temporarily unserviceable. Guidance on fire vehicle preventive maintenance are available in Chapter 17. Chapter 2 – Level of Protection to be Provided Issue 01/Rev 00 CAGM 1414 – AFRS 2-14 Airport category RFF vehicles 1 1 2 1 3 1 4 1 5 1 6 2 7 2 8 3 9 3 10 3 Table 2-5. Minimum number of vehicles Chapter 3 – Airport Facilities Affecting Rescue and Firefighting Services Issue 01/Rev 00 CAGM 1414 – AFRS 3-1 3 Airport Facilities Affecting Rescue and Firefighting Services 3.1 Airport water supply 3.1.1 Supplementary water supplies, for the expeditious replenishment of RFF vehicles, should be prearranged. The objective of providing additional water supplies at adequate pressure and flow is to ensure rapid replenishment of aerodrome RFF service (RFFS) vehicles. This supports the principle of continuous application of extinguishing media to maintain survivable conditions at the scene of an aircraft accident for far longer than that provided for by the minimum amounts of water set out in Chapter 2. 3.1.2 Additional water to replenish vehicles may be required in as little as five minutes after an accident, therefore an analysis should be conducted to determine the extent to which the replenishing vehicles and their associated storage and delivery facilities, should be provided. 3.1.3 When conducting the analysis, the following factors are items which should be considered but not limited to: a) sizes and types of aircraft using the aerodrome; b) the capacities and discharge rates of aerodrome fire vehicles; c) the provision of strategically located hydrants; d) the provision of strategically located static water supplies; e) utilisation of existing natural water supplies for firefighting purposes; f) vehicle response times; g) historical data of water used during aircraft accidents; h) the need and availability of supplementary pumping capacity; i) the provision of additional vehicle-borne supplies; j) the level of support provided by local authority emergency services; k) the pre-determined response of local authority emergency services; l) fixed pumps where these may provide a rapid and less resource-intensive method of replenishment; m) additional water supplies adjacent to airport fire service training areas; and n) overhead static water supplies. Chapter 3 – Airport Facilities Affecting Rescue and Firefighting Services Issue 01/Rev 00 CAGM 1414 – AFRS 3-2 3.2 Emergency access roads 3.2.1 Emergency access roads should be provided on an airport where terrain conditions permit their construction so as to facilitate the achievement of minimum response times. Particular attention should be given to the provision of ready access to approach areas up to 1 000 m from the threshold or at least from the threshold to the airport boundary. Where the airport is fenced, access to outside areas should be facilitated by the provision of emergency gates or frangible barriers. 3.2.2 Emergency access roads and any associated bridges should be capable of supporting the heaviest vehicles, which will use them and be constructed so as to be effectively available in all weather conditions. Roads within 90 m of a runway should be constructed to prevent surface erosion and the transfer of debris to the runway. Sufficient vertical clearance should be provided from overhead obstructions for the largest vehicles. Wherever possible, roads should permit the passage of vehicles in both directions. 3.2.3 When the surface of the road is indistinguishable from the surrounding area, or in areas where mud may obscure the location of the roads, edge markers should be placed at intervals of about 10 m. 3.2.4 Where an emergency access road, normally provided with a gate or frangible barrier, leads emergency vehicles on to a public road, the exterior face of the gate or barrier should be marked to indicate its purpose, with a prohibition of vehicle parking in its immediate vicinity. Suitably designed corners, with adequate radii for the manoeuvring of RFF vehicles, should be provided to facilitate the departure of responding vehicles through the airport fence emergency gates or barriers. 3.2.5 The combined facilities of emergency access road and gate or barrier should be subject to regular inspection and physical tests where necessary to prove the proper functioning of any mechanical element, to ensure their availability in an emergency. 3.2.6 If any gates are non-frangible and secured by other mechanical means, access through the gate(s) should be readily available, such as, but not limited to, the provision of keys to the gates to be kept in the RFF vehicles. Chapter 4 – Communication and Alarm Requirements Issue 01/Rev 00 CAGM 1414 – AFRS 4-1 4 Communication and Alarm Requirements 4.1 System facilities 4.1.1 The efficiency of an RFF service is significantly dependent on the reliability and effectiveness of its communication and alarm system. In addition, the successful conduct of the total firefighting and related rescue operation will be facilitated by the system for alerting and mobilising other participating emergency support personnel. The importance of prompt and clear communications cannot be over- emphasized. 