Report onProposals

2013 Annual Revision Cycle

NOTE: The proposed NFPA documents addressed in this Report on

Proposals (ROP) and in a follow-up Report on Comments (ROC) will

only be presented for action when proper Amending Motions have been

submitted to the NFPA by the deadline of April 5, 2013. The June 2013

NFPA Conference & Expo will be held June 10–13, 2013, at McCormick

Place Convention Center, Chicago, IL. During the meeting, the Association

Technical Meeting (Tech Session) will be held June 12–13, 2013.

Documents that receive no motions will not be presented at the meeting

and instead will be forwarded directly to the Standards Council for action on

issuance. For more information on the rules and for up-to-date information

on schedules and deadlines for processing NFPA documents, check the

NFPA website (www.nfpa.org) or contact NFPA Standards Administration.

ISSN 1079-5332 Copyright © 2012 All Rights Reserved

NFPA and National Fire Protection Association are registered trademarks of the National Fire Protection Association, Quincy, MA 02169.

National Fire Protection Association®1 BATTERYMARCH PARK, QUINCY, MA 02169-7471

A compilation of NFPA® TechnicalCommittee Reports on Proposals for public review and comment

Public Comment Deadline: August 31, 2012

Information on NFPA Codes and Standards Development

I. Applicable Regulations. The primary rules governing the processing of NFPA documents (codes, standards, recommended practices, and guides) are the NFPA Regulations Governing Committee Projects (Regs). Other applicable rules include NFPA Bylaws, NFPA Technical Meeting Convention Rules, NFPA Guide for the Conduct of Participants in the NFPA Standards Development Process, and the NFPA Regulations Governing Petitions to the Board of Directors from Decisions of the Standards Council. Most of these rules and regulations are contained in the NFPA Directory. For copies of the Directory, contact Codes and Standards Administration at NFPA Headquarters; all these documents are also available on the NFPA website at “www.nfpa.org.”

The following is general information on the NFPA process. All participants, however, should refer to the actual rules and regulations for a full understanding of this process and for the criteria that govern participation.

II. Technical Committee Report. The Technical Committee Report is defined as “the Report of the Technical Committee and Technical Correlating Committee (if any) on a document consisting of the ROP and ROC.” A Technical Committee Report consists of the Report on Proposals (ROP), as modified by the Report on Comments (ROC), published by the Association.

III. Step 1: Report on Proposals (ROP). The ROP is defined as “a report to the Association on the actions taken by Technical Committees and/or Technical Correlating Committees, accompanied by a ballot statement and one or more proposals on text for a new document or to amend an existing document.” Any objection to an action in the ROP must be raised through the filing of an appropriate Comment for consideration in the ROC or the objection will be considered resolved.

IV. Step 2: Report on Comments (ROC). The ROC is defined as “a report to the Association on the actions taken by Technical Committees and/or Technical Correlating Committees accompanied by a ballot statement and one or more comments resulting from public review of the Report on Proposals (ROP).” The ROP and the ROC together constitute the Technical Committee Report. Any outstanding objection following the ROC must be raised through an appropriate Amending Motion at the Association Technical Meeting or the objection will be considered resolved.

V. Step 3a: Action at Association Technical Meeting. Following the publication of the ROC, there is a period during which those wishing to make proper Amending Motions on the Technical Committee Reports must signal their intention by submitting a Notice of Intent to Make a Motion. Documents that receive notice of proper Amending Motions (Certified Amending Motions) will be presented for action at the annual June Association Technical Meeting. At the meeting, the NFPA membership can consider and act on these Certified Amending Motions as well as Follow-up Amending Motions, that is, motions that become necessary as a result of a previous successful Amending Motion. (See 4.6.2 through 4.6.9 of Regs for a summary of the available Amending Motions and who may make them.) Any outstanding objection following action at an Association Technical Meeting (and any further Technical Committee consideration following successful Amending Motions, see Regs at 4.7) must be raised through an appeal to the Standards Council or it will be considered to be resolved.

VI. Step 3b: Documents Forwarded Directly to the Council. Where no Notice of Intent to Make a Motion (NITMAM) is received and certified in accordance with the Technical Meeting Convention Rules, the document is forwarded directly to the Standards Council for action on issuance. Objections are deemed to be resolved for these documents.

VII. Step 4a: Council Appeals. Anyone can appeal to the Standards Council concerning procedural or substantive matters related to the development, content, or issuance of any document of the Association or on matters within the purview of the authority of the Council, as established by the Bylaws and as determined by the Board of Directors. Such appeals must be in written form and filed with the Secretary of the Standards Council (see 1.6 of Regs). Time constraints for filing an appeal must be in accordance with 1.6.2 of the Regs. Objections are deemed to be resolved if not pursued at this level.

VIII. Step 4b: Document Issuance. The Standards Council is the issuer of all documents (see Article 8 of Bylaws). The Council acts on the issuance of a document presented for action at an Association Technical Meeting within 75 days from the date of the recommendation from the Association Technical Meeting, unless this period is extended by the Council (see 4.8 of Regs). For documents forwarded directly to the Standards Council, the Council acts on the issuance of the document at its next scheduled meeting, or at such other meeting as the Council may determine (see 4.5.6 and 4.8 of Regs).

IX. Petitions to the Board of Directors. The Standards Council has been delegated the responsibility for the administration of the codes and standards development process and the issuance of documents. However, where extraordinary circumstances requiring the intervention of the Board of Directors exist, the Board of Directors may take any action necessary to fulfill its obligations to preserve the integrity of the codes and standards development process and to protect the interests of the Association. The rules for petitioning the Board of Directors can be found in the Regulations Governing Petitions to the Board of Directors from Decisions of the Standards Council and in 1.7 of the Regs.

X. For More Information. The program for the Association Technical Meeting (as well as the NFPA website as information becomes available) should be consulted for the date on which each report scheduled for consideration at the meeting will be presented. For copies of the ROP and ROC as well as more information on NFPA rules and for up-to-date information on schedules and deadlines for processing NFPA documents, check the NFPA website (www.nfpa.org) or contact NFPA Codes & Standards Administration at (617) 984-7246.

i

2013 Annual Revision Cycle ROP Contents

by NFPA Numerical Designation

Note: Documents appear in numerical order.

NFPA No. Type Action Title Page No.

25 P Standard for the Inspection, Testing, and Maintenance of Water-Based Fire Protection Systems ............... 25-1 51B P Standard for Fire Prevention During Welding, Cutting, and Other Hot Work ........................................... 51B-1 56(PS) P Standard for Fire and Explosion Prevention During Cleaning and Purging of Flammable Gas Piping Systems .......................................................................................................... 56(PS)-1 58 P Liquefied Petroleum Gas Code ....................................................................................................................... 58-1 77 P Recommended Practice on Static Electricity .................................................................................................. 77-1 96 P Standard for Ventilation Control and Fire Protection of Commercial Cooking Operations.......................... 96-1 130 P Standard for Fixed Guideway Transit and Passenger Rail Systems ............................................................. 130-1 306 P Standard for the Control of Gas Hazards on Vessels ................................................................................... 306-1 403 P Standard for Aircraft Rescue and Fire-Fighting Services at Airports .......................................................... 403-1 412 P Standard for Evaluating Aircraft Rescue and Fire-Fighting Foam Equipment ............................................ 412-1

502 P Standard for Road Tunnels, Bridges, and Other Limited Access Highways ............................................... 502-1 610 P Guide for Emergency and Safety Operations at Motorsports Venues ......................................................... 610-1 780 P Standard for the Installation of Lightning Protection Systems..................................................................... 780-1 1002 P Standard for Fire Apparatus Driver/Operator Professional Qualifications ................................................ 1002-1

1021 P Standard for Fire Officer Professional Qualifications ................................................................................ 1021-1

1026 P Standard for Incident Management Personnel Professional Qualifications ............................................... 1026-1 1031 P Standard for Professional Qualifications for Fire Inspector and Plan Examiner ....................................... 1031-1 1033 P Standard for Professional Qualifications for Fire Investigator ................................................................... 1033-1 1123 P Code for Fireworks Display ....................................................................................................................... 1123-1 1143 P Standard for Wildland Fire Management ................................................................................................... 1143-1

TYPES OF ACTION

P Partial Revision N New Document R Reconfirmation W Withdrawal

ii

2013 Annual Revision Cycle ROP Committees Reporting

Type Action Page No. Aircraft Rescue and Fire Fighting 403 Standard for Aircraft Rescue and Fire-Fighting Services at Airport P 403-1 412 Standard for Evaluating Aircraft Rescue and Fire-Fighting Foam Equipment P 412-1 Fixed Guideway Transit and Passenger Rail Systems 130 Standard for Fixed Guideway Transit and Passenger Rail Systems P 130-1 Forest and Rural Fire Protection 1143 Standard for Wildland Fire Management P 1143-1 Gas Hazards 306 Standard for the Control of Gas Hazards on Vessels P 306-1 Gas Process Safety 56(PS) Standard for Fire and Explosion Prevention During Cleaning and Purging of Flammable Gas Piping

Systems

P

56(PS)-1 Hot Work Operations 51B Standard for Fire Prevention During Welding, Cutting, and Other Hot Work P 51B-1 Inspection, Testing, and Maintenance of Water-Based Systems 25 Standard for the Inspection, Testing, and Maintenance of Water-Based Fire Protection Systems P 25-1 Lightning Protection 780 Standard for the Installation of Lightning Protection Systems P 780-1 Liquefied Petroleum Gases 58 Liquefied Petroleum Gas Code P 58-1 Professional Qualifications Fire Fighter Professional Qualifications 1002 Standard for Fire Apparatus Driver/Operator Professional Qualifications P 1002-1 Fire Officer Professional Qualifications 1021 Standard for Fire Officer Professional Qualifications P 1021-1 Incident Management Professional Qualifications 1026 Standard for Incident Management Personnel Professional Qualifications P 1026-1 Fire Inspector Professional Qualifications 1031 Standard for Professional Qualifications for Fire Inspector and Plan Examiner P 1031-1 1033 Standard for Professional Qualifications for Fire Investigator P 1033-1 Pyrotechnics 1123 Code for Fireworks Display P 1123-1 Road Tunnel and Highway Fire Protection 502 Standard for Road Tunnels, Bridges, and Other Limited Access Highways P 502-1 Static Electricity 77 Recommended Practice on Static Electricity P 77-1 Safety at Motorsports Venues 610 Guide for Emergency and Safety Operations at Motorsports Venues P 610-1 Venting Systems for Cooking Appliances 96 Standard for Ventilation Control and Fire Protection of Commercial Cooking Operations P 96-1

iii

COMMITTEE MEMBER CLASSIFICATIONS1,2,3,4

The following classifications apply to Committee members and represent their principal interest in the activity of the Committee. 1. M Manufacturer: A representative of a maker or marketer of a product, assembly, or system, or portion thereof,

that is affected by the standard. 2. U User: A representative of an entity that is subject to the provisions of the standard or that voluntarily uses the

standard. 3. IM Installer/Maintainer: A representative of an entity that is in the business of installing or maintaining a product,

assembly, or system affected by the standard. 4. L Labor: A labor representative or employee concerned with safety in the workplace. 5. RT Applied Research/Testing Laboratory: A representative of an independent testing laboratory or independent

applied research organization that promulgates and/or enforces standards. 6. E Enforcing Authority: A representative of an agency or an organization that promulgates and/or enforces

standards. 7. I Insurance: A representative of an insurance company, broker, agent, bureau, or inspection agency. 8. C Consumer: A person who is or represents the ultimate purchaser of a product, system, or service affected by the

standard, but who is not included in (2). 9. SE Special Expert: A person not representing (1) through (8) and who has special expertise in the scope of the

standard or portion thereof. NOTE 1: “Standard” connotes code, standard, recommended practice, or guide. NOTE 2: A representative includes an employee. NOTE 3: While these classifications will be used by the Standards Council to achieve a balance for Technical Committees, the Standards Council may determine that new classifications of member or unique interests need representation in order to foster the best possible Committee deliberations on any project. In this connection, the Standards Council may make such appointments as it deems appropriate in the public interest, such as the classification of “Utilities” in the National Electrical Code Committee. NOTE 4: Representatives of subsidiaries of any group are generally considered to have the same classification as the parent organization.

FORM FOR COMMENT ON NFPA REPORT ON PROPOSALS 2013 Annual Revision CYCLE

FINAL DATE FOR RECEIPT OF COMMENTS: 5:00 pm EDST, August 31, 2012

For further information on the standards-making process, please contact the Codes and Standards Administration at 617-984-7249 or visit www.nfpa.org/codes.

For technical assistance, please call NFPA at 1-800-344-3555.

FOR OFFICE USE ONLY

Log #:

Date Rec’d:

Please indicate in which format you wish to receive your ROP/ROC electronic paper download (Note: If choosing the download option, you must view the ROP/ROC from our website; no copy will be sent to you.)

Date 8/1/200X Name John B. Smith Tel. No. 253-555-1234

Company Email

Street Address 9 Seattle St. City Tacoma State WA Zip 98402

***If you wish to receive a hard copy, a street address MUST be provided. Deliveries cannot be made to PO boxes.

Please indicate organization represented (if any) Fire Marshals Assn. of North America

1. (a) NFPA Document Title National Fire Alarm Code NFPA No. & Year NFPA 72, 200X ed.

(b) Section/Paragraph 4.4.1.1

2. Comment on Proposal No. (from ROP): 72-7

3. Comment Recommends (check one): new text revised text deleted text

4. Comment (include proposed new or revised wording, or identification of wording to be deleted): [Note: Proposed text should be in legislative format; i.e., use underscore to denote wording to be inserted (inserted wording) and strike-through to denote wording to be deleted (deleted wording).]

Delete exception.

5. Statement of Problem and Substantiation for Comment: (Note: State the problem that would be resolved by your recommendation; give the specific reason for your Comment, including copies of tests, research papers, fire experience, etc. If more than 200 words, it may be abstracted for publication.)

