1、NFPA422 Guide for Aircraft Accident/Incident Response Assessment 2010 Edition NFPA, 1 Batterymarch Park, Quincy, MA 02169-7471 An International Codes and Standards Organization NOTICE AND DISCLAIMER OF LIABILITY CONCERNING THE USE OF NFPA DOCUMENTS NFPAcodes, standards, recommended practices, and gu
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24、ndards Council, NFPA, 1 Batterymarch Park, P.O. Box 9101, Quincy, MA 02169-7471; email: stds_adminnfpa.org For more information about NFPA, visit the NFPA website at www.nfpa.org. 12/09Copyright 2009 National Fire ProtectionAssociation.All Rights Reserved.NFPA422Guide forAircraft Accident/Incident R
25、esponse Assessment2010 EditionThis edition of NFPA 422, Guide for Aircraft Accident/Incident Response Assessment, was pre-pared by the Technical Committee onAircraft Rescue and Fire Fighting. It was issued by theStandards Council on October 27, 2009, with an effective date of December 5, 2009, andsu
26、persedes all previous editions.This edition of NFPA422 was approved as anAmerican National Standard on December 5,2009.Origin and Development of NFPA 422Originally a manual, NFPA 422 was initially begun in 1963 and was submitted to the Asso-ciation for adoption at the 1972 Annual Meeting. The docume
27、nt was revised in 1979 and1984, and the 1989 edition was a reconfirmation of the 1984 edition.The title for the 1994 edition was changed from Manual for Aircraft Fire and ExplosionInvestigators to Guide for Aircraft Accident Response. The document was completely revised toprovide a framework for the
28、 accumulation of data relative to the effectiveness of aircraftaccident/incident emergency response services in the application of principles found in thestandards and guides developed by the Technical Committee on Aircraft Rescue and FireFighting.Thisdocumentisintendedtoassistthecommitteeincollecti
29、ngsignificantdatathatcanbeutilized to facilitate revisions to the NFPAaircraft rescue and fire-fighting documents.The 1999 edition was a reconfirmation of the 1994 edition. Editorial changes were madeto make the forms easier to use.For the 2004 edition, the document was revised to include only one,
30、simpler form that canbe used for all accidents/incidents. Several chapters were added with information for theinvestigator.In the 2010 edition of NFPA 422, the Aircraft Accident/Incident Report Form has beenreformatted as a checklist, making it easier to fill out. The committee wanted to keep therep
31、ort form as thorough as possible while still being simple and up-to-date. The committee ishoping that the redesigned form will increase the likelihood that it will be used and submit-ted, thus ensuring proper data collection and processing. The explanatory sections that ac-company the form have been
32、 rewritten to reflect the forms revisions. In addition, the com-mittee has made sure that the document follows the Manual of Style for NFPA TechnicalCommittee Documents by making the appropriate corrections and updates.4221NFPAand National Fire ProtectionAssociation are registered trademarks of the
33、National Fire ProtectionAssociation, Quincy, Massachusetts 02169.Technical Committee on Aircraft Rescue and Fire FightingRobert G. Lindstrom, ChairPro-Tec Fire Services Ltd., OK URep. InternationalAssociation of Fire ChiefsDonald R. Austin, LosAngeles City Fire Department,CAUKeith W. Bagot, U.S. Fed
34、eralAviationAdministration, NJRTCharles Cinquemani, Dallas/Fort Worth International Airport Board, TX CRep.Airports Council International NorthAmericaRalph Colet, JRI Inc., CAMRobert L. Darwin, HughesAssociates, Inc., MD SERoss A. Davidson, U.S. Department of the Navy, CACJohn Demyan, Lehigh-Northam
35、ptonAirportAuthority,PALRep. InternationalAssociation of Fire FightersFred B. Goodnight, Amerex Corporation,AL MRep. Fire Equipment ManufacturersAssociationDavid D. Harris, Lockheed MartinAeronautics Company,GAUOwen Healey, United Kingdom CivilAviationAuthority,United Kingdom EDonald E. Hilderbrand,
36、 Phoenix Fire Department,AZ ULawrence M. Krasner, FM Global, MAIMadhu Manikkam, Emergency One, Inc., FL MPaul S. Meyer, Hartsfield-JacksonAtlanta InternationalAirport, GACGary I. Moorshead, BAALtd., United Kingdom CGatan Morinville, National Defence Department,Canada CKevin J. Petit, Akron Brass Com