4.1.2 Consistent with the individual requirements of each airport there should be provision for: a) direct communication between air traffic control (or other activating authority provided by the airport authority) and the airport fire station(s) to ensure the prompt dispatch of RFF vehicles in the event of an aircraft emergency; b) communication between air traffic control and the RFF crews en route to, or in attendance at, an aircraft accident/incident. To provide guidance to the RFF vehicles during low visibility conditions, some form of navigational assistance may be required (see 2.7.5); c) communication between the fire station, or the main station, where more than one is provided, and the RFF vehicles; d) communication between the RFF vehicles, including where necessary, a system to provide inter- communication between the crew members of an RFF vehicle; and e) emergency alarm systems to alert auxiliary personnel and appropriate organisations located on or off the airport. 4.1.3 Additionally, direct communication may be provided between the RFF services and the flight crew of an aircraft in an emergency on the ground. 4.2 Fire station communications 4.2.1 In considering the scope of fire station communications, two important factors need to be considered. The first is the extent of the workload in the watchroom when an aircraft accident or incident occurs. The range of communication facilities will naturally be related to this workload and if some part of the emergency mobilisation can be undertaken elsewhere, at the airport telephone exchange room or emergency operations centre, for example, then the fire station watchroom can be more effectively equipped and operated in its primary role. The second consideration relates to those airports operating more than one fire station. Where two or more stations are provided it is usual to designate one as the main station and its watchroom as the master watchroom, which is continuously staffed. A satellite station may also have a watchroom with fewer facilities commensurate Chapter 4 – Communication and Alarm Requirements Issue 01/Rev 00 CAGM 1414 – AFRS 4-2 with its subordinate role and usually staffed only until the satellite’s vehicles respond to a call. In discussing fire station communications, it is essential to differentiate between the minimum requirements in main and satellite fire stations and to identify the systems which can serve both. 4.2.2 Calls to the airport fire station(s) for attendance at an aircraft accident/incident normally originate from air traffic control. Air traffic control should be linked with the main fire station by a direct telephone line not passing through any intermediate switchboard so as to avoid delays. This line is usually provided with a distinctive buzzer in the watchroom and is safeguarded against buzzer defects by a warning light. This line can be linked to the alarm system in the main and satellite fire station(s) so that the initiation of a call by air traffic control simultaneously alerts all personnel. The alarm system may also be used to activate RFF vehicle room doors. A separate switch for activating the alarm system should be provided in each fire station watchroom. 4.2.3 Fire stations should be provided with a public address system so that details of the emergency, giving location, type of aircraft involved, preferential routing for RFF vehicles, can be conveyed to crew members. Control of this system would normally be located in the master watchroom, which would also have a switch for silencing the alarm system to avoid any interference with the effective use of the broadcast facility. 4.2.4 Some calls for emergency services may reach the main fire station from the airport telephone switchboard and it is usual to have a special telephone circuit for these priority calls. As some of these calls will be of lower priority than that associated with an aircraft accident/incident, e.g. response to fuel spills, special services, etc., it is not necessary to link this circuit with the alarm system. The alerting and directing of these responses can be controlled from the master watchroom. A separate telephone circuit, for calls of a non-emergency nature, should also be provided in each watchroom. 4.2.5 Where the master watchroom is required to mobilize off-airport support services for aircraft-related or other emergency situations, direct telephone circuits with appropriate priority indications should be provided to the appropriate control centres. 4.2.6 Satellite fire station watchrooms should be linked to the master watchroom by a direct telephone line. The satellite fire station should be served by the public address and alarm system operated by the master watchroom as well as having the ability to activate the alarm system and make public address broadcasts within its station. A grid reference map(s) should be displayed. 4.2.7 In many instances, the master fire station watchroom tends to become overloaded with alarms, switches, buzzers, coloured lights, radio equipment, public address system, etc. The watchroom should be designed in such a way as to minimise the workload on the watchroom attendant during an emergency call. The objective Chapter 4 – Communication and Alarm Requirements Issue 01/Rev 00 CAGM 1414 – AFRS 4-3 should be to set out the watchroom in such a manner that a call can be received and dealt with by a minimum of movement on the part of the watchroom attendant. Grid reference maps, etc., should be placed directly in front of the watchroom attendant’s position. Details on the design of the fire station watchroom can be found in 9.3. 4.2.8 All telephone and radio equipment in each watchroom should be regularly monitored for its serviceability and arrangements should exist for emergency repair and maintenance of this equipment. The continuity of electrical supplies to fire stations should be ensured by connection to secondary power supplies. 