1、NFPA402 Guide for Aircraft Rescue and Fire-Fighting Operations 2013 Edition NFPA, 1 Batterymarch Park, Quincy, MA 02169-7471 An International Codes and Standards Organization Become a MemberSubscribeto theRegister forSeminars, Webinars, and Online CoursesVisit theNFPA CatalogNOTICE AND DISCLAIMER OF
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25、tional Fire Protection Association. All Rights Reserved.NFPA402Guide forAircraft Rescue and Fire-Fighting Operations2013 EditionThis edition of NFPA 402, Guide forAircraft Rescue and Fire-Fighting Operations, was preparedby the Technical Committee on Aircraft Rescue and Fighting. It was issued by th
26、e StandardsCouncil on May 29, 2012, with an effective date of June 18, 2012, and supersedes all previouseditions.This edition of NFPA 402 was approved as an American National Standard on June 18, 2012.Origin and Development of NFPA 402These standard operating procedures were first developed by the s
27、ponsoring NFPA com-mittee in 1947 and were first adopted by the Association in 1949. They were amended in 1951,1969, 1973, and 1978. In 1984, the Committee combined the text of NFPA 406M, Manual onAircraft Rescue and Fire Fighting Techniques for Fire Departments Using Structural Fire Apparatus andEq
28、uipment, with the text of NFPA 402, Recommended Practice for Aircraft Rescue and Fire FightingOperational Procedures forAirport Fire Departments, and reidentified the document as NFPA 402M.The entire texts of both NFPA 402 and NFPA 406M were revised to create NFPA 402M. The1989 edition of NFPA 402M
29、was a complete revision of the manual. This guide was revisedagain in 1991.The aircraft figures were deleted for the 1996 edition. A comprehensive collection offigures is now available in a publication titled NFPAAircraft Familiarization Charts Manual.The 2002 edition was a partial revision.The 2008
30、 edition was a partial revision.For the 2013 edition, the Committee updated several photos of aircraft and appliancesthat are no longer in use or just out of date, and brought the document up to date with theNFPAManual of Style. The Committee also updated the use and application of foam and foamtype
31、s due to potential environmental impacts regarding the use of certain foams.4021NFPA and National Fire Protection Association are registered trademarks of the National Fire Protection Association, Quincy, Massachusetts 02169.Technical Committee on Aircraft Rescue and Fire FightingRobert G. Lindstrom
32、, ChairPro-Tec Fire Services Ltd., OK URep. International Association of Fire ChiefsJohn W. McDonald, SecretaryU.S. General Services Administration, VA EKeith W. Bagot, U.S. Federal Aviation Administration,NJ RTPeter H. Bordeleau, U.S. Marine Corps, TX CCharles Cinquemani, Dallas/Fort Worth Internat
33、ionalAirport Board, TX CRep. Airports Council International-North AmericaRalph Colet, JRI Inc., CA MRobert B. Cotnoir, Tampa Fire Rescue, FL URoss A. Davidson, U.S. Department of the Navy, CA CHanh Deniston, Metropolitan Washington AirportsAuthority, VA LRep. International Association of Fire Fighte
34、rsFred B. Goodnight, Amerex Corporation, AL MRep. Fire Equipment Manufacturers AssociationMichael A. Greenup, Los Angeles Fire Department,CA UOwen Healey, United Kingdom Civil Aviation Authority,United Kingdom EGraydon L. Matheson, King County Sheriffs Office-ARFFDivision, WA URobert C. Mathis, The
35、Boeing Company, WA MPaul S. Meyer, Hartsfield Atlanta International Airport,GA CGary I. Moorshead, BAA Ltd., United Kingdom CGrady North, Crash Rescue Equipment Service, Inc.,TX MRep. Fire Apparatus Manufacturers AssociationKevin J. Petit, Akron Brass Company, OH MPam L. Phillips, Port Authority of
36、New York avoid blind areaswhere the pilot cannot be seen. Figure 7.5.10(a) shows the dan-ger areas around a helicopter. Under crash conditions where thepilot is incapacitated and the rotors are still operating, it may beadvisable to approach in a crouching position from the side op-posite the tail s