A properly installed and maintained system should be free of ground faults. The occurrence of one or more ground faults should be required to cause a ‘trouble’ signal because it indicates a condition that could contribute to future malfunction of the system. Ground fault protection has been widely available on these systems for years and its cost is negligible. Requiring it on all systems will promote better installations, maintenance and reliability.

6. Copyright Assignment

(a) I am the author of the text or other material (such as illustrations, graphs) proposed in the Comment.

(b) Some or all of the text or other material proposed in this Comment was not authored by me. Its source is as follows: (please identify which material and provide complete information on its source)

I hereby grant and assign to the NFPA all and full rights in copyright in this Comment and understand that I acquire no rights in any publication of NFPA in which this Comment in this or another similar or analogous form is used. Except to the extent that I do not have authority to make an assignment in materials that I have identified in (b) above, I hereby warrant that I am the author of this Comment and that I have full power and authority to enter into this assignment.

Signature (Required)

PLEASE USE SEPARATE FORM FOR EACH COMMENT

Mail to: Secretary, Standards Council · National Fire Protection Association 1 Batterymarch Park · Quincy, MA 02169-7471 OR

Fax to: (617) 770-3500 OR Email to: proposals_comments@nfpa.org

FORM FOR COMMENT ON NFPA REPORT ON PROPOSALS 2013 Annual Revision CYCLE

FINAL DATE FOR RECEIPT OF COMMENTS: 5:00 pm EDST, August 31, 2012

For further information on the standards-making process, please contact the Codes and Standards Administration at 617-984-7249 or visit www.nfpa.org/codes.

For technical assistance, please call NFPA at 1-800-344-3555.

FOR OFFICE USE ONLY

Log #:

Date Rec’d:

Please indicate in which format you wish to receive your ROP/ROC electronic paper download (Note: If choosing the download option, you must view the ROP/ROC from our website; no copy will be sent to you.)

Date Name Tel. No.

Company Email

Street Address City State Zip

***If you wish to receive a hard copy, a street address MUST be provided. Deliveries cannot be made to PO boxes.

Please indicate organization represented (if any)

1. (a) NFPA Document Title NFPA No. & Year

(b) Section/Paragraph

2. Comment on Proposal No. (from ROP):

3. Comment Recommends (check one): new text revised text deleted text

4. Comment (include proposed new or revised wording, or identification of wording to be deleted): [Note: Proposed text should be in legislative format; i.e., use underscore to denote wording to be inserted (inserted wording) and strike-through to denote wording to be deleted (deleted wording).]

5. Statement of Problem and Substantiation for Comment: (Note: State the problem that would be resolved by your recommendation; give the specific reason for your Comment, including copies of tests, research papers, fire experience, etc. If more than 200 words, it may be abstracted for publication.)

6. Copyright Assignment

(a) I am the author of the text or other material (such as illustrations, graphs) proposed in the Comment.

(b) Some or all of the text or other material proposed in this Comment was not authored by me. Its source is as follows: (please identify which material and provide complete information on its source)

I hereby grant and assign to the NFPA all and full rights in copyright in this Comment and understand that I acquire no rights in any publication of NFPA in which this Comment in this or another similar or analogous form is used. Except to the extent that I do not have authority to make an assignment in materials that I have identified in (b) above, I hereby warrant that I am the author of this Comment and that I have full power and authority to enter into this assignment.

Signature (Required)

PLEASE USE SEPARATE FORM FOR EACH COMMENT

Mail to: Secretary, Standards Council · National Fire Protection Association 1 Batterymarch Park · Quincy, MA 02169-7471 OR

Fax to: (617) 770-3500 OR Email to: proposals_comments@nfpa.org 5/15/2012

Sequence of Events Leading to Issuance of an NFPA Committee Document

Step 1 Call for Proposals

▼ Proposed new document or new edition of an existing document is entered into one of two yearly revision cycles, and a Call for Proposals is published.

Step 2 Report on Proposals (ROP)

▼ Committee meets to act on Proposals, to develop its own Proposals, and to prepare its Report.

▼ Committee votes by written ballot on Proposals. If two-thirds approve, Report goes forward. Lacking two-thirds approval, Report returns to Committee.

▼ Report on Proposals (ROP) is published for public review and comment.

Step 3 Report on Comments (ROC)

▼ Committee meets to act on Public Comments to develop its own Comments, and to prepare its report.

▼ Committee votes by written ballot on Comments. If two-thirds approve, Report goes forward. Lacking two-thirds approval, Report returns to Committee.

▼ Report on Comments (ROC) is published for public review.

Step 4 Association Technical Meeting

▼ “Notices of intent to make a motion” are filed, are reviewed, and valid motions are certified for presentation at the Association Technical Meeting. (“Consent Documents” that have no certified motions bypass the Association Technical Meeting and proceed to the Standards Council for issuance.)

▼ NFPA membership meets each June at the Association Technical Meeting and acts on Technical Committee Reports (ROP and ROC) for documents with “certified amending motions.”

▼ Committee(s) vote on any amendments to Report approved at NFPA Annual Membership Meeting.

Step 5 Standards Council Issuance

▼ Notification of intent to file an appeal to the Standards Council on Association action must be filed within 20 days of the NFPA Annual Membership Meeting.

▼ Standards Council decides, based on all evidence, whether or not to issue document or to take other action, including hearing any appeals.

The Association Technical Meeting

The process of public input and review does not end with the publication of the ROP and ROC. Following the completion of the Proposal and Comment periods, there is yet a further opportunity for debate and discussion through the Association Technical Meeting that takes place at the NFPA Annual Meeting.

The Association Technical Meeting provides an opportunity for the final Technical Committee Report (i.e., the ROP and ROC) on each proposed new or revised code or standard to be presented to the NFPA membership for the debate and consideration of motions to amend the Report. The specific rules for the types of motions that can be made and who can make them are set forth in NFPA’s rules, which should always be consulted by those wishing to bring an issue before the membership at an Association Technical Meeting. The following presents some of the main features of how a Report is handled.

The Filing of a Notice of Intent to Make a Motion. Before making an allowable motion at an Association Technical Meeting, the intended maker of the motion must file, in advance of the session, and within the published deadline, a Notice of Intent to Make a Motion. A Motions Committee appointed by the Standards Council then reviews all notices and certifies all amending motions that are proper. The Motions Committee can also, in consultation with the makers of the motions, clarify the intent of the motions and, in certain circumstances, combine motions that are dependent on each other together so that they can be made in one single motion. A Motions Committee report is then made available in advance of the meeting listing all certified motions. Only these Certified Amending Motions, together with certain allowable Follow-Up Motions (that is, motions that have become necessary as a result of previous successful amending motions) will be allowed at the Association Technical Meeting.

Consent Documents. Often there are codes and standards up for consideration by the membership that will be noncontroversial and no proper Notices of Intent to Make a Motion will be filed. These “Consent Documents” will bypass the Association Technical Meeting and head straight to the Standards Council for issuance. The remaining documents are then forwarded to the Association Technical Meeting for consideration of the NFPA membership.

What Amending Motions Are Allowed. The Technical Committee Reports contain many Proposals and Comments that the Technical Committee has rejected or revised in whole or in part. Actions of the Technical Committee published in the ROP may also eventually be rejected or revised by the Technical Committee during the development of its ROC. The motions allowed by NFPA rules provide the opportunity to propose amendments to the text of a proposed code or standard based on these published Proposals, Comments, and Committee actions. Thus, the list of allowable motions include motions to accept Proposals and Comments in whole or in part as submitted or as modified by a Technical Committee action. Motions are also available to reject an accepted Comment in whole or part. In addition, Motions can be made to return an entire Technical Committee Report or a portion of the Report to the Technical Committee for further study.

The NFPA Annual Meeting, also known as the NFPA Conference & Expo, takes place in June of each year. A second Fall membership meeting was discontinued in 2004, so the NFPA Technical Committee Report Session now runs once each year at the Annual Meeting in June.

Who Can Make Amending Motions. NFPA rules also define those authorized to make amending motions. In many cases, the maker of the motion is limited by NFPA rules to the original submitter of the Proposal or Comment or his or her duly authorized representative. In other cases, such as a Motion to Reject an accepted Comment, or to Return a Technical Committee Report or a portion of a Technical Committee Report for Further Study, anyone can make these motions. For a complete explanation, the NFPA Regs should be consulted.

Action on Motions at the Association Technical Meeting. In order to actually make a Certified Amending Motion at the Association Technical Meeting, the maker of the motion must sign in at least an hour before the session begins. In this way a final list of motions can be set in advance of the session. At the session, each proposed document up for consideration is presented by a motion to adopt the Technical Committee Report on the document. Following each such motion, the presiding officer in charge of the session opens the floor to motions on the document from the final list of Certified Amending Motions followed by any permissible Follow-Up Motions. Debate and voting on each motion proceeds in accordance with NFPA rules. NFPA membership is not required in order to make or speak to a motion, but voting is limited to NFPA members who have joined at least 180 days prior to the Association Technical Meeting and have registered for the meeting. At the close of debate on each motion, voting takes place, and the motion requires a majority vote to carry. In order to amend a Technical Committee Report, successful amending motions must be confirmed by the responsible Technical Committee, which conducts a written ballot on all successful amending motions following the meeting and prior to the document being forwarded to the Standards Council for issuance.

Standards Council Issuance

One of the primary responsibilities of the NFPA Standards Council, as the overseer of the NFPA codes and standards development process, is to act as the official issuer of all NFPA codes and standards. When it convenes to issue NFPA documents, it also hears any appeals related to the document. Appeals are an important part of assuring that all NFPA rules have been followed and that due process and fairness have been upheld throughout the codes and standards development process. The Council considers appeals both in writing and through the conduct of hearings at which all interested parties can participate. It decides appeals based on the entire record of the process as well as all submissions on the appeal. After deciding all appeals related to a document before it, the Council, if appropriate, proceeds to issue the document as an official NFPA code or standard. Subject only to limited review by the NFPA Board of Directors, the decision of the Standards Council is final, and the new NFPA code or standard becomes effective twenty days after Standards Council issuance.

403-1

Report on Proposals A2013 — Copyright, NFPA NFPA 403Nonvoting

L. M. Krasner, Medfield, MA [SE] (Member Emeritus)Thomas J. Lett, Albuquerque Fire & Safety Associates, NM [SE] (Member Emeritus)Francois Villard, Fire Safety Security Crisis Management Training, Switzerland [SE]

Staff Liaison: Kendall Holland

Committee Scope: This Committee shall have primary responsibility for documents on aircraft rescue and fire-fighting services and equipment, for procedures for handling aircraft fire emergencies, and for specialized vehicles used to perform these functions at airports, with particular emphasis on saving lives and reducing injuries coincident with aircraft fires following impact or aircraft ground fires. This Committee also shall have responsibility for documents on aircraft hand fire extinguishers and accident prevention and the saving of lives in future aircraft accidents involving fire.

This list represents the membership at the time the Committee was balloted on the text of this report. Since that time, changes in the membership may have occurred. A key to classifications is found at the front of the document.

The Technical Committee on Aircraft Rescue and Fire Fighting is presenting two Reports for adoption, as follows:

Report I: The Technical Committee proposes for adoption, amendments to NFPA 403, Standard for Aircraft Rescue and Fire-Fighting Services at Airports, 2009 edition. NFPA 403-2009 is published in Volume 9 of the 2012 National Fire Codes and in separate pamphlet form.

The report on NFPA 403 has been submitted to letter ballot of the Technical Committee on Aircraft Rescue and Fire Fighting, which consists of 29 voting members. The results of the balloting, after circulation of any negative votes, can be found in the report.

Report II: The Technical Committee proposes for adoption, amendments to NFPA 412, Standard for Evaluating Aircraft Rescue and Fire-Fighting Foam Equipment, 2009 edition. NFPA 412-2009 is published in Volume 9 of the 2012 National Fire Codes and in separate pamphlet form.

The report on NFPA 412 has been submitted to letter ballot of the Technical Committee on Aircraft Rescue and Fire Fighting, which consists of 29 voting members. The results of the balloting, after circulation of any negative votes, can be found in the report.