4.3 RFF vehicle communications 4.3.1 When RFF vehicles leave their fire stations and enter the manoeuvring area they come under the direction of air traffic control. These vehicles must be equipped with two-way radio communications equipment, through which their movements can at all times be subject to direction by air traffic control. The choice of a direct air traffic control/fire service frequency, monitored in the master watchroom, or a discrete airport fire service frequency, relaying air traffic control instructions and fresh information, will be a matter for the airport or appropriate authority to determine, based on local operational and technical considerations. A discrete frequency minimises the extent to which fire service activities involve an air traffic control channel at a busy airport. It is important to provide the fire service with the facility to communicate with flight crew members in certain types of incidents, particularly where undercarriage situations are involved or aircraft evacuation may be proposed. Technical solutions are available to permit both a discrete frequency and an aircraft “talk-through” facility, subject to air traffic control approval. All transmissions should be recorded once an emergency situation has been declared. 4.3.2 The radio equipment on RFF vehicles must accommodate communication between vehicles, en route to, and in operation at, an aircraft accident. Within individual vehicles there should be an intercommunication system, particularly between drivers and monitor operators, to optimise the deployment of the vehicles at an accident. The provision of a communication facility within an appliance must recognise the likelihood of high noise levels and this may require the use of noise- cancelling microphones, headsets and loudspeakers for effective intercommunication. 4.3.3 The RFF vehicles should be provided with communication equipment capable of communicating directly with an aircraft in an emergency situation using an aeronautical radio frequency. The aeronautical radio frequency permits the RFF service and the aircraft to communicate with each other directly allowing the RFF crew to issue critical information regarding the exact nature of, and the hazards associated with, an emergency in progress along with recommendations for actions. Where provided, the aeronautical radio frequency may be selected by air traffic control and notified to the aircraft and the RFF service. The requirements Chapter 4 – Communication and Alarm Requirements Issue 01/Rev 00 CAGM 1414 – AFRS 4-4 and responsibilities for the utilisation of a radio frequency between the RFF service and the flight crew of an aircraft in an emergency situation should be detailed in a procedure agreed to between the air traffic services and the airport operator. 4.3.4 Communications between the flight crew, air traffic control and the RFF service should be maintained throughout the emergency response. Due to the critical and timely nature of the information transmitted on this frequency, transmissions should be limited to air traffic control, the pilot of the aircraft and the officer-in- charge of the RFF operations. The officer-in-charge of the RFF operations should delay transmissions to the aircraft until cleared by air traffic control, unless the nature of the transmission is critical to emergency operations. 4.3.5 One of the prerequisites for effective communication between the RFF service and the flight crew of the aircraft is language proficiency. Steps should be taken to ensure that the rescue and firefighting crew, in particular the officer-in-charge of the RFF operations, demonstrates knowledge of the ICAO language designated for use in air-ground communications and the ability to speak clearly so as not to adversely affect radio communication. 4.3.6 Standard operating procedures (SOP) explaining the use of the dedicated radio frequency should be developed outlining why, when and how it should be used. 4.3.7 At the accident site the officer-in-charge of RFF operations may leave the vehicle and make observations on foot, and can then direct and inform crew members in all aspects of fire-ground operations using a portable megaphone. This equipment may also serve a subsidiary role in communications with aircraft crew members, the occupants of the aircraft and other persons responding to the accident. 4.3.8 Rescue boats or other specialised vehicles intended for use in water, swampy areas or other difficult terrain should also be provided with two-way radio equipment. Special attention should be given to the selection of units intended for use in marine applications, particularly to their protective containment systems. 4.4 Other communication and alerting facilities 4.4.1 The mobilisation of all parties and agencies required to respond to an aircraft emergency on a large airport will require the provision and management of a complex communications system. The requirement is examined in the CAGM 1413 — Airport Emergency Planning, Chapter 12. The CAGM covers all aspects of airport emergency planning of which communications is a vital element, and which must be subject to individual consideration by airport authorities in relation to local facilities. 