37、tabilizing rotor at a position slightly to the rear ofthe main rotor head, remaining as close to the fuselage as pos-sible, because the main rotors are designed to rise clear above thetail remember that main rotors tend to lower at the front of thehelicopter, as shown in Figure 7.5.10(b).7.5.11 The
38、use of composite materials in aircraft constructionnecessitates the use of appropriate PPE and respiratory pro-tection. The problem areas are as follows:(1) Emission of toxic gases from the decomposition of resinsand bonding agents.(2) Airborne sharp particles of composite materials that canbe inges
39、ted into the respiratory system and cause skin in-juries and traumatic dermatitis.(3) In post-fire conditions composite materials are capable ofabsorbing all of the products of a post-crash fire, poten-tially acting as a carrier if fibers enter the body by skininjection or inhalation.(4) Composite m
40、aterials exhibit different characteristics forfire fighting and extrication.7.5.11.1 A size-up (risk assessment) of whether or not com-posite materials are involved should be undertaken, and theappropriate level of personnel protection for site manage-ment established. Factors to be considered shoul
41、d include thefollowing:(1) Whether composite materials, carbon, aramid, boron,fiberglass, or other synthetics are involved.(2) The scale of involvement.(3) Whether the composite material components in the in-ternal airframe structure (e.g., flooring, seating) (inter-nal containment if fuselage is in
42、tact) or external air-frame structure (e.g., skin panel control surfaces, rotorblades) are free to atmosphere.(4) The prevailing wind and weather conditions.FIGURE 7.5.8 Ram Air Turbine.WITHTHEPILOTS PERMISSIONONLYENTER THISAREADANGER NEVER ENTERHELICOPTER DANGER AREASSAFE TO ENTERWHEN CLEAREDONLYFI
43、GURE 7.5.10(a) Helicopter Danger Areas.EngineintakeRadarCockpit doorFuel tanksPassenger doorRetractableundercarriageFlotation equipmentBaggage holdEngine exhaustEnginesMain rotorGearboxcompartmentTail rotorFIGURE 7.5.10(b) Helicopter Showing Main Rotor Lower inFront.40218 AIRCRAFT RESCUE AND FIRE-FI
44、GHTING OPERATIONS2013 Edition(5) Composite material fibers cannot normally be detectedby the naked eye.(6) Whether there is a fire or immediate risk of fire. ARFFvehicles should be positioned on the upwind side when-ever possible. This must be taken into considerationwhen dealing with wheel assembly
45、 fires in the initial fire-fighting attack. Once the smoke plume has been con-trolled, the traditional fore and aft ARFF vehicle deploy-ment can be implemented. Composite materialcharacteristics relative to heat are as follows:(a) Carbon fiber gives off cyanide gas at 150C (328F).(b) Carbon fiber su
46、pports a flame at 195C (409F).(c) Delamination occurs between 250C and 300C(508F and 598F).(7) The size, type, age, and contents of the aircraft. (ARFFcrews should be aware of retrofitted structures and com-ponents on aircraft.)(8) A minimum distance of 100 m (321 ft) from the mainfuselage and 30 m
47、(96 ft) from debris, whichever isgreater, should be considered contaminated initiallyand become the boundary in establishing a restrictedarea. Personnel should, whenever tactically possible, re-main upwind and uphill on the crash scene, althoughthis should not impair the effective operational deploy
48、-ment of ARFF vehicles, equipment, or personnel.(9) If crew and passengers self-evacuate an aircraft, assemblyand coaching points must be upwind and outside of therestricted area (inner cordon).(10) Airborne fibers are highly conductive and can seriouslydamage electrical installations.(11) All aircr
49、aft and buildings downwind must be warned thatthere may be fibers in the atmosphere. It is to be advisedthat ventilation systems drawing air into buildings areclosed, as this will minimize the risk of the polluted at-mosphere being drawn into the interior of the building.(12) All foot traffic through the area must be curtailed.(13) Motorized traffic in the area must be kept to a minimum.(14) Helicopters must not be allowed over the affected area,as this could disturb the