37、pany, OH MPam L. Phillips, PortAuthority of New York how-ever, that is more apt to occur with parts of large mass.6.2.1.5 In many accidents/incidents in which in-flight fire ex-isted, metal spatter deposits are found on areas removed fromthefiresourcearea.Thesedepositscanbeanalyzedtodeterminethecont
38、entandpossiblywherethefireoriginatedontheaircraft.The slipstreams from in-flight airflows or even compartmentalairflows are strong enough to carry large masses of molten metalquite a distance and force them onto cold objects.Another indi-cation of in-flight fire is the so-called aluminum “broomstraw
39、” or“feathering” effect, common in in-flight fire investigations. Basi-cally, when aluminum in a near-molten state is shock-loaded,such as in a crash impact, the material exhibits an extremelydelaminated appearance resembling broomstraws or havingfeathered edges. This phenomenon occurs only under th
40、ese cir-cumstances and is thus positive evidence of an existing fire priorto impact or in-flight explosion.6.2.1.6* Flame temperatures reached by fuel, oil, and hydrau-lic fluids in ambient air are normally in the range of 871C to1093C (1600F to 2000F) due to the forced draft effect ofairflow. Many
41、internal areas of aircraft have “chimney” effectsin flight.6.2.1.7 The sources of fire frequently are localized at the pointof greatest damage or at a point that indicates the greatestamount of heat.Abroken or leaking fluid line resulting in firecanbelocatedbycarefulinspectionofthedamage.Analysisofs
42、amples of ash or soot can indicate the source of fire. Suchsamplesshouldbeobtainedbeforetheyaredissipatedbywindor rain.6.2.1.8 Soot patterns are formed as a result of soot driftingwith the air stream until it strikes an object to which it canattach itself by means of the unburned oils it contains an
43、d byelectrostatic attraction. One point to remember is that sootdoes not attach itself to surfaces that are heated over about371C (700F). Therefore, areas that show the greatest inten-sity of fire might contain little or no soot.6.2.1.9 Reconstructing the aircraft from the remaining partsmight be ne
44、cessary in order to detect a pattern. If, after recon-struction of the aircraft, a pattern in the direction of the in-flight airflow is detectable, an in-flight fire is indicated. Con-versely, if there is no continuity of pattern across lines of failure,the patterns were formed after the aircraft di
45、sintegrated. Theshapesofthepatternsareaffectedbyobjectsthatshroudorblockanotherpart.Theshroudedpartshowsthegeneraloutlineoftheobject doing the shrouding. If a part is found with such an out-line but the part that did the shrouding is not there, the patternmusthaveoccurredbeforedisintegration.Convers
46、ely,ifboththeoutline and the shrouding part are found in relation but theshrouding part is not normally in this position on the airplane,the pattern was formed after disintegration.6.2.2* Heat Intensity Investigations. Heat intensity is anothermeans by which the crash/fire sequence can be determined
47、.This method is becoming more prevalent as more higherheatresistant materials are used in modern aircraft. Theflame temperatures of post-crash fires in which combustibleslike gasoline, JP-4, lubricating oil, and hydraulic fluids are be-ing consumed in still air are normally in the range of 871C to10
48、93C (1600F to 2000F). The flame temperatures of in-flight fires are usually in excess of 1649C (3000F) due to theforced draft of the slipstream and/or compartment coolingairflow. The probable effect of the forced draft is to cause thefuelair ratio to be more nearly stoichiometric. Therefore,when any
49、 parts that have a melting point in excess of 1093C(2000F), like stainless steel and titanium, show evidence ofmelting, the indication is that the fire occurred either in flightor in an oxygen-rich atmosphere. The indication is stronger ifthe part is found in an area in which investigation shows thatthe ground fire was not intense. The finding is not conclusivebecause a ground fire can exceed 1093C (2000F) due tostrong ground winds, or peculiar piling of the wreck