4.4.2 Where auxiliary personnel, not on standby duty, are required to respond to an emergency, an audible alarm (siren or air horn) should be provided which can be clearly heard in appropriate areas above normal noise level and all wind conditions. Personnel responding to alarm signals of this nature must have access Chapter 4 – Communication and Alarm Requirements Issue 01/Rev 00 CAGM 1414 – AFRS 4-5 to a telephone number, from which more precise information as to the nature of the emergency and their response requirement can be acquired and to appropriate transport facilities to achieve this response. 4.4.3 Direct communication between the RFF personnel and the flight crew during an emergency does not necessarily involve speech only as the possible use of hand signals, in particular at smaller airports, may be considered. CAD 2 — Rules of the Air, Appendix 1 contains standard emergency hand signals for emergency communication between the RFF personnel and the cockpit and/or cabin crews of the incident aircraft. Chapter 4 – Communication and Alarm Requirements Issue 01/Rev 00 CAGM 1414 – AFRS 4-6 INTENTIONALLY LEFT BLANK Chapter 5 – Factors in the Specification Process for Rescue Aid Firefighting Vehicles Issue 01/Rev 00 CAGM 1414 – AFRS 5-1 5 Factors in the Specification Process for Rescue Aid Firefighting Vehicles 5.1 Introduction 5.1.1 Acquisition of vehicles for RFF purposes requires a detailed study of a number of factors. In this process, the study will include consideration of the operational requirement, design and construction aspects and the overall compatibility of the completed vehicle fleet with the airport’s RFF support services. Figure 5-1 provides a series of typical factors which should be included in a logical progression towards a decision to acquire a new vehicle. The diagram anticipates that local knowledge of all operating conditions and experience with existing RFF vehicles will be taken into account. Each of the factors in the diagram will be examined in more detail in this chapter. The objective of every study must be to acquire vehicles which will provide an effective and reliable service throughout their “operational lives”. This can only be ensured by the selection of vehicles of proven performance and reliability, to be operated by trained personnel and supported by using programmes of preventive maintenance by qualified support personnel. A list of significant design, construction and performance features which should be considered in preparing a specification for an RFF vehicle is contained in 5.9. 5.1.2 It is not intended, in this chapter, to consider the specialised vehicles intended for use in difficult environments. These vehicles are discussed in Chapter 13. Communications equipment, which is an essential component of all RFF vehicles, is dealt with in Chapter 4. The locations of the vehicles, to ensure the most effective response capability, are considered in Chapter 9, which also includes advice on the housing and technical support aspects which will preserve the functional and mechanical qualities of these vehicles. 5.1.3 In any appraisal of design and construction there are features which must be regarded as essential and, therefore, must be expressed in a specification as the minimum acceptable level of provision. Other features can be specified, above the minimum level, to facilitate operational handling, preventive maintenance or the visual appearance of a vehicle, without necessarily making a significant contribution to the effectiveness of the vehicle in its primary role. While these additional items may be desirable, they will also add to the cost of the vehicle and, in some cases, to the extent and complexity of the maintenance programmes. Care must be taken so that in providing any additional capability, the primary role of the vehicle in aircraft firefighting is not impaired. In the following paragraphs, where appropriate, the distinction between essential and desirable features will be made. Such distinction is not intended to dismiss the value of refinements in systems, finishes or instrumentation where these are specified by the airport or appropriate authority and can be maintained in service. Chapter 5 – Factors in the Specification Process for Rescue Aid Firefighting Vehicles Issue 01/Rev 00 CAGM 1414 – AFRS 5-2 5.1.4 Where, in this chapter, reference is made to a vehicle the material will also apply to the acquisition of more than one vehicle of the same design and capacity. The sole difference may lie in the procedure to be completed in the acceptance programme and in the commissioning of vehicles at the airports to which they are assigned (see 5.8.2). Figure 5-1. Typical factors for selection of rescue and firefighting (RFF) vehicles 5.1.5 No attempt is made in these suggestions to detail water pump capacities, pump inlet and outlet plumbing, power take-offs, foam proportioners and controls, the location of monitors (turrets) and their operation, hose reel location, hose sizes and length and similar equipment details, although they are all items requiring careful engineering and design. Basically, such equipment is related to the extinguishing agents used, the necessary discharge rates and the manpower available and needed to place the vehicle in full operation. The overall aim must be to provide operational simplicity, recognising the relatively short period of time available for mounting a successful RFF operation. Where this entails a degree of engineering complexity the provision of adequate training for the staff appointed to maintain the vehicle will be essential. Chapter 5 – Factors in the