Report of the Committee on

Aircraft Rescue and Fire Fighting

Robert G. Lindstrom, ChairPro-Tec Fire Services Ltd., OK [U]

Rep. International Association of Fire Chiefs

John W. McDonald, SecretaryUS General Services Administration, VA [E]

Keith W. Bagot, US Federal Aviation Administration, NJ [RT] Peter H. Bordeleau, US Marine Corps, TX [C] Charles Cinquemani, Dallas/Fort Worth International Airport Board, TX [C] Rep. Airports Council International-North America Ralph Colet, JRI Inc., CA [M] Ross A. Davidson, US Department of the Navy, CA [C] Hanh Deniston, Metropolitan Washington Airports Authority, VA [L] Rep. International Association of Fire Fighters Fred B. Goodnight, Amerex Corporation, AL [M] Rep. Fire Equipment Manufacturers’ Association Michael A. Greenup, Los Angeles Fire Department, CA [U] Owen Healey, United Kingdom Civil Aviation Authority, United Kingdom [E] Mark S. Lawler, Omaha Airport Authority, NE [L] Rep. Aircraft Rescue & Fire Fighting Working Group, Inc. Graydon L. Matheson, King County Sheriff’s Office-ARFF Division, WA [U] Robert C. Mathis, The Boeing Company, WA [M] John E. McLoughlin, Fire Research Corporation, MO [M] Paul S. Meyer, Hartsfield Atlanta International Airport, GA [C] Kevin J. Petit, Akron Brass Company, OH [M] Pam L. Phillips, Port Authority of New York & New Jersey, NJ [C] Rep. American Association of Airport Executives Danny M. Pierce, ARFF Solutions, CA [SE] James E. Podolske, Jr., US Department of the Air Force, FL [C] Joseph L. Scheffey, Hughes Associates, Inc., MD [SE] Jason Shively, Oshkosh Corporation, WI [M] Jeremy Souza, Rhode Island Airport Corporation, RI [E] Dirk Steyn, E-One, Inc., FL [M] Marc S. Tonnacliff, US Federal Aviation Administration, DC [E] Pierre Voisine, National Defence Department, Canada, Canada [C]

Alternates

Abdulrahman A. Y. Alsaadi, Department of Civil Aviation, United Arab Emirates [U] (Voting Alt. to Dubai Civil Aviation Dept. Rep.)Alan Black, Dallas/Fort Worth International Airport Board, TX [C] (Alt. to Charles Cinquemani) Edward Bushman, Los Angeles Fire Department, CA [U] (Alt. to Michael A. Greenup) Bradford Colton, American Pacific Corporation, NV [M] (Alt. to Fred B. Goodnight) Robert L. Darwin, Jacobs Technology, VA [C] (Alt. to Ross A. Davidson)Graeme Day, BAA Ltd., United Kingdom [C] (Voting Alt. to BAA Rep.) Richard L. James, III, Hartsfield-Jackson Atlanta International Airport, GA [C] (Alt. to Paul S. Meyer) Ronald E. Jones, E-One, Inc., FL [M] (Alt. to Dirk Steyn) David J. Krajnak, KME Fire Apparatus, PA [M] (Voting Alt. to FAMA Rep.)Randy J. Krause, Port of Seattle Fire Department, WA [U] (Alt. to Robert G. Lindstrom)Douglas C. Mangels, Denver Fire Department, CO [L] (Alt. to Mark S. Lawler) Nicholas M. Subbotin, US Federal Aviation Administration, NJ [RT] (Alt. to Keith W. Bagot)

403-2

Report on Proposals A2013 — Copyright, NFPA NFPA 403_______________________________________________________________ 403-1 Log #CP1 Final Action: Accept in Principle(Entire Document)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Review entire document to: 1) Update any extracted material by preparing separate proposals to do so, and 2) review and update references to other organizations documents, by preparing proposal(s) as required. Substantiation: To conform to the NFPA Regulations Governing Committee Projects. Committee Meeting Action: Accept in PrincipleCommittee Statement: The committee has reviewed the entire document and has corrected or updated any of the references for extracted material in separate proposals. The committee has also checked and updated cross reference material to ensure that there is consistency between the extracted material in this document and the most current editions of documents from which the material has been extracted. Number Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Comment on Affirmative: STEYN, D.: Comma after “The need for,” needs to be removed. _______________________________________________________________ 403-2 Log #CP2 Final Action: Accept(1.2.2)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:1.2.2 The principal objective of a rescue and fire-fighting service is to save lives. For this reason, the preparation for dealing with an aircraft accident or incident occurring at, or in the immediate vicinity of, an airport is of primary importance because it is within this location that the greatest opportunity to save lives exists. The possibility of, and need for, extinguishing a fire that can occur either immediately following an aircraft accident or incident, or at any time during rescue operations, must be assumed at all times.1.2.2.1 The preparation for dealing with an aircraft accident or incident occurring at, or in the immediate vicinity of, an airport is of primary importance because it is within this location that the greatest opportunity to save lives exists. 1.2.2.2 The need for, extinguishing a fire can occur either immediately following an aircraft accident or incident, or at any time during rescue operations, and must be assumed at all times. Substantiation: These changes were editorial in nature. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-3 Log #CP3 Final Action: Accept(1.3)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:1.3 Equivalency. Nothing in this standard is intended to prevent the use of systems, methods, or devices of equivalent or superior quality, strength, fire resistance, effectiveness, durability, and safety over those prescribed by this standard. 1.3.1 Nothing in this standard is intended to prevent the use of systems, methods, or devices of equivalent or superior quality, strength, fire resistance, effectiveness, durability, and safety over those prescribed by this standard. 1.3.2 Technical documentation shall be submitted to the authority having jurisdiction to demonstrate equivalency. 1.3.3 The system, method, or device shall be approved for the intended purpose by the authority having jurisdiction. Substantiation: The committee has made this change to incorporate boilerplate text for an equivalency statement. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-4 Log #CP4 Final Action: Accept(2.2, 2.3.1, and 2.3.2)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:2.2 NFPA Publications. National Fire Protection Association,1 Batterymarch Park, Quincy, MA 02169-7471. NFPA 10, Standard for Portable Fire Extinguishers, 201007 edition.NFPA 412, Standard for Evaluating Aircraft Rescue and Fire-Fighting Foam Equipment, 2009 edition.NFPA 414, Standard for Aircraft Rescue and Fire-Fighting Vehicles,201207 edition.

NFPA 1003, Standard for Airport Fire Fighter Professional Qualifications,201005 edition.2.3.1 Military Specification Publications. Naval Publications and Forms Center, 5801 Tabor Avenue, Philadelphia, PA 19120. U.S. Military Specification MIL-F-24385, Fire Extinguishing Agent, Aqueous Film-Forming Foam (AFFF), Liquid Concentrate, forFresh and Sea Water, Revision F, January 7, 1992.2.3.3 Other Publications. Merriam-Webster’s Collegiate Dictionary, 11th edition, Merriam-Webster, Inc., Springfield, MA, 2003. EN1568, Part 3 Fire extinguishing media. Foam concentrates. Specification for low expansion foam concentrates for surface application to water-immiscible liquids.2.3.2 UL Publications. Underwriters Laboratories Inc., 333 Pfingsten Road, Northbrook, IL 60062-2096. UL 162, Standard for Foam Equipment and Liquid Concentrates,6th edition, March 7, 1989.2.4 References for Extracts in Mandatory Sections. NFPA 11, Standard for Low-, Medium-, and High- Expansion Foam, 2010 edition. Substantiation: These changes were made to update edition dates for referenced documents as well as to remove specific revision dates/notations for other documents as those may be revised on a more frequent basis than this document and the intent is to be using the most current edition of any outside document. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-5 Log #2 Final Action: Accept(2.3.2)_______________________________________________________________ Submitter: John F. Bender, Underwriters Laboratories Inc.Recommendation: Revise text as follows: 2.3.2 UL Publications. Underwriters Laboratories Inc., 333 Pfingsten Road, Northbrook, IL 60062-2096. UL 162, Standard for Foam Equipment and Liquid Concentrates, 6th edition, March 7, 1989, 1994, Revised 1999.Substantiation: Update referenced standards to most recent edition.Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-6 Log #3 Final Action: Accept(3.3.4 Aircraft Fire Fighting, 3.3.5 Aircraft Incident, A.3.3.4, and A.3.3.5 (New) )_______________________________________________________________ Submitter: Marcelo M. Hirschler, GBH InternationalRecommendation: Revise definitions to read as follows: 3.3.4* Aircraft Fire Fighting. The control or extinguishment of fire adjacent to or involving an aircraft following ground accidents or incidents. Aircraft fire fighting does not include the control or extinguishment of airborne fires in aircraft. A.3.3.4 Aircraft fire fighting does not include the control or extinguishment of airborne fires in aircraft. 3.3.5*Aircraft Incident. An occurrence, other than an accident, associated with the operation of an aircraft, that affects or could affect continued safe operation if not corrected. An incident does not result in serious injury to persons or substantial damage to the aircraft. A.3.3.5 An incident does not result in serious injury to persons or substantial damage to the aircraft.Substantiation: The NFPA Manual of Style requires definitions to be in single sentences and not to contain requirements. The second sentences of these definition contain information that should be placed in an annex or elsewhere in the standard. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-7 Log #CP5 Final Action: Accept(3.3.14.1 Aqueous Film-Forming Foam (AFFF), 3.3.14.2 Film-Forming Fluoroprotein Foam (FFFP), 3.3.14.3 Fluoroprotein Foam (FP), 3.3.14.4 Protein Foam (P), and 3.3.15 Foam Concentrate)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows and update usage throughout entire document to reflect these terms: 3.3.14.1* Aqueous Film-Forming Foam (AFFF). A concentrated aqueous solution of one or more hydrocarbon and/or fluorochemical surfactants that forms a foam capable of producing a vapor-suppressing, aqueous film on the surface of hydrocarbon fuels.

403-3

Report on Proposals A2013 — Copyright, NFPA NFPA 403A.3.3.14.1 Aqueous Film-Forming Foam (AFFF). The foam produced from AFFF concentrates is dry chemical compatible and, therefore, is suitable for use in combination with that agent. 3.3.14.2* Film-Forming Fluoroprotein Foam (FFFP). A protein-based foam concentrate incorporating fluorinated surfactants that forms a foam capable of producing a vapor-suppressing, aqueous film on the surface of hydrocarbon fuels. A.3.3.14.2 Film-Forming Fluoroprotein Foam (FFFP). This foam might show an acceptable level of compatibility to dry chemicals and might be suitable for use with those agents. 3.3.14.3 Fluoroprotein Foam (FP). A protein-based foam concentrate with added fluorochemical surfactants that forms a foam showing a measurable degree of compatibility with dry chemical extinguishing agents and an increase in tolerance to contamination by fuel. 3.3.14.4 Protein Foam (P). A protein-based foam concentrate that is stabilized with metal salts to make a fire-resistant foam blanket. 3.3.14.1* Aqueous Film-Forming Foam Concentrate (AFFF). A concentrate based on fluorinated surfactants plus foam stabilizers to produce a fluid aqueous film for suppressing hydrocarbon fuel vapors and usually diluted with water to a 1 percent, 3 percent, or 6 percent solution.[11,2010]A.3.3.14.1 Aqueous Film-Forming Foam Concentrate (AFFF). The foam formed acts as a barrier both to exclude air or oxygen and to develop an aqueous film on the fuel surface that is capable of suppressing the evolution of fuel vapors. The foam produced with AFFF concentrate is dry chemical compatible and thus is suitable for combined use with dry chemicals. [11,2010]3.3.14.2* Film-Forming Fluoroprotein Foam Concentrate (FFFP). A protein-foam concentrate that uses fluorinated surfactants to produce a fluid aqueous film for suppressing hydrocarbon fuel vapors. [11,2010]A.3.3.14.2 Film-Forming Fluoroprotein Foam Concentrate (FFFP). In addition to an air-excluding foam blanket, this concentrate also can deposit a vaporization-preventing film on the surface of a liquid fuel. It is diluted with water to form 3 percent to 6 percent solutions depending on the type. This concentrate is compatible with certain dry chemicals. [11,2010]3.3.14.3* Fluoroprotein Foam Concentrate. A concentrate very similar to protein-foam concentrate but with a synthetic fluorinated surfactant additive. [11,2010]A.3.3.14.3 Fluoroprotein Foam Concentrate. This type of foam utilizes a protein base plus stabilizing additives and inhibitors to protect against freezing, corrosion, and bacterial decomposition, and it also resists fuel pickup. The foam is usually diluted with water to form a 3 percent or 6 percent solution and is dry chemical compatible. [11,2010]3.3.14.4* Protein Foam Concentrate. Concentrate consisting primarily of products from a protein hydrolysate, plus stabilizing additives and inhibitors to protect against freezing, to prevent corrosion of equipment and containers, to resist bacterial decomposition, to control viscosity, and to otherwise ensure readiness for use under emergency conditions. [11,2010]A.3.3.14.4 Protein Foam Concentrate. These concentrates are diluted with water to form 3 percent to 6 percent solutions depending on the type. They are compatible with certain dry chemicals. [11,2010]3.3.15 Foam Concentrate. A concentrated liquid foaming agent that is mixed with water and air in designated proportions to form foam. 3.3.15* Foam Concentrate. A concentrated liquid foaming agent as received from the manufacturer. [11,2010]A.3.3.15 Foam Concentrate. For the purpose of this document, “foam concentrate” and “concentrate” are used interchangeably. [11,2010]3.3.14.6 Fluorine-Free Synthetic Foam. Foam concentrate based on a mixture of hydrocarbon surface active agents which are fluorine free. Substantiation: These changes were made as the committee has chosen to extract definitions from NFPA 11 and those updates have been made here in this section. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-8 Log #CP8 Final Action: Accept(4.1.2)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:4.1.2 Regardless of the functional control of ARFF services on the airport, a high degree of m Mutual aid shall be prearranged between such services on airports and any off-airport fire or rescue agencies serving the environs of the airport. Substantiation: The committee has made these changes as they believe the current text is confusing as there is no definition for “functional control” and for “high degree”. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Comment on Affirmative: PIERCE, D.: Change...”such”... with...”emergency”... (clarification) Delete...”the environs of”... (unnecessary)

_______________________________________________________________ 403-9 Log #CP6 Final Action: Accept(4.1.3, 4.2.1, 4.2.2, and 4.3.2)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:4.1.3 The aircraft owner or operator shall ensure that provisions have been made for the security of the aircraft until such time as a legally appointed accident investigation authority assumes responsibility. The airport manager or authority having jurisdiction can assist or assume the authority in the absence of the aircraft owner or operator.4.2.1 Airports shall prepare and maintain in current status an airport/community emergency plan. The plan shall assign specific duties and responsibilities and include all airport and community resources necessary to cope with a major aircraft emergency. 4.2.1.1 The plan shall assign specific duties and responsibilities and include all airport and community resources necessary to cope with a major aircraft emergency and other potential emergencies requiring ARFF resources.4.2.2* Airport/community emergency plans shall be tested at least every two three years in the form of a full-scale exercise. In addition, tabletop training shall be conducted at least annually. 4.2.2.1 In addition, tabletop training shall be conducted at least annually.4.3.2* The airport category for a given aircraft shall be based on the overall length of the aircraft or the fuselage width. If, after selecting the category appropriate to the aircraft’s overall length, the aircraft’s fuselage width is greater than the maximum width given in Table 4.3.1, then the category for that aircraft shall be the next one higher.4.3.2.1 If, after selecting the category appropriate to the aircraft’s overall length, the aircraft’s fuselage width is greater than the maximum width given in Table 4.3.1.1, then the category for that aircraft shall be the next one higher. Substantiation: These changes were editorial in nature with the exception of 4.1.3 and this has been removed as the committee believes that it is not within the scope of this document or the committee to place requirements on airport owners/operators/managers. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 25 Negative: 1 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Explanation of Negative: LAWLER, M.: 4.2.2: Airport Full Scale Exercises contains “tested every two years” and this two-year reference should be change to be be consistent with the next log, 403-10 (Log #4), recommendation to change from two to three years intervals. Three years should be the requirement. Comment on Affirmative: PHILLIPS, P.: The language in 4.2.2 is not consistent with what was agreed to in the next log (403-10, Log #4). Three years, not two. _______________________________________________________________ 403-10 Log #4 Final Action: Accept(4.2.2)_______________________________________________________________ Submitter: Stephen Listerman, Cincinnati/NKy International Airport FDRecommendation: Revise text to read as follows: Airport/community emergency plans shall be tested at least every (two) three years with a full scale exercise. Substantiation: This would put the NFPA standard in line with mandated FAA FAR 139 requirements. The substantial cost and resources needed to perform a full scale exercise every two years is financially restrictive and not required by the FAA. On airport ARFF departments are following the guidance of their FAA certification inspector, which is every three years. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Comment on Affirmative: DAVIDSON, R.: While changing the frequency of full scale exercises from every two to every three years is acceptable, the committee should avoid subtantiations that imply that this standard must be “in line with mandated FAA FAR 139 requirements”. Traditionally this standard has been considered superior to FAR 139 and has evolved independently of FAA requirements. _______________________________________________________________ 403-11 Log #CP9 Final Action: Accept(Table 4.3.1)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Add an “E” to the table under FAA for Cat. 10 size.Substantiation: The committee has added this designation as category 10 aircraft still require Index E protection. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.