Specification Process for Rescue Aid Firefighting Vehicles Issue 01/Rev 00 CAGM 1414 – AFRS 5-3 5.2 Preliminary considerations 5.2.1 Role of new vehicle. In general terms, the vehicles to be used for aircraft RFF have the characteristics as expressed in Table 5-1. There are other vehicle types in use at airports, such as command vehicles, used by officers in charge of a duty watch that have virtually no rescue or firefighting capability. Some airports provide auxiliary water tank vehicles, equipped with a pump and delivery hose, to replenish foam-producing vehicles at an aircraft accident. While these can provide a useful service, particularly where there are limited installed water supplies, they cannot be described as primary vehicles. This chapter will consider only the RFF vehicles. Minimum characteristics related to these vehicles are expressed in Table 5-1. It is intended that these minimum characteristics be considered when upgrading the airport RFF vehicle fleet. RFF vehicles up to 4 500 L RFF vehicles over 4 500 L Monitor Optional for categories 1 and 2 Required for categories 3 to 9 Required Design feature High discharge capacity High and low discharge capacity Range Appropriate to longest aeroplane Appropriate to longest aeroplane Handlines Required Required Under truck nozzles Optional Required Bumper turret Optional Optional Acceleration 80 km/h within 25 s at the normal operating temperature 80 km/h within 40 s at the normal operating temperature Top speed At least 105 km/h At least 100 km/h All-wheel drive capability Required Required Automatic or semi- automatic transmission Required Required Single rear-wheel configuration Preferable for categories 1 and 2 Required for categories 3 to 9 Required Minimum angle of approach and departure 30° 30° Minimum angle of tilt (static) 30° 28° Chapter 5 – Factors in the Specification Process for Rescue Aid Firefighting Vehicles Issue 01/Rev 00 CAGM 1414 – AFRS 5-4 Table 5-1. Suggested minimum characteristics for RFF vehicles 5.2.2 The original concept which created the rapid intervention vehicle was based on the then current inability of major vehicles to meet the response time specifications in 2.7.1. New technical advances in chassis design have produced RFF vehicles with greatly improved performance considered capable of providing an adequate rapid intervention at airports. The role of RFF vehicles is to reach the accident site quickly, protect evacuation paths, control any outbreak of fire and to initiate rescue. Should the dual application of principal and complementary agents be considered, the quantity of complementary agent to be carried on a vehicle may be all, or some part of, that is required by the RFF category, the disposition of which to be related to the number of vehicles deployed at the airport. The rescue equipment may be carried on one vehicle or distributed among the vehicles that are making the initial attendance to an aircraft accident. 5.3 Quantities of extinguishing agents 5.3.1 Where vehicles are provided, as proposed in Table 2-5, they must be capable of conveying and delivering at least the minimum quantities of extinguishing agents specified in Table 2-3, according to the airport category. The response time requirements specified in 2.7.1 should also be taken into account. The vehicles may also carry some of the rescue equipment. The selection of a vehicle of a particular capacity will be dependent on whether it is a replacement for a vehicle which is obsolete or redundant or whether it is a component of a fleet to be deployed at a new airport. In the latter case the consideration of its compatibility with existing vehicles does not arise. 5.3.2 The acquisition of a new vehicle provides an opportunity to consider not only its contribution as a replacement, but also the extent to which it may be specified so as to accommodate any future RFF categorisation, as may be required by changes in the volume of traffic or the introduction of longer aircraft. The anticipated “operational life” of a vehicle, with reasonable care and maintenance, will be at least ten years, and an assessment of the probable growth of traffic in this period should be a factor in the specification of a vehicle. 5.4 Advantages in adopting improved extinguishing agents 5.4.1 A comparison of the minimum quantities of water for foam production in Table 2- 3 shows the advantages to be gained by the adoption of the foam concentrates capable of performance level B or C. Additional advantages also exist in adopting either dry chemical powders or equivalent complementary agents. In this case, the advantages lie not only in a reduction in the quantity of agent to be provided, but also in the improved fire suppression capabilities of these agents. Chapter 5 – Factors in the Specification Process for Rescue Aid Firefighting Vehicles Issue 01/Rev 00 CAGM 1414 – AFRS 5-5 5.5 Compatibility of new vehicles with existing fleet 5.5.1 In acquiring a new vehicle it will be natural to seek the incorporation of all improvements available from current technology. In securing these advantages it is essential to examine the extent to which they may impose new problems to personnel in the RFF and support services. In most cases, the new problems are capable of resolution by additional training and the provision of appropriate support equipment. The value of a compatibility study lies in the early recognition of problem areas and the provision of solutions. As an example at the simplest level, the introduction of firefighting delivery hoses, with jackets composed of synthetic materials rather than natural fibres, demands specialised repair equipment. At a more significant level, the incorporation of power-assisted control systems and electronic devices in automotive or firefighting applications is desirable since they are compact, efficient and reliable, increasing the contribution to be made by individual operatives at an aircraft accident. They will, however, require particular levels of skill in their maintenance and repair. Training will be essential to acquaint support personnel with appropriate procedures, which may include the provision of specialised tools, instruments or maintenance facilities. Wherever power-assisted controls are provided in foam production and delivery systems, a manual-override facility must also be provided to permit foam production in the event of the failure of any power-assisted function. A system for monitoring the availability of power-assisted functions, to be used as part of the vehicle’s daily inspection procedure, is desirable. 5.6 Dimensional or loading limitations 5.6.1 The most obvious consideration in this context in acquiring a new RFF vehicle is whether it can be accommodated in the existing fire station. Other elements of airport design and some in the response area adjacent to the airport are important. These include the dimensions of any tunnels, archways or subways through which the vehicle may be expected to pass in responding to an emergency. Overhead cables must also be considered. Bridges, culverts and cattle-grids must be evaluated if the weight of a new vehicle is greater than that of previous types. The length and width of the vehicle will be of significance in negotiating corners and in this connection it will be important to review the ability of any new vehicle to negotiate the emergency gates provided to meet the terms of 3.2.4. 5.6.2 The design and construction of the vehicle should be suitable for carrying its full load over all types of roads and unimproved surfaces on, and in the vicinity of, the airport in all reasonable weather conditions. Detailed specifications on characteristics concerning vehicle traction and flotation cannot be issued on a blanket basis because they will vary with the terrain conditions existing or liable to exist at the individual airport at which the vehicle is in service. The off-road performance of vehicles designed for this service should be a primary consideration in the selection of the vehicle. In most cases, this need makes it desirable to provide for all-wheel drive with tires capable of carrying the vehicle Chapter 5 – Factors in the Specification Process for Rescue Aid Firefighting Vehicles Issue 01/Rev 00 CAGM 1414 – AFRS 5-6 over the unimproved ground surfaces likely to be encountered. The importance of using tires of the proper design, construction and size, so inflated and mounted to assure maximum traction and flotation, cannot be over- emphasised. Tires should be selected to provide effective performance on the terrain to be encountered in the intended airport service. Inflation pressure should be the lowest possible consistent with the tire manufacturer’s recommendations for the specific loading and service speeds of the tires selected. 5.7 Preparation of a specification 5.7.1 Having reached conclusions in the preliminary stage of consideration it will be possible to produce a specification for the required vehicle. The quantities and types of extinguishing agents should be expressed at the “useable contents” levels to ensure that the containment and delivery systems are designed to take account of those quantities of each agent which cannot be discharged. Any monitor designed to discharge foam must produce a foam of the specified quality, dependent on the type of concentrate used (see Chapter 8). The output, effective range and selective patterns of discharge must be related to the requirements of the airport RFF category and to the operational tactics to be employed by the crew. Complementary agents, also discussed in Chapter 8, must be capable of delivery through monitors or extended hose lines at the defined rates of discharge, with a variable discharge capability where this would enhance their fire suppression properties. It is essential to consider the replenishment processes associated with the principal and complementary agent systems as the duration and complexity of these processes have a significant effect on vehicle availability. Where agents of all types are discharged, at accidents or in training, it is essential to return vehicles to complete availability in the shortest possible time. 5.7.2 The design of the crew compartment on any RFF vehicle can contribute to the efficiency of the vehicle in a number of ways. The first consideration is that it should be large enough to accommodate the specified crew and certain elements of equipment. The number of crew members will be determined by the total operational role to be fulfilled by the vehicle, which may anticipate activities external to the vehicle simultaneously with the discharge of extinguishing agents from the vehicle. Combined activities of this nature may be characteristic of the first responding vehicle. Other complementary agents, will normally commence their fire attack by delivering their principal agent, retaining at this stage their ability to adopt new positions to optimise their fire suppression capability. The ability to maintain uninterrupted foam production while the vehicle is in motion at speeds up to 8 km/h is an essential design feature for all vehicles. In this mode, it will be impossible to deliver any complementary agent unless this is discharged through a monitor. 