403-4

Report on Proposals A2013 — Copyright, NFPA NFPA 403_______________________________________________________________ 403-12 Log #CP11 Final Action: Accept(5.1.1)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Add new text to read as follows: (4) Fluorine-Free Synthetic Foam Substantiation: The committee has added this type of foam due to it’s increase in use and inclusion in the new edition of this standard. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-13 Log #CP12 Final Action: Accept(5.1.2.2)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Add new text to read as follows and renumber accordingly:5.1.2.2 – Fluorine-Free Synthetic Foams shall meet the performance requirements of EN1568, Part 3 Fire extinguishing media. Foam concentrates. Specification for low expansion foam concentrates for surface application to water-immiscible liquids.Substantiation: The committee added this requirement as International aviation regulators are now requiring that this category foam to be used on airports. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 25 Negative: 1 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Explanation of Negative: DAVIDSON, R.: The cited EN 1568 test standard is not the only test method against which fluorine-free synthetic foams could be listed. For example UL 162, which is cited in 5.1.2.2, includes the testing and listing of “synthetic foams” (defined by UL as “a liquid concentrate that has a base other than fluorinated surfactant or hydrolyzed protein”). Other internationally recognized test methods could also be applicable to fluorine-free synthetic foams. Suggest that fluorine-free synthetic foams be included in existing 5.1.2.2. In the appendix in A5.1.2 it currently mentions that other international test methods may be acceptable to the AHJ. In A5.1.2 it could be stated that EN 1568 has been used to test fluorine-free foams and is an example of an acceptable non-U.S test method. _______________________________________________________________ 403-14 Log #CP19 Final Action: Accept(5.2)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:5.2 Complementary Agents. All ARFF vehicles responding shall carry either one or both of the following categories of complementary agents: (1)* Potassium based bicarbonate or potassium bicarbonate dry chemical(2)* Halogenated agentSubstantiation: This change was editorial in nature. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-15 Log #CP13 Final Action: Accept(Table 5.3.1(a) and Table 5.3.1(b))_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Add Flourine-Free Synthetic Foam to header of Flouroprotien or FFFP column. Substantiation: The committee added this requirement as International aviation regulators are now requiring that this category foam to be used on airports. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-16 Log #CP16 Final Action: Accept(Table 5.3.1(a) and Table 5.3.1(b))_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Delete existing Table 5.3.1(a) and existing Table 5.3.1(b) and replace with the follow to read as follows as shown on the following pages Substantiation: This new table incorporates all of the changes that the committee has made to the table itself as well as other proposed changes in the text of the document that impact these tables. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 21 Negative: 5

Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Explanation of Negative: DAVIDSON, R.: The changes in the column labeled “response capability (sec)” represents a reduction in life safety compared to the current edition of 403. Maximum time to deliver Q1 is increased from 120 to 180 seconds, Q2 from 180 to 210 seconds and Q3 from 240 to 420 seconds. The probability of passenger survivability in a fuselage threatened by fire is lessened if response time is increased. Reducing the level of life safety from the previous edition of 403 would be contrary to the purpose of the standard as stated in paragraph 1.2.2 - “The principal objective is to save lives”. It would also be in conflict with the Committee Scope which places “particular emphasis on saving lives and reducing injuries coincident with aircraft fires following impact or aircraft ground fires”. KRAUSE, R.: Although I know the work in this area was very detailed, I would prefer to have the work and new calculations related to agent quantities validated by an independent party prior to updating the manual with this new information. LAWLER, M.: The time changes recommended for the charts are directly related to the recommendation to change response times from two minutes to three minutes in paragraph 9.1.3. My non-concur rationale contained in paragraph 9.1.3 applies here as well: The development of the two minute response time, as currently written, required years of research and study and is principally based on the science of survivability of aircraft occupants when in aircraft accidents involved in fire, no matter what the frequency. The sole rationale to change this standard now is based on only the fact that many ARFF Departments can’t achieve a two minute response time and therefore changing the standard will give them relief. The NFPA Standard should not merely reflect what the ARFF services can achieve it should also reflect the science of what the ARFF services should achieve. One could argue that no progress has been made over the last twenty years in the United States at selecting new fire station locations to help meet the 2 minute response time. This is because, in America airports use the FAA Part 139 three minute standard and as such have not been compelled to locate new station according to the two minute standard. Merely changing the standard to facilitate the same time as the FAA is counter to the years of efforts which led to the current two minute standard. MATHIS, R.: These changes were based on a presentation but we have yet to see the official report. I would like to see the numbers and the final recommendations verified by an independent third party before changing the document. SCHEFFEY, J.: see rationale provided with 403-27 negative vote; note, this negative vote is applicable to the time change only, not the agent change for double deck aircraft, which I agree with. These are two separate technical issues and should be balloted separately. _______________________________________________________________ 403-17 Log #CP10 Final Action: Accept(Table 5.3.1(a) and Table 5.3.1(b) )_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Table 5.3.1(a) and (b) Airport Cat. 9 Q3 add superscript “f” and the following note. f For multiple passenger deck aircraft within this Category, the Q3 discharge capability should be increased to 375 gpm, 3,750 gals. Required Water. (1420LPM/14195L).Substantiation: The committee made this change based on a presentation and data presented by committee member Joe Scheffey supported by Hughes Associates based on a need for increased flow rates due to multi-level passenger aircraft. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 22 Negative: 3 Abstain: 1Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Explanation of Negative: BORDELEAU, P.: Should be subscript E not F. The current edition of NFPA 403 has only subscript a-d and there is no other mention in the committee ROP that adds another subscript besides this one. KRAUSE, R.: Although I know the work in this area was very detailed, I would prefer to have the work and new calculations related to agent quantities validated by an independent party prior to updating the manual with this new information. MATHIS, R.: These changes were based on a presentation but we have yet to see the official report. I would like to see the numbers and the final recommendations verified by an independent third party before changing the document. Explanation of Abstention: PHILLIPS, P.: I’m not inclined to vote on this item until I’ve had the opportunity to review the complete report.

403-5

Report on Proposals A2013 — Copyright, NFPA NFPA 403

Table 5.3.1(a) Extinguishing Agents, Discharge and Response Capability in SI Units

Airport Category

Response Phases

Response Capability (sec)

AFFF

Flourine-Free Synthetic Foam Fluoroprotein or FFFP Protein Foam

Complementary Agentsa

Required Water (L)

Discharge Capability (L/min)

RequiredWater (L)

Discharge Capability (L/min)

Required Water (L)

Discharge Capability (L/min)

Quantity (kg)

Discharge (kg/sec)

Q1b 120180b 450 450 600 600 700 700 45 2.25

1 Q2c 0 0 0

Q3d 0 0 0

TOTAL 450 600 700

Q1b 120180b 591 591 787 787 906 906 90 2.25

2 Q2c 180210c 159 213 244

Q3d 0 0 0

TOTAL 750 1,000 1,150

Q1b 120180b 1,077 1,077 1,500 1,500 1,692 1,692 135 2.25

3 Q2c 180210c 323 450 508

Q3d 240 d,e 1,100 110 1,100 110 1,100 110

TOTAL 2,500 3,050 3,300

Q1b 120180b 1,772 1,772 2,468 2,468 2,722 2,722 135 2.25

4 Q2c 180210c 1,028 1,432 1,578

Q3d 240d,e 2,250 225 2,250 225 2,250 225

TOTAL 5,050 6,150 6,550

Q1b 120180b 3,257 3,257 4,514 4,514 5,029 5,029 205 2.25

5 Q2c 180210c 2,443 3,386 3,771

Q3d 240d,e 4,750 475 4,750 475 4,750 475

TOTAL 10,450 12,650 13,550

   

Proposal 403-16 (Log #CP16)

403-6

Report on Proposals A2013 — Copyright, NFPA NFPA 403

Table 5.3.1(a) Extinguishing Agents, Discharge and Response Capability in SI Units (Continued)

Airport Category

Response Phases

Response Capability (sec)

AFFF

Flourine-Free Synthetic Foam Fluoroprotein or FFFP Protein Foam

Complementary Agentsa

Required Water (L)

Discharge Capability (L/min)

RequiredWater (L)

Discharge Capability (L/min)

Required Water (L)

Discharge Capability (L/min)

Quantity (kg)

Discharge (kg/sec)

Q1b 120180b 4,700 4,700 6,525 6,525 7,250 7,250 205 2.25

6 Q2c 180210c 4,700 6,525 7,250

Q3d 240d,e 4,750 475 4,750 475 4,750 475

TOTAL 14,150 17,800 19,250

Q1b 120180b 5,983 5,983 8,297 8,297 9,214 9,214 205 2.25

7 Q2c 180210c 7,717 10,703 11,886

Q3d 240d,e 4,750 475 4,750 475 4,750 475

TOTAL 18,450 23,750 25,850

Q1b 120180b 7,937 7,937 10,992 10,992 12,202 12,202 410 4.5

8 Q2c 180210c 12,063 16,708 18,548

Q3d 240d,e 9,450 945 9,450 945 9,450 945

TOTAL 29,450 37,150 40,200

Q1b 120180b 9,907 9,907 13,722 13,722 15,259 15,259 410 4.5

9 Q2c 180210c 16,843 23,328 25,941

Q3d,f 240d,e 9,450 945 9,450 945 9,450 945

TOTAL 36,200 46,500 50,650

Q1b 120180b 12,103 12,103 16,759 16,759 18,603 18,603 410 4.5

10 Q2c 180210c 22,997 31,841 35,347

Q3d 240d,e 18,900 1,890 18,900 1,890 18,900 1,890

TOTAL 54,000 67,500 72,850

aThe minimum quantity is based on ISO qualified potassium bicarbonate. Powder can be substituted by a listed agent exceeding the performance of potassium bicarbonate. bQuantity of water for foam production for initial control of the pool fire. cQuantity of water for foam production to continue control or fully extinguish the pool fire. dWater available for interior fire fighting. e The 240 second requirement begins after arrival of the first ARFF apparatus.f For multiple passenger deck aircraft within this Category, the Q3 discharge capability should be increased to 375 gpm, 3,750 gals. Required Water. (1420LPM/14195L).