5.7.3 Many current vehicles are capable of operation at full capacity with one operator although some users prefer a two-member crew, consisting of a driver and a monitor operator, which provides a more effective distribution of the operational Chapter 5 – Factors in the Specification Process for Rescue Aid Firefighting Vehicles Issue 01/Rev 00 CAGM 1414 – AFRS 5-7 workload. In some States larger crews are provided and it is a matter for local decision as to an appropriate crewing level, having due regard to the operational effectiveness of additional crew members while the vehicle is in motion. In all cases the crew compartment must provide for the safe conveyance of the crew to an aircraft accident with sufficient space to facilitate the donning of elements of protective clothing. The driver must have all-round visibility, effective controls and instrumentation and some form of communication with the monitor operator during all firefighting operations. The monitor operator must be able to assume the operating position while the vehicle is in motion and operate the monitor through at least 60 degrees either side of the central axis of the vehicle. Depression of the monitor should deliver foam at ground level not more than 12 m ahead of the vehicle while providing an elevation of not less than 30 degrees. Monitors should produce foam in straight streams and diffused patterns and have a high and low discharge capability. The output from the monitor should be determined in relation to the minimum output specified for the airport category in Table 2-2. In this respect it should meet or exceed the specification, if the only monitor available, or provide an appropriate element of the total requirement when more than one monitor is in use at an aircraft accident. At airports receiving aircraft over 28 m in length it is desirable to have more than one vehicle equipped with a monitor to facilitate a fire attack from more than one point. 5.7.4 Other features of crew compartment design must include ease of access or egress for crew members, adequate insulation from vibration and noise and, where appropriate, measures, including the provision of equipment, to maintain an acceptable environment in temperature extremes. The calibration of instruments and the labelling or marking of controls, switches, lockers or other locations shall be in the units and in the language specified by the airport or appropriate authority. Wherever practicable, use should be made of symbols to minimise the need for interpretation of wording or the operation of a control. Consideration should be given to the use of status indicators, using illuminated devices to denote the availability of a facility or function or the operation of a control. These are simple to maintain and interpret and reduce the workload on drivers and monitor operators when the vehicle is in action at an accident or during training. They are preferable to analogue instrumentation unless this more complex type of equipment is required by legislation, as would be the case with a vehicle speedometer. 5.7.5 The capacity of the foam concentrate tank should be sufficient to provide the specified solution ratio for twice the capacity of the water tank. This level of provision is considered to be desirable at all airports where facilities exist for the rapid replenishment of the water tank. While rapid replenishment of the water tank may have a limited value in terms of an effective contribution at an aircraft accident, it will restore the vehicle to operational readiness, eliminating the delay entailed by the problems of refilling the foam concentrate tank. Chapter 5 – Factors in the Specification Process for Rescue Aid Firefighting Vehicles Issue 01/Rev 00 CAGM 1414 – AFRS 5-8 5.7.6 The requirement for bumper turrets and undertruck protection has been the subject of considerable controversy. In their early forms, the two types of installation were conceived as providing protection for the vehicle during operations at an aircraft accident. Undertruck nozzles still provide this form of protection and are specified for vehicles with over 4 500 L capacity and considered optional for vehicles with up to 4 500 L capacity. Undertruck nozzles demand regular inspection to ensure their freedom from obstruction and corrosion. The term “bumper turret” defines an installation which is significantly different from the equipment fitted to earlier models of vehicles. The original forms consisted of a horizontal pipe, mounted on the front of the vehicle at a low level and delivering foam through a series of perforations. Later designs substituted the perforations for one or more fixed nozzles which delivered foam to form a protective carpet. The “bumper turret” designs, some types of which are known as “ground sweeps”, are intended to provide a dual role, not only protecting the vehicle but also offering a low-level foam application ability as a contribution to the total fire suppression capability of the vehicle. The intension is to deal with fires under wings and in areas for which the main monitor may not be entirely suitable although this task can also be undertaken with hand hose lines. Control of the discharge and direction of the “bumper turret” is usually from within the cab. It is to be noted that the provision of both “bumper turrets” and undertruck nozzles entails consumption of the principal agent which may not contribute significantly to aircraft RFF operations. It may be concluded that, where these installations are specified, an additional quantity of water and foam concentrate should be added to the vehicle’s capacity. The quantities in each case might be determined by including a two-minute discharge period of both installations, concurrent with the discharge of the monitor. 5.7.7 The equipment to be carried in a new vehicle will have been determined in the preliminary stage and will include some items of protective clothing for crew members, stowed near their riding positions in the crew compartment. Rescue and communications equipment must also be accommodated and the basic requirement for both is secure stowage to preserve each item, with ready access for inspection or use. The stowage must preclude the entry of damp or dust and the retaining devices within lockers or within the crew compartment must combine security of retention with immediate release for access, a difficult combination but one for which modern design can provide acceptable solutions. To establish the scope, types and quantities of rescue equipment applicable to the range of airport categories, a thorough assessment should be conducted at each location to ensure that the equipment levels maintained are commensurate with what is required. Table 5-2 provides guidance material only in relation to the range of rescue equipment normally applicable to the airport categories. The option exists, where more than one vehicle will attend an aircraft accident, to consider the disposition of the rescue equipment to several vehicles. All RFF vehicles should be provided with searchlights or floodlights. Chapter 5 – Factors in the Specification Process for Rescue Aid Firefighting Vehicles Issue 01/Rev 00 CAGM 1414 – AFRS 5-9 5.7.8 It must be appreciated that where a rescue tool requires a source of power for its operation a decision must be made as to the means of providing this source. In some cases, the source can be portable, as is the situation with some pneumatic chisels, which utilise a compressed-air cylinder. Some rescue saws are operated by a small internal combustion engine, giving complete mobility but with a minor risk of introducing an ignition source in an area which may have fuel vapour concentrations. More complex rescue tools, using pneumatic, hydraulic or electrical power, require the support of equipment which can generate and maintain the power source. The two options which must then be considered are installed equipment in a vehicle or portable equipment, carried in the vehicle. In both solutions, there will be a requirement for accommodation within the vehicle with the balance of operational advantage resting with portable systems. With a portable system the radius of action afforded to the rescue tools is much greater, as it is not determined by the length of the supply lines, as would be the case with equipment installed in vehicles. 5.7.9 Another form of power-assisted rescue and firefighting equipment is now being specified by some airports. The outline of the original operational requirement is provided in 12.2.14, which identifies the problem created by fire situations in the elevated, rear-mounted engines of certain aircraft. At heights of up to 10.5 m, access to the intakes of the centrally mounted engines is further complicated by the configuration of the rear fuselage. Effective delivery of an extinguishing agent from ground level or from the top of an RFF vehicle may not be achieved in all weather conditions. The technical solution may well be to provide a mechanical device to elevate the nozzle delivering the extinguishing agent, with or without an operator. Articulated or extensible devices, capable of delivering a complementary agent at an acceptable rate, are available and some have been installed on RFF vehicles. 5.7.10 Preliminary studies indicate that there may be additional operational roles for such equipment, including use as a floodlight tower to illuminate an accident site, as an observation platform, with communications equipment to report observations and as a rescue aid, permitting the opening of aircraft doors and the subsequent attachment of a form of escape slide. In considering the extent to which these apparent operational advantages may be effectively realised, it is necessary to assess the frequency with which the specified situations occur. The equipment now available is effective, but it imposes weight penalties, design complexity and a significant cost element in its acquisition. Certain of the functions it offers are achievable by other means and, above all, any system which anticipates the elevation of an operator, in addition to the extinguishing agent, has, out of necessity, to be designed to ensure the safety of the operator. It is to be noted that use of these devices may pose a hazard to the vehicle. The device has to be located close to the subject aircraft, with extremely limited opportunity for rapid removal in an emergency. Chapter 5 – Factors in the Specification Process for Rescue Aid Firefighting Vehicles Issue 01/Rev 00 CAGM 1414 – AFRS 5-10 Equipment scope Equipment item Airport category 1- 2 3-5 6-7 8-10 Forcible entry tools Prying tool (hooligan, biel type) 1 1 1 2 Crowbar 95 cm 1 1 1 2 Crowbar 1.6