Proposal 403-16 (Log #CP16)

403-7

Report on Proposals A2013 — Copyright, NFPA NFPA 403

Table 5.3.1(b) Extinguishing Agents, Discharge and Response Capability in U.S. Customary Units

Airport Category

Response Phases

Response Capability (sec)

AFFF

Flourine-Free Synthetic Foam, Fluoroprotein or FFFP Protein Foam

Complementary Agentsa

Required Water (U.S. gal)

Discharge Capability (gpm)

Required Water (U.S. gal)

Discharge Capability (gpm)

Required Water (U.S. gal)

Discharge Capability (gpm)

Quantity (lb)

Discharge (lb/sec)

Q1b 120180b 120 120 160 160 180 180 100 5

1 Q2c 0 0 0

Q3d 0 0 0

TOTAL 120 160 180

Q1b 120180b 157 157 213 213 236 236 200 5

2 Q2c 180210c 43 57 64

Q3d 0 0 0

TOTAL 200 270 300

Q1b 120180b 285 285 392 392 438 438 300 5

3 Q2c 180210c 85 118 132

Q3d 240d,e 300 60 300 60 300 60

TOTAL 670 810 870

Q1b 120180b 468 468 646 646 715 715 300 5

4 Q2c 180210c 272 374 415

Q3d 240d,e 600 60 600 60 600 60

TOTAL 1,340 1,620 1,730

Q1b 120180b 863 863 1,194 1,194 1,331 1,331 450 5

5 Q2c 180210c 647 896 999

Q3d 240d,e 1,250 125 1,250 125 1,250 125

TOTAL 2,760 3,340 3,580

   

Proposal 403-16 (Log #CP16)

403-8

Report on Proposals A2013 — Copyright, NFPA NFPA 403

Table 5.3.1(b) Extinguishing Agents, Discharge and Response Capability in U.S. Customary Units (Continued)

Airport Category

Response Phases

Response Capability (sec)

AFFF

Flourine-Free Synthetic Foam, Fluoroprotein or FFFP Protein Foam

Complementary Agentsa

Required Water (U.S. gal)

Discharge Capability (gpm)

Required Water (U.S. gal)

Discharge Capability (gpm)

Required Water (U.S. gal)

Discharge Capability (gpm)

Quantity (lb)

Discharge (lb/sec)

Q1b 120180b 1,245 1,245 1,725 1,725 1,920 1,920 450 5

6 Q2c 180210c 1,245 1,725 1,920

Q3d 240d,e 1,250 1,25 1,250 125 1,250 125

TOTAL 3,740 4,700 5,090

Q1b 120180b 1,585 1,585 2,192 2,192 2,437 2,437 450 5

7 Q2c 180210c 2,045 2,828 3,143

Q3d 240d,e 1,250 125 1,250 125 1,250 125

TOTAL 4,880 6,270 6,830

Q1b 120180b 2,095 2,095 2,901 2,901 3,222 3,222 900 10

8 Q2c 180210c 3,185 4,409 4,898

Q3d 240d,e 2,500 250 2,500 250 2,500 250

TOTAL 7,780 9,810 10,620

Q1b 120180b 2,619 2,619 3,626 3,626 4,030 4,030 900 10

9 Q2c 180210c 4,451 6,164 6,850

Q3d,f 240d,e 2,500 250 2,500 250 2,500 250

TOTAL 9,570 12,290 13,380

Q1b 120180b 3,195 3,195 4,424 4,424 4,915 4,915 900 10

10 Q2c 180210c 6,069 8,405 9,338

Q3d 240d,e 5,000 500 5,000 500 5,000 500

TOTAL 14,260 17,830 19,250

aThe minimum quantity is based on ISO qualified potassium bicarbonate. Powder can be substituted by a listed agent exceeding the performance of potassium bicarbonate. bQuantity of water for foam production for initial control of the pool fire. cQuantity of water for foam production to continue control or fully extinguish the pool fire. dWater available for interior fire fighting. e The 240 second requirement begins after arrival of the first ARFF apparatus. f For multiple passenger deck aircraft within this Category, the Q3 discharge capability should be increased to 375 gpm, 3,750 gals. Required Water. (1420LPM/14195L). 

Proposal 403-16 (Log #CP16)

403-9

Report on Proposals A2013 — Copyright, NFPA NFPA 403_______________________________________________________________ 403-18 Log #CP7 Final Action: Accept(5.5)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:5.5* Combustible Metal Agents. Extinguishing agents for combustible metal fires shall be provided in portable fire extinguishers that are rated for Class D fires in accordance with 5.2.4 of NFPA 10, Standard for Portable Fire Extinguishers. At least one nominal 20-lb (9.1-kg) extinguisher shall be carried on each vehicle specified in Table 6.1.1.5.5.1 Extinguishing agents for combustible metal fires shall be provided in portable fire extinguishers that are rated for Class D fires in accordance with 5.2.4 of NFPA 10, Standard for Portable Fire Extinguishers. 5.5.2 At least one nominal 20-lb (9.1-kg) extinguisher shall be carried on each vehicle specified in Table 6.1.1.Substantiation: These changes were editorial in nature. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-19 Log #5 Final Action: Accept(6.1.1)_______________________________________________________________ Submitter: Stephen Listerman, Cincinnati/NKy International Airport FDRecommendation: Revise text to read as follows: Category 7 lists number of required vehicles as three. Suggest a change to two. Substantiation: The FAA FAR 139 requirement for Index C (Category 7) ARFF vehicles is two or three vehicles based on total water carried. An ARFF department may be able to supply the needed water with only two vehicles. Two - 3000 gallon vehicles exceed the recommended water in Table 5.3.1. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 23 Negative: 3 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Explanation of Negative: COLET, R.: Rationale is not applied universally. 2 times 3,000 gallons rationale with FFFP and protein does not add up. DAVIDSON, R.: Reducing the number of vehicles responding in Cat 7 airfields could negatively affect life safety. Compared to two vehicles, three vehicles provide a tactical advantage in fighting a fire and also provide greater redundancy for assuring an adequate delivery capability. The committee should not be reducing the level of life safety inherent in the current standard. Also the committee’s stated substantiation for approving this change is not relevant - adherence to FAA FAR 139 has never historically been, nor should it be, a factor influencing the requirements of this standard. LAWLER, M.: Maintain current text or modify current text for Cat 7 airport by adding in the chart a 2 or 3 vehicle option. A change in the table to (2) two vehicles will remove flexibility from the AHJ to determine ARFF fleet mix. The rationale provided for making the recommended change is too limiting and takes away from the AHJ authority. Comment on Affirmative: STEYN, D.: There is no defined relationship in NFPA between volume of water required at the scene, and the number of trucks required to carry that volume of water. TONNACLIFF, M.: Stephen Listerman, Cincinnati/NKy International Airport FD Revise text to read as follows: Category 7 lists number of required vehicles as three. Suggest a change to two. The FAA FAR 139 requirement for Index C (Category 7) ARFF vehicles is two or three vehicles based on total water carried. An ARFF department may be able to supply the needed water with only two vehicles. Two -3000 gallon vehicles exceed the recommended water in Table 5.3.1. Justification is incorrect - 14 CFR Part 139.317 requires Index C airport to have two or three vehicles totaling 3000 gals of water not two 3,000 gal vehicles as stated. _______________________________________________________________ 403-20 Log #CP37 Final Action: Accept(6.1.4 and 6.1.5)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:6.1.4 All foam-producing ARFF vehicles shall be tested at least annually in accordance with NFPA 412, Standard for Evaluating Aircraft Rescue and Fire-Fighting Foam Equipment.6.1.5 The equipment delivering the complementary extinguishing agent shall be tested at least annually, and the authority having jurisdiction shall determine the test procedure. Substantiation: This standard is a minimum standard and for clarification purposes the minimum test is annually. This change was made for clarification purposes.

Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-21 Log #CP17 Final Action: Accept(6.2.2)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:6.2.2 Consideration shall be given to the addition of a vehicle termed as a rescue truck for the purpose of carrying a wide range of rescue equipment suited for conditions and aircraft utilizing the Category 7 or larger airports. A.6.2 A comprehensive and up-to-date list of tools is provided in NFPA 414, Standard for Aircraft Rescue and Fire-Fighting Vehicles. Consideration should be given to the addition of a vehicle termed as a rescue truck for the purpose of carrying a wide range of rescue equipment suited for conditions and aircraft utilizing the Category 7 or larger airports. Substantiation: The committee has moved this requirement from the main body of the document and added it as an annex item to the existing annex item for A.6.2. They believe that this is more relevant as an annex item rather than an requirement. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 25 Negative: 1 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Explanation of Negative: BORDELEAU, P.: should also add NFPA 402, NFPA 414 refers back to NFPA 402 for a listing of all rescue tools required to be carried on an ARFF vehicle. _______________________________________________________________ 403-22 Log #CP21 Final Action: Accept(8.1.1)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:8.1.1 A person shall be appointed to direct the airport ARFF services. The responsibilities of this person shall include overall administrative supervision of the organization, effective training of personnel, and operational control of emergencies involving aircraft within the airport jurisdiction.8.1.1.1 The responsibilities of this person shall include overall administrative supervision of the organization, effective training of personnel, and operational control of emergencies involving aircraft within the airport jurisdiction. Substantiation: This change was to comply with the NFPA MOS. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-23 Log #CP20 Final Action: Accept(8.1.2)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:8.1.2* During flight operations and 15 minutes prior and 15 minutes following, a sufficient number of trained ARFF personnel shall be readily available to staff the rescue and fire-fighting vehicles and to perform fire-fighting and rescue operations. Substantiation: The committee has removed vague and unenforceable terminology. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-24 Log #CP22 Final Action: Accept(8.1.3)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:8.1.3 Responding units shall include personnel trained and equipped for cabin interior fire fighting. and shall demonstrate the ability to apply extinguishing agent to the interior of the aircraft within 4 minutes of the alarm.8.1.3.1 The responding units and personnel shall demonstrate the ability to apply extinguishing agent to the interior of the aircraft within 4 minutes of arrival at the accident/incident location. Substantiation: Paragraph split to comply with the Manual of Style and with regards to the time of alarm versus time of arrival on scene given modern aircraft construction techniques and procedures, firefighting equipment such as HRETs and mobile stair devices, as well as recent research on aircraft burn-through time and empirical studies of past aircraft accident responses, the increase to four minutes is a more realistic and achievable time frame for interior agent application. The four minute time frame is also used in the 2004 ARAC ARFFRWG final report. The change in start time for this paragraph is more realistic in accidents/incidents with prior notification, where the time of

403-10

Report on Proposals A2013 — Copyright, NFPA NFPA 403alarm may be exceed ten or 15 minutes prior to the aircraft’s actual arrival. Four minutes also provides sufficient time to access an aircraft with a HRET penetrating nozzle or other manual access means. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 22 Negative: 4 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Explanation of Negative: BORDELEAU, P.: The reference provided at the committee meeting and stated in the substantiation (2005 ARAC ARFFRWG final report page 104 and 105) list the time as five minutes and not four minutes. If we are going to use this reference as the bases for this decision then we need to either state we are going to raise the standard against what is written within the standard or comply with the report. COLET, R.: Rationale is not consistent to statement: “Shall demonstrate the ability to apply.” DAVIDSON, R.: The proposal increases the maximum time for starting the application of Q3 from four minutes to seven minutes (three minutes for initial response plus four minutes). This potentially represents a reduction in life saving capability and is not an appropriate action for this committee (see Reason/Comment for Proposal 403-16 above). LAWLER, M.: The existing standard of 4 minutes from time of alarm to a new standard four minutes from time on scene is not sufficiently substantiated with the rationale provided; i.e. not enough evidence to overturn the existing standard. Getting water on the fire is critical to enhancing occupant survival; taking four minutes after arrival to deploy and HRET or hand line for aircraft with interior fires is excessive. Comment on Affirmative: DAY, G.: Amend text to read “Responding units shall include qualified personnel trained and equipped for cabin interior fire fighting” (See recommendation in 8.1.4) _______________________________________________________________ 403-25 Log #CP23 Final Action: Accept(8.1.4)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:8.1.4 All ARFF personnel shall meet the requirements of NFPA 1003, Standard for Airport Fire Fighter Professional Qualifications. All ARFF personnel shall undertake recurrent training. (See Annex E.)8.1.4.1 All ARFF personnel shall undertake recurrent training meeting the requirements of NFPA 405. (See Annex E.)Substantiation: These changes were made in order to comply with the NFPA MOS as well as for document and project consistency. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-26 Log #CP24 Final Action: Accept(9.1.2)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:9.1.2* Emergency equipment shall have immediate and direct access to critical aircraft movement areas and the capability of reaching all points within the rapid response area (RRA) in the time specified. Therefore, the location of the airport fire station shall be based on minimizing response time to aircraft accident and incidents high-hazard areas. Locating the airport fire station for structural fire-fighting utility shall be of secondary importance.9.1.2.1 Therefore, the location of the airport fire station shall be based on minimizing response time to aircraft accident and incidents. A.9.1.2 The geographical center of an airport might not be the best location for siting the airport fire station. Locating the airport fire station for structural fire-fighting utility should be of secondary importance. Before selecting the actual location, time trials should be run to determine the optimum location that would ensure the quickest response to all potential accident sites. Also, an evaluation should be placed on present and future usage of the airport movement areas to ensure proper selection of the fire station site. [See Figure A.9.1.2(a) and Figure A.9.1.2(b).] Care should be taken to ensure that access to or from the airport fire station cannot and will not be blocked by taxiing or parked aircraft or vehicular traffic. Airport fire stations located close to taxiways and runways or adjacent to flight patterns should have soundproof training rooms, living quarters, and an alarm room. The high noise level of turbine engines can cause damage to hearing; accordingly, at airports handling turbine-powered aircraft, fire fighters on duty outside of soundproofed areas should be provided with aural protection. Where high noise levels are encountered, it might be necessary to supplement audible signals with visual signals, such as flashing lights, to alert fire fighters. Where airport response plans call for response outside the airport fences, suitable exits should be provided around the perimeter of the airport for ARFF vehicles. Particular attention should be given to the provision of ready access to the RRA and critical rescue and fire-fighting access area (CRFFAA). The CRFFAA is the

rectangular area surrounding any given runway. Its width extends 500 ft (150 m) outward from each side of the runway centerline, and its length is 3300 ft (1000 m) beyond each runway end. This is the area where accidents historically have occurred. [See Figure A.9.1.2(b).]Substantiation: These changes were made in order to comply with the NFPA MOS and “High hazard areas” is not defined and is a subjective term and the location of the fire station for structural response is informative and is moved to the Annex. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-27 Log #CP25 Final Action: Accept(9.1.3)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:9.1.3* The demonstrated response time of the first responding vehicle to reach any point on the operational runway shall be 2 minutes or less, and to any point remaining within the on-airport portion of the rapid response area shall be no more than 2 1/2 minutes, both in optimum conditions of visibility and surface conditions. Other ARFF vehicles necessary to achieve the agent discharge rate listed in Table 5.3.1(a) or Table 5.3.1(b) shall arrive at intervals not exceeding 30 seconds.9.1.3* Response Time 9.1.3.1 The demonstrated response time of the first responding ARFF vehicle to reach any point on the operational runway and begin agent application shall be within three minutes of the time of the alarm. 9.1.3.2 The demonstrated response time of the first responding ARFF vehicle to reach any point remaining within the on-airport portion of the Rapid Response Area with improved surface conditions shall be within four minutes from the time of the alarm. 9.1.3.3 All demonstrated response times shall be in optimum conditions of visibility and surface conditions. 9.1.3.4 Additional ARFF vehicles necessary to achieve the agent discharge rate shall arrive in accordance with the times specified in Table 5.3.1(a) or Table 5.3.1(b). A.9.1.3 Two or more airport fire stations should be strategically located on the airport where a centrally located fire station cannot meet the response criteria given in 9.1.3. When creating the response roadways from the firehouse to the incident area(s), the airport designer should consider the information in Table A.9.1.3(a) and Table A.9.1.3(b) when sizing the radius of curves. ARFF vehicles accelerate much faster than over-the-road vehicles and are very capable of obtaining higher speeds in a very short distance. The total response time from the time of alarm to the time ARFF vehicles arrive on scene and begin agent application is the cumulative time for notification, reflex time for ARFF personnel to don protective clothing and start ARFF vehicles, and the actual travel time to the accident or incident location. Substantiation: These changes more accurately reflects the operational conditions and realities of travel times to various points on runways and RRAs, based on the Federal Aviation Administration’s report Determination of Evacuation and Firefighting Times Based on an Analysis of Aircraft Accident Fire Survivability Data while the annex item adds the rationale for the calculation of response times. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 19 Negative: 7 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Explanation of Negative: BAGOT, K.: The initial change in this Log is to add 1 minute to the operational runway which I can support. The substantiation and meeting discussions, in my opinion, did not justify the 1.5 minute increase to the on-airport portion of the RRA with improved surface conditions. 1 minute should have been added to both requirements. COLET, R.: Total disregard for 1. established scientifically arrived at consensus by respected international mix of committee members for decades 2. NFPA guidelines. DAVIDSON, R.: The probability of passenger survivability in a fuselage threatened by fire is lessened if response time is increased. Reducing the level of life safety from the previous edition of 403 would be contrary to the purpose of the standard as stated in paragraph 1.2.2 - “The principal objective is to save lives”. It would also be in conflict with the Committee Scope which places “particular emphasis on saving lives and reducing injuries coincident with aircraft fires following impact or aircraft ground fires”. LAWLER, M.: The development of the two minute response time, as currently written, required years of research and study and is principally based on the science of survivability of aircraft occupants when in aircraft accidents involved in fire, no matter what the frequency. The sole rationale to change this standard now is based on only the fact that many ARFF Departments can’t achieve a two minute response time and therefore changing the standard will give them relief. The NFPA Standard should not merely reflect what the ARFF services can achieve it should also reflect the science of what the ARFF services should achieve. One could argue that no progress has been made over

403-11

Report on Proposals A2013 — Copyright, NFPA NFPA 403the last twenty years in the United States at selecting new fire station locations to help meet the 2 minute response time. This is because, in America airports use the FAA Part 139 three minute standard and as such have not been compelled to locate new station according to the two minute standard. Merely changing the standard to facilitate the same time as the FAA is counter to the years of efforts which led to the current two minute standard. SCHEFFEY, J.: No true technical justification was provided. The original rationale for these changes was the information contained in the report “Determination of Evacuation and Firefighting Times Based on an Analysis of Aircraft Accident Fire Survivability Data” May 2009 by R. Cherry. This report makes no conclusions or recommendations related to required response time. When pressed in committee to give the technical rationale, the substantiation in committee was then changed to “correlate with ICAO and FAA”. Now it is back to the Cherry report, which provides no technical basis for the change. The Cherry report only describes how long vehicles take to respond in actual incidents, some of which are off the airport site. The basis of response time was discussed in a presentation earlier in the meeting: 3 minutes is the assumed burn through ( may be optimistic), so the response time must be two minutes, plus the one minute control time, to assure occupant safety within the 3 minutes. The new requirement would exceed this level of safety. NFPA 403 has, in many cases, been more restrictive than adopted regulations. This has led regulators to consider the higher level of safety embodied in NFPA 403. The 2 minute criteria, included in the standard for decades, should be retained. STEYN, D.: Not enough data provided to substantiate a change in standard. TONNACLIFF, M.: Substantiation does not support two minute increase in time to RRA. Comment on Affirmative: BORDELEAU, P.: NFPA 402 states 6.1.1 The survivable atmosphere inside an aircraft fuselage involved in an exterior fuel fire is limited to approximately 3 minutes if the integrity of the airframe is maintained during the impact. This time could be substantially reduced if the fuselage is fractured. When the aluminum skin is directly exposed to flame, burnthrough will occur within 60 seconds or less, while the windows and insulation may withstand penetration for up to 3 minutes. Because of this serious life hazard to occupants, rapid fire control is critical. Therefore, whenever flight operations are in progress, ARFF vehicles and personnel should be located so that optimum response and fire control can be achieved within this time frame. Based on NFPA 402 standard provided above and that according to the reference provide at the committee meeting for this change by raising the time from two minutes to three minutes. We would meet the requirement fifty percent of the time equaling twenty-seven out of the fifty-four responses, by keeping the current standard we would meet the requirement thirty-four out of the fifty-four responses. I believe that lowering the standard so that we can meet the standard is not enough justification and equates to whittling a square peg to fit into a round hole. _______________________________________________________________ 403-28 Log #CP26 Final Action: Accept(9.1.4)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:9.1.4 The demonstrated response time to reach an incident/accident involving any aircraft with passengers in the aircraft movement area beyond or outside the runway and rapid response area shall be 3 minutes or less, both in optimum conditions of visibility and surface conditions to meet the requirements in Table 5.3.1(a) or Table 5.3.1(b).9.1.4 Airport ARFF services shall develop/implement a plan for responding to an incident/accident involving any aircraft with passengers within the aircraft movement area beyond or outside the runway and RRA.9.1.5 The plan shall include expectations regarding number of minutes to respond to both optimum conditions of visibility and surface conditions. Substantiation: The committee has made these changes from the current text to the newly created text to address and allow for AHJ’s to make the determination based on a task analysis on an individual level as to what the demonstrated response time should be. Given the various sizes and locations of airports as well as the varying resources that are available the committee believes that to have a hard fast number applicable to all airports is not in the best interest of the end user of this document. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 23 Negative: 2 Abstain: 1Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Explanation of Negative: BAGOT, K.: 9.1.5 appears to missing a location in the text. What is the location we are responding to in both optimum conditions of visibility and surface conditions. TONNACLIFF, M.: 9.1.5 is confusing and misunderstanding. Wording need to be changed. We are not responding to visibility and surface conditions. Explanation of Abstention: COLET, R.: Not comfortable with the final wording.

Comment on Affirmative: MATHESON, G.: For clarity, the new text proposed under 9.1.5 could be corrected as cited below: 9.1.5 The plan shall include expectations regarding the number of minutes to respond in optimum conditions of visibility and surface conditions. -------------------- However for consistency with the new wording under section 9.1.3* Response Time, as well as my understanding of the NFPA Manual of Style, I believe that the new text of sections 9.1.4 and 9.1.5 should be incorporated as cited below: 9.1.4* Plan 9.1.4.1 Airport ARFF services shall develop/implement a plan for responding to an incident/accident involving any aircraft with passengers within the aircraft movement area beyond or outside the runway and RRA. 9.1.4.2 The plan shall include expectations regarding the number of minutes to respond. 9.1.4.3 All response times shall be in optimum conditions of visibility and surface conditions. -------------------- Although I advocate the latter edit that eliminates the designation of a new section (9.1.5), either one will not change the intent of this proposal. Thus, I am voting in the Affirmative with comment. _______________________________________________________________ 403-29 Log #CP27 Final Action: Accept(Table A.4.3.2)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Delete existing table and replace with the following table:(See Table A.4.3.2 on the following page.) Substantiation: The committee has updated the aircraft information on this table replacing an out of date table. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-30 Log #CP14 Final Action: Accept(A.5.2)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:*A.5.2(2) Halogenated extinguishing agents are hydrocarbons in which one or more hydrogen atoms have been replaced by atoms from the halogen series—fluorine, chlorine, bromine, or iodine. This substitution confers not only non-flammability but flame extinguishment properties to many of the resulting compounds. Halogenated agents are used both in portable fire extinguishers and in extinguishing systems. The three halogen elements commonly found in extinguishing agents are fluorine (F), chlorine (Cl), and bromine (Br). The extinguishing mechanism of the halogenated agents is not clearly understood. However, there is undoubtedly a chemical reaction that interferes with the combustion processes. Halogenated agents act by chemically interrupting the continuing combination of the fuel radicals with oxygen in the flame chain reactions. This process is known as chain breaking.Extinguishing mechanisms vary for halogenated extinguishing agents. The primary extinguishing mechanism for Halon 1211 acted by chemically interrupting the continuing combination of the fuel radicals with oxygen in the flame chain reactions. This process is known as chain breaking. Halogenated agents that have replaced Halon 1211 primarily act by increasing the heat capacity of the air within the fire zone. This results in a cooling of the fire by removing heat that the reaction needs to sustain the flame. The discharge of Halon 1211halogenated agents can create hazards to personnel such as dizziness, impaired coordination, reduced visibility, and exposure to toxic decomposition products. In any proposed use of Halon 1211halogenated agents where there is a possibility that people might be trapped in or enter into atmospheres made hazardous, suitable safeguards should be provided to ensure prompt evacuation of, and to prevent entry into, such atmospheres and also to provide means for prompt rescue of any trapped personnel. Breathing apparatus should be worn. Halon 1211 is a liquefied gas discharged as an 85 percent liquid stream that forms a vapor cloud when in contact with the fire, which permits penetration of obstructed and inaccessible areas. Halon 1211Halogenated agents leaves no agent residue and areis the preferred agent for aircraft tire fires, engine fires, interior aircraft fires, electrical component fires, and flightline vehicle or equipment engine fires. Halon agent is, however, included in the Montreal Protocol on Substances that Deplete the Ozone Layer, signed September 16, 1987. The protocol permitted continued availability of halogenated fire-extinguishing agents at reduced production levels until the year 1994. Halon use should be limited to extinguishment of unwanted fire and should not be used for routine training of personnel. Due to its ozone depleting properties, production of new Halon 1211 stopped in 1994 and discharge of agent for

403-12

Report on Proposals A2013 — Copyright, NFPA NFPA 403

NFPA 403 Log #CP27 Rec A2013 ROP

Table A.4.3.2 Aircraft Data

Width Length

Aircraft Type m ft m ft Airbus A-318 34.10 111.87 31.44 103.10 A-319 34.10 111.87 33.84 111.0 A-300 44.83 147.08 54.05 177.3

A-310 43.89 144 46.66 153.1

A-320 33.91 111.25 37.57 123.3 A-321 34.10 111.25 44.51 146 A-330-200 60.30 197.83 58.82 192.9 A-330-300 60.30 197.83 63.69 208.9 A-340-300 60.30 197.83 63.69 208.9 A-340-500 63.45 208.16 67.93 222.8 A-340-600 63.45 208.16 75.36 247.2 A-350-800 64.75 212.43 60.54 198.6 A-350-900 64.75 212.43 66.89 219.4 A-350-1000 64.50 211.61 73.88 242.3 A-380 79.75 261.64 72.72 238.58 Antonow An-22 64.31 211 50.90 167 Antonow An-225 88.39 290 84.00 275.58 ATR 72 27.00 88.58 27.15 89.08 Beechcraft 1900 16.61 54.5 17.63 57.83 Beechcraft King Air 350 17.65 57.92 14.23 46.67 Boeing 727 32.92 108 46.69 153.17 Boeing 737-300 28.86 94.67 36.42 119.5 Boeing 737-600 34.30 112.7 31.20 102.6 Boeing 737-700 34.30 112.7 33.60 110.4 Boeing 737-800 34.30 112.7 39.50 129.6 Boeing 737-900 ER 34.30 112.7 42.10 138.2 Boeing 747-400 64.31 211 70.64 231.75 Boeing 757 38.00 124.67 47.32 155.25 Boeing 767-200 ER 47.60 156.1 48.50 159.2 Boeing 767-300 ER 47.57 156.08 54.94 180.25 Boeing 767-400 ER 51.90 170.4 61.30 201.40 Boeing 777-200 60.90 199.11 63.70 209.1 Boeing 777-300 60.90 199.11 73.90 242.4 Boeing 787-8 60.00 197 57.00 186 Boeing 787-9 60.00 197 63.00 206 Boeing DC 10-40 50.37 165.25 55.02 180.5 Boeing MD-11 51.59 169.25 61.16 200.67 Boeing MD-88 32.82 107.67 45.03 147.75 British Aerospatiale-British 25.50 83.67 62.08 203.67

Aerospace Concorde Casa CN-235 25.76 84.5 21.34 70 Cessna Citation 5 16.28 53.42 14.83 48.67 DeHavilland Dash 5 25.91 85 22.25 73 Grumman Gulfstream 4 23.67 77.67 26.90 88.25 Ilyushin IL-86 48.31 158.5 58.45 191.75 Lockheed L-1011-500 50.06 164.25 50.04 164.17 Short 360 22.81 74.83 21.59 70.83

Tupolev Tu-154 37.54 123.17 47.91 157.17

Proposal 403-29 (Log #CP27)

403-13

Report on Proposals A2013 — Copyright, NFPA NFPA 403training was no longer allowed. In June 1995, the FAA certified HCFC Blend B as an acceptable alternate agent to Halon 1211 for ARFF, FAA Cert-Alert 95-03. Like Halon 1211, HCFC Blend B is a clean extinguishing agent effective on Class A, B, and C hazards. It does not leave a residue after application, and therefore minimal or no collateral damage occurs from the agent itself to equipment and other assets in the area where it is employed.Substantiation: The committee has made these changes due to the fact that Halon 1211 alternative agents were not addressed in previous text. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Comment on Affirmative: COLTON, B.: In reading over some of the historical language in the original appendix wording, there are additional changes needed. For instance, there is wording indicating reduced visibility when using halogenated agents, which is true for other complimentary agents, but not halogenated agents. I would suggest additional revisions to this appendix language as follows: A.5.2(2) Halogenated extinguishing agents are hydrocarbons in which one or more hydrogen atoms have been replaced by atoms from the halogen series --fluorine, chlorine, bromine, or iodine. This substitution confers not only non-flammability but flame extinguishment properties to many of the resulting compounds. Halogenated agents are used both in portable fire extinguishers and in extinguishing systems. The three halogen elements commonly found in extinguishing agents are fluorine (F), chlorine (Cl), and bromine (Br). Extinguishing mechanisms vary for halogenated extinguishing agents. The primary extinguishing mechanism for Halon 1211 acted by chemically interrupting the continuing combination of the fuel radicals with oxygen in the flame chain reactions. This process is known as chain breaking. Halogenated agents that have replaced Halon 1211 primarily act by increasing the heat capacity of the air within the fire zone. This results in a cooling of the fire by removing heat that the reaction needs to sustain the flame. The discharge of halogenated agents can create hazards to personnel such as dizziness, impaired coordination, reduced visibility, and exposure to toxic agent decomposition products. Breathing apparatus should be worn during flightline and rescue operations. In any proposed use of halogenated agents where there is a possibility that people might be trapped in or enter into atmospheres made hazardous, suitable safeguards should be provided to ensure prompt evacuation of, means for prompt rescue of any trapped personnel, and to prevent unprotected entry into, such atmospheres and also to provide means for prompt rescue of any trapped personnel. Breathing apparatus should be worn.Halogenated agents leavesleave no agent residue and are the preferred agent for aircraft tire fires involving, engine fires, interior aircraft fires, engines, electrical and hydraulic componentscomponent fires, avionics, and wheel assemblies. They are also the preferred agent for and flightline vehicle orand aircraft service equipment engine fires. Due to its ozone depleting properties, production of new Halon 1211 stopped in 1994 and discharge of agent for training was no longer allowed. In June 1995, the FAA certified HCFC Blend B as an acceptable alternate agent to Halon 1211 for ARFF, FAA Cert-Alert 95-03. Like Halon 1211, HCFC Blend B is a clean extinguishing agent effective on Class A, B, and C hazards. It does not leave a residue after application, and therefore minimal or no collateral damage occurs from the agent itself to equipment and other assets in the area where it is employed. Due to its ozone depleting properties, production of new Halon 1211 stopped in 1994 and discharge of Halon 1211 for training is no longer allowed. _______________________________________________________________ 403-31 Log #CP15 Final Action: Accept(A.5.5)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:A.5.5 - Certain types of the combustible metal extinguishing agents have been in use for years, and their success in handling metal fires has led to the terms approved extinguishing powder and dry powder.Substantiation: This change was editorial in nature. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-32 Log #CP18 Final Action: Accept(A.6.1.2)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:A.6.1.2 The capacity of each vehicle with regard to fire fighting, rescue equipment, and staffing should be compatible with the desired performance characteristics established for vehicles in the various categories specified in NFPA 414, Standard for Aircraft Rescue and Fire-Fighting Vehicles. It is particularly important that the vehicle not be overloaded so as to reduce the required acceleration, top speed, or vehicle flotation below the acceptable minimums set forth in NFPA 414.

The off-pavement performance capability of each ARFF vehicle should be established by tests at each airport during the various weather and terrain conditions experienced at that airport to establish, prior to an actual emergency, the capabilities and limitations of the vehicle for off-pavement response to accident or incident locations. In addition, periodic tests should be conducted to ensure that the performance requirements of the vehicle are as originally designed and that the skill levels of the driver/operator remain high. Where climatic or geographic conditions exist that considerably reduce the effectiveness of conventional wheeled vehicles, it is often necessary to carry extinguishing agents in a specialized vehicle suitable for traveling the airport terrain, such as a tracked, amphibious, air-cushioned, or high-mobility wheeled vehicle. Where these difficult operational conditions exist, experts should be consulted to develop a vehicle specification that matches the vehicle’s performance capabilities to the unique conditions present at the airport. Overall vehicle dimensions should be within practical limits with regard to local highway practices, width of gates and height and weight limitations of tunnels and bridges, and other local considerations. Simplicity of vehicle operation with emphasis on operation of the extinguishing agent discharge devices is extremely important due to the time restrictions imposed for successful aircraft rescue and fire-fighting operations and the need to keep the fire-fighting crew to the minimum required for safe and efficient operations. Successful control of the fire in the PCA is essential using the minimum amount of agent necessary to secure the objective. To control an aircraft fire, it is necessary to apply extinguishing agents at a rate higher than the fire is capable of destroying the control effort. Hand hose lines are usually not adequate for fire involving larger types of aircraft due to their limited discharge rate and are used primarily for protection of rescue parties, maintaining control of the fire in the PCA, and combating fires in aircraft interiors. For these reasons, turrets are needed to rapidly knock down the fire and secure the evacuation routes. Improvements in vehicle and equipment design over recent years have increased the fire-fighting efficiency of these units and have outdated older rescue and fire-fighting vehicles. Before procuring any used vehicle for an airport rescue and fire-fighting service, the possible savings in initial cost should be carefully weighed against the lower maintenance cost, the reduced manpower requirements, and the greater fire-fighting efficiency that can be expected from new vehicles and equipment built in accordance with NFPA 414. Secondhand vehicles might have been subjected to abusive service, components might have been overstressed, and repair parts might be impossible to obtain. Foam fire-fighting equipment purchased for this service should be tested in accordance with NFPA 412, Standard for Evaluating Aircraft Rescue and Fire-Fighting Foam Equipment.Specialized vehicles might be needed to allow fire fighters to safely reach elevations that are above the efficient range of ground ladders and the normal range of ARFF vehicles. Fire fighters should have the ability to access any level of the aircraft to effectively perform their mission with an aircraft interior access vehicle as described in chapter 5, Aircraft Interior Access Vehicles of NFPA 414. All essential vehicles should be provided with two-way radio communications with air traffic control (ATC) or the airport controlling facility, for example, air-radio, flight service station, and so forth. At least one elevated boom and where specified, a cabin skin penetration device, should be provided at airports of Category 6 through 9; Category 10 should have two. Substantiation: These changes were editorial in nature. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-33 Log #CP28 Final Action: Accept(Annex B)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:Annex B Background Basis of Agent QuantitiesB.1 Background Area Concept.This standard’s goals and requirements are to assure the survivability of ambulatory occupants, and the ability of ARFF responders to perform interior fire attack, potential rescue of non-ambulatory survivors, and recovery of victims. The quantity of agent defined in this standard provides enough agent to protect the aircraft fuselage, control the fire endangering escaping occupants, establish a safe area for continued operations, perform final extinguishment, and prevent reignition. The first meeting of the Rescue and Fire-Fighting Panel (RFFP-I) was convened by the International Civil Aviation Organization (ICAO) in Montreal, Canada, from March 10 to March 20, 1970. At that time, the method contained in Annex 14, Attachment C (5th edition), for the determination of the level of protection (agent quantities and number of vehicles) to be provided at airports for fixed wing aircraft was based on the fuel load and passenger capacity of the aircraft. As a result of correspondence exchanged among the Panel members there was general agreement that a new or revised method for specifying the quantity of extinguishing agents and rescue equipment to be provided was needed. The Panel unanimously agreed that the concept for determining the level of

403-14

Report on Proposals A2013 — Copyright, NFPA NFPA 403protection should be the “critical area.” This was an area to be protected in any post-accident situation that would permit the safe evacuation of the aircraft occupants. The purpose of the critical area concept was not to define fire attack procedures. Instead, it was to serve as the basis for calculating the quantities of extinguishing agents necessary to achieve protection within an acceptable period of time. Based on the logic that passenger capacity was related to length, the Panel also unanimously agreed that the critical area should be a rectangle having as one dimension the length of the fuselage. However, a wide division of opinion existed as to what width should be used. The RFF Panel’s report documents five proposed means of defining the width of the critical area. It was finally agreed that no single system could be used to express the area to be protected for all sizes of aircraft. In the end, the Panel agreed that the critical area should be a rectangle, having as one dimension the overall length of the aircraft, and as the other dimension the overall length of the aircraft for aircraft with wing spans of less than 30 m (100 ft) and should be 30 m (100 ft) for aircraft with wing spans of 30 m (100 ft) or more. A standard fuselage width of 6 m (20 ft) was assumed. Using this approach, the aircraft in service at that time were grouped into a series of eight categories. Beginning with category one, each successive category represented a logical progression in aircraft length (Hewes 1970, p. 2-1). The concept of using graduated aircraft categories as a means of assessing fire protection needs has survived to the present time with only minor revisions to reflect changes in the operating aircraft fleet. This general concept has been adopted worldwide by both consensus standard-writing organizations and national regulatory authorities. By correspondence following RFFP-I, the members agreed that the use of the area concept for determining the level of fire-fighting agents and equipment needed to combat an aircraft accident fire was based on the following facts: (1) The quantity of agent necessary to control or cover the fire area could be relatively accurately determined. (2) The rate of application of the agents to control the fire in the most effective time period could also be determined. Hence, when RFFP-II convened in 1972, the Panel confirmed the critical area concept where one dimension of the area would be the length of the aircraft. However, there was no consensus as to length of the other side. In addition, the Panel concluded that there was a need to distinguish between the theoretical critical area within which it might be necessary to control a fire and a practical critical area that was representative of actual aircraft accident conditions. Although the Panel had not agreed on the dimensions, it did agree that the theoretical critical area should be defined as covered in B.1.1. B.1 Area Concept B.2 Area Concept B.2 Control Time B.3 Control Time B.3 Discharge Time B.4 Discharge Time B.4 Quantities of Agent to Be Provided B.5 Quantities of Agent to Be Provided B.4.1 Quantity Q1 – Definition B.5.1 Quantity Q1 – Definition B.5 Today’s Situation B.6 Today’s SituationSubstantiation: The committee has made these change to update the concept of agent quantities and how to calculate them reflecting new and emerging technologies. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-34 Log #CP29 Final Action: Accept(Annex C)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows: Additionally, direct communications can be established between the flight deck and the incident commander or ARFF personnel by use of the discrete emergency frequencies (DEF) and deck to ground lines. Normally this communication capability results from the use of a ground flight service headset that is plugged into a wheel well or nose interphone jack (this may be color coded red on some aircraft).Substantiation: The use of the word “ground” is technically incorrect. The ground service headset will not allow ARFF to communicate with the cockpit. The flight service jack does this. Also, in some aircraft/airlines the flight service jack may be colored red for ARFF to readily recognize. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.

_______________________________________________________________ 403-35 Log #CP32 Final Action: Accept(D.4 and Table D.14)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows to also include the text in Table D.14 D.14 Stage 6. By using a facilitator with teams of experienced airport fire fighters, the accident scenarios developed in Stage 5 are subject to a Task and Resource Analysis carried out in a series of table-top exercises. When performing a Task and Resource Analysis, the objective should be to identify in real time, and in sequential order, the minimum number of ARFF personnel required at any one time to achieve the following: (1) Receive and dispatch ARFF response. (The dispatcher might have to respond as part of the riding strength.) (2) Respond and operate ARFF vehicles. (3) Use extinguishing agents and equipment. (4) Assist in passenger and crew self-evacuation. (5) Access aircraft to carry out specific tasks, for example, fire fighting, rescue. (6) Support and sustain the deployment of fire-fighting and rescue equipment. (7) Support and sustain the delivery of supplementary water supplies. (8) Replenish foam supplies. The Task and Resource Analysis should identify the optimum time when additional resources will be available to support and replace resources supplied by ARFF services. Note: ARFF personnel required in agreement with the airport operator to attend other airport-related incidents should be subject to a separate Task and Resource Analysis. To start a Task and Resource Analysis, the required airport category must be identified as required by the regulatory authority. The category will confirm the number of vehicles and the minimum extinguishing agent requirements and discharge rates. This information will determine the number of personnel required to operate these vehicles. The results of the analyses should be recorded in a table or spreadsheet format (see Table D.14) and should be laid out in such a way as to ensure that the following are recorded: (1) Time — Starts from receipt of call, and the time line continues in minutes until additional external resources arrive (2) List of assessed tasks and priorities (3) The resources (personnel and equipment) required for each task (4) Comments column to allow team member comments to be recorded Example: Major foam tenders Major ARFF vehicles are identified as MFTs A, B, C, D, E, or F. Existing personnel riding the MFT major ARFF vehicles are identified as A1, A2, B1, B2, and so forth. Stated objectives: (1) Respond within the required response time. (2) Assist in passenger and aircrew self-evacuation. (3) Extinguish internal fire. (4) Ventilate aircraft to create survivable conditions. Substantiation: These changes are editorial in nature.Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-36 Log #CP30 Final Action: Accept(D.6 and D.8)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:D.6 Qualitative Analysis. A Task and Resource Analysis and a Workload Assessment are used to examine the effectiveness of the current staffing level and determine the level of improvement that would result from additional staffing. A worst-case accident scenario should be analyzed to assess the relative effectiveness of at least two levels of RFFS staffing; minimum level and optimum level. D.8 Task and Resource Analysis. The basic contents of an analysis are as follows: (1) Description of aerodrome, including the number of runways (2) RFFS category (AIP) (3) Response criteria, such as area, number of fire stations, times (4) Rate of movements — that is, remission factor (5) Hours of operation (6) Current structure and establishment (7) Level of staffing (8) Level of supervision (9) RFFS competence in terms of training and facilities (10) Extraneous duties such as domestic and first aid response

403-15

Report on Proposals A2013 — Copyright, NFPA NFPA 403(11) Alarm system (12) ARFF vehicles and extinguishing agents Appliances and available media (targets — aerodrome manual)(13) Specialized Specialist equipment such as fast-rescue craft, hovercraft, water carrier, hose line (14) Role responsibilities at medical facilities (15) Pre-determined attendees: local police, fire fighters, and EMTs (16) Worst-Case Accident Scenario Analysis/Workload Assessment (This analysis should include personnel mobilization, deployment at the scene, scene management, fire fighting, suppression/extinguishment, complementary media, post-fire security, personal protective equipment (PPE), rescue team(s), aircraft evacuation, and media replenishment. Note: This analysis/assessment should identify any conflicts between the current and proposed workloads.) (17) Appraisal of existing RFFS provision (18 Future requirements, aerodrome development and expansion (19) Enclosures such as maps, event trees, and so forth. (20) Airport certification manual, aerodrome manual, etc. The preceding list is not exhaustive and should only act as a guide. Substantiation: The changes the committee has made are for clarification purposes as well as editorial in nature. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Comment on Affirmative: PIERCE, D.: Change “RFFS” to “ARFF” in all instances. This was approved by the committee throughout the document. _______________________________________________________________ 403-37 Log #CP31 Final Action: Accept(D.9)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:D.9 Stage 1. The airport operator must understand the goals and objectives of the ARFF staff services and the tasks that personnel are required to perform. Example: Goal. To maintain a dedicated ARFF staff of qualified and experienced fire and rescue personnel with specialist specialized equipment to make an immediate response to an aircraft incident/accident in an airport or its immediate vicinity. Objectives. To save lives. and to render humanitarian services.Tasks: (1) Meet the required response time. (2) Extinguish an external fire. (3) Protect exit routes. (4) Assist in passenger and aircrew self-evacuation. (5) Extinguish an internal fire. (6) Rescue trapped personnel. The above list is not exhaustive. The preceding list is not exhaustive and should only act as a guide.Substantiation: These changes were made for document consistency. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Comment on Affirmative: PIERCE, D.: Change...”in” an airport... to...”on” an airport... Proper grammar, sp? _______________________________________________________________ 403-38 Log #CP33 Final Action: Accept(Table D.14)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:Table D. 14 Example of a Task and Resource Analysis (Qualitative Analysis)Substantiation: This change was made for document consistency.Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-39 Log #CP34 Final Action: Accept(Annex E)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:E.3 Resources for Training.Training material/ resources resources for a training program oriented specifically to meet the needs of aircraft rescue and fire-fighting personnel should take into consideration the provision of suitable amounts of extinguishing agents, such as foam concentrate, dry chemical, and halogenated agents Halon 1211, and fuel funding for training fires

Substantiation: These changes were made for clarity and document consistency. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-40 Log #CP35 Final Action: Accept(E.4)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Renumber and revise text to read as follows:E.4 Phases of Training. Training of ARFF personnel should include seven phases. Training in all phases should be conducted for support personnel used as auxiliary fire fighters and for full-time ARFF personnel. Because of the factor of time availability for schooling, the depth into which subjects are covered will vary, but the scope should not be reduced for auxiliary fire fighters. E.54.1 Indoctrination.Indoctrination training should include the following: (1) The rules and regulations applicable to ARFF services (2) Knowledge of the basic duties and responsibilities and those of co-workers (3) Emergency response procedures (4) The command structures for administration and operations (5) The importance of practicing occupational safety E.6.4.2 Operating ARFF Equipment.All ARFF personnel should be capable of effectively handling fire and rescue equipment under varied conditions of terrain and weather. The aim of training should be to ensure that every fire fighter is so well versed in handling all types of appliances and tools used in ARFF operations that under stressful conditions individual fire fighters can take effective action without the need for specific direction. Some of the items that should be covered are included in the following list: (1) Complete knowledge of each tool and piece of equipment. (2) Location of each piece of equipment and tool carried on each vehicle. (3) Method of using each piece of equipment and tool, with emphasis on personal safety factors. (4) Special handling precautions for the use of power tools. (5) Knowledge of, and training in, the use of breathing apparatus and other protective equipment. (6) Techniques employed in utilizing the available communication equipment. (7) Knowledge of the apparatus, its built-in equipment, including the pump and its performance capabilities, the agents carried and their delivery systems. (8) Actual operation of all vehicle controls and behind-the-wheel driver training under circumstances including negotiating obstacles and muddy or snow-covered soil conditions. This is done to provide a degree of assurance that the vehicle will not get bogged down or damaged during emergencies. (9) Knowledge of departmental policies on positioning of apparatus for tactical service at accidents/incidents under the variety of possible conditions to be encountered. (10) Record keeping to document the efficiency and effectiveness of the various vehicles utilized by the airport fire department. E.7.4.3 Fire Behavior and Fire Suppression.ARFF personnel should possess a sound knowledge of fire behavior. Instruction in this phase should include the following: (1) Principles of combustion, with emphasis on the types of aircraft fuels (2) How fire propagates through the effects of heat conduction, convection, and radiation (3) Influence of fuel distribution on heat production (4) Principles of fire suppression by the various types of agents utilized in ARFF (5) Live fire exercises that include, but are not limited to, exterior fuel fires, interior fires, engine fires, wheel fires, and fires involving onboard auxiliary power units (6) Effects of heat exposure on individuals Training should be given covering the advantages and disadvantages of each fire extinguishing agent employed. Every opportunity should be taken to use the agents on realistic training fires. Each routine equipment test should be used as a training exercise to provide experience in the proper handling of the equipment and to establish the proper technique of application of each agent available. E.4.48 Rescue and Fire-Fighting Procedure.Care should be taken to ensure that ARFF personnel fully understand that to achieve the objective of safeguarding the lives of those involved in an aircraft accident requires that fire in the practical critical area be controlled quickly and that this area be kept secure. Strict discipline should be maintained to ensure that fire suppression agents are not expended on fire outside the PCA until it is positively established that the immediate and long-term security of the PCA will not be jeopardized. Personnel should be given thorough instructions in the following subject areas: (1) Standard operating procedures (SOPs) to be expected from the aircraft crew members under specified circumstances (2) Locations within aircraft where victim concentration can be anticipated under accident conditions of various types

403-16

Report on Proposals A2013 — Copyright, NFPA NFPA 403(3) Behavior patterns of individuals involved in major disasters (4) Means of preventing or minimizing panic (5) Means of gaining entry through normal aircraft openings (6) Locations most suitable for forcible entry into the aircraft (7) Requirements of setting up triage and treatment areas that should be part of the airport/community emergency plan (seeNFPA 424, Guide for Airport/Community Emergency Planning) (8) Methods of carrying injured persons (one-person and by teams) E.4.59 Familiarization with Local Terrain.A thorough knowledge of the terrain of the airport and its immediate vicinity is essential. The existence of any areas that might from time to time become impassable because of weather or other conditions (tides, growth of brush, etc.) should be known to all crew members. Training should include actual ARFF vehicle operations over primary and secondary travel routes on the airport and runway overrun areas. Familiarization with areas outside the airport boundary to which the on-airport ARFF equipment might be authorized to respond can be accomplished with other vehicles. Personnel should also receive training during periods of diminished visibility. The instruction program should include the following: (1) Locations of obstacles both temporary and permanent (2) Locations of exit points (gates and/or frangible sections) in the security fence (3) Location of rendezvous points for mutual aid apparatus as planned in the airport/community emergency plan (4) Areas that might become impassable in inclement weather (5) Availability of helicopters, boats, swamp buggies, air-cushion vehicles, or other off-road conveyances (6) Operation of each ARFF vehicle and its capability to negotiate the existing terrain under the various conditions that might be anticipated E.4.610 Aircraft Familiarization Training.Aircraft rescue and fire-fighting personnel should be familiar with the following: (1) Locations of phone jacks flight inter-phone on different types of aircraft(2) Availability and method of operation of aircraft escape devices (3) Location of aircraft batteries, and means of disconnect (4) Amount and type of aircraft fuel carried and the fuel storage locations in each aircraft (5) Location and quantity of oxygen carried (6) Access to wheel wells, engine accessory compartments, and other areas of critical concern (7) Fire behavior characteristics and locations in the aircraft of combustible metals (magnesium, titanium), plastics (cabin liners, seating), combustible insulation (for electrical wiring and sound deadening), hydraulic fluids, lubricating oil, rubber, composite materials, and similar combustibles and flammable materials E.4.711 Emergency Medical Training.Every member of the airport ARFF services should be given initial and recurrent training in emergency medical procedures. Substantiation: These changes are editorial in nature and for document consistency. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P._______________________________________________________________ 403-41 Log #CP36 Final Action: Accept(F.1.1, F.1.2.5, and F.1.2.7)_______________________________________________________________ Submitter: Technical Committee on Aircraft Rescue and Fire Fighting, Recommendation: Revise text to read as follows:F.1.1 NFPA Publications. National Fire Protection Association, 1 Batterymarch Park, Quincy, MA 02169-7471. NFPA 405, Standard for the Recurring Proficiency of Airport Fire Fighters, 201004 edition.NFPA 412, Standard for Evaluating Aircraft Rescue and Fire-Fighting Foam Equipment, 2009 edition.NFPA 414, Standard for Aircraft Rescue and Fire-Fighting Vehicles, 201207 edition. NFPA 424, Guide for Airport/Community Emergency Planning, 2008 edition.NFPA 1003, Standard for Airport Fire Fighter Professional Qualifications, 201005 edition.NFPA 1975, Standard on Station/Work Uniforms for Fire and Emergency Services, 20094 edition.NFPA 1981, Standard on Open-Circuit Self-Contained Breathing Apparatus (SCBA) for Emergency Services, 2007 edition.F.1.2.5 Federal Aviation Administration Publications. Department of Transportation, Distribution Requirements Section, M-494.1, Washington, DC 20590. Advisory Circulars. This listing is limited to advisory circulars of substance concerning aircraft rescue and fire fighting. For complete listing of FAA advisory circulars, write the FAA and request a copy of latest “Advisory Circular Checklist and Status of Federal Aviation Regulations.” This checklist is published periodically in the Federal Register. 150/5200-12A, Fire Department Responsibility in Protecting Evidence at the Scene of an Aircraft Accident (4-8-85). Provides guidance on the proper

preservation of evidence at the scene of an aircraft accident. 150/5200-31, Airport Emergency Plan (1-27-89). (AAS-310). Provides guidance for the preparation of emergency plans at civil airports. 150/5210-2, Airport Emergency Facilities and Services (11-27-84). Provides information and advice so that airports may take specific voluntary preplanning actions to ensure at least minimum first-aid and medical readiness appropriate to the size of the airport in terms of permanent and transient personnel. 150/5210-5B, Painting, Marking, and Lighting of Vehicles Used on an Airport (7-11-86). Provides guidance, specifications, and standards, in the interest of airport personnel safety and operational efficiency, for painting, marking, and lighting of vehicles operating in the airport air operations area. 150/5210-G, Aircraft Fire and Rescue Facilities and Extinguishing Agents (1-28-85). Outlines scales of protection considered as the recommended minimum level. 150/5210-7B, Aircraft Fire and Rescue Communications (4-30-84). Provides guidance for planning and implementing an airport communications system for airport fire and rescue service. 150/5210-13A, Water Rescue Plans, Facilities, and Equipment (5-31-91). Provides guidance to assist airport operators in preparing for water rescue operations. 150/5210-14A, Airport Fire and Rescue Personnel Protective Clothing (3-12-86). Assists airport management in the development of local procurement specifications for an acceptable, cost-effective proximity suit for use in aircraft rescue and fire-fighting operations. 150/5210-15, Airport Rescue and Fire-Fighting Station Building Design (7-30-87). (AAS-100). Provides standards and guidance for planning, designing, and constructing an airport rescue and fire-fighting station. 150/5210-16, Announcement of Availability: Standardized Basic Aircraft Rescue and Fire Fighting Curriculum (A Basic ARFF Training Course) (2-21-89). (AAS-314). Announces availability of subject course.150/5220-4A, Water Supply Systems for Aircraft Fire and Rescue Protection (12-11-85). (AAS-120). Provides guidance for the water source selection and standards for a water distribution system designed to support aircraft rescue and fire-fighting (ARFF) service operations on airports. 150/5220-10A, Guide Specification for Water/Foam Aircraft Rescue and Fire-Fighting Vehicles (7-3-91). (AAS-120). Contains performance standards, specifications, and recommendations for the design, construction, and testing of a family of aircraft rescue and fire-fighting (ARFF) vehicles. 150/5220-17A, Design Standards for an Aircraft Rescue and Fire-Fighting Training Facility (1-31-92). (AAS-100). Contains standards, specifications, and recommendations for the design of an aircraft rescue and fire-fighting training facility. 150/5230-4, Aircraft Fuel Storage, Handling, and Dispensing on Airports (8-27-82). (AAS-300). (Consolidated reprint includes changes 1 and 2). Provides information on aviation fuel deliveries to airport storage and the handling, cleaning, and dispensing of fuel into aircraft. 150/5370-2C, Operational Safety on Airports During Construction (5-31-84). Provides FAA guidelines on airports during construction. 150/5390-2, Heliport Design (1-4-88). (AAS-100). Contains FAA guidelines, recommendations, and design standards for heliports and helistops developed after the date of this publication. 20-42C, Hand Fire Extinguishers for Use in Aircraft (3-7-84). (ACE-110). Provides methods acceptable to the administrator for showing compliance with the hand fire extinguisher provisions in FAR 25, 29, 91, 121, 125, 127, and 135 and provides updated general information. FAR Part 139, Certification and Operations; Land Airports Serving Certain Air Carriers. (Available from the Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402.) F.1.2.7 Military Specification Publications. Naval Publications and Forms Center, 5801 Tabor Avenue, Philadelphia, PA 19120. U.S. Military Specification MIL-F-24385, Fire Extinguishing Agent, Aqueous Film-Forming Foam (AFFF), Liquid Concentrate, for Fresh and Sea Water, Revision F, January 7, 1992.Substantiation: These changes were made to update references. Committee Meeting Action: AcceptNumber Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Comment on Affirmative: BAGOT, K.: If you are removing the version letters from the referenced Advisory Circulars, then you need to remove the publications dates as well. DAVIDSON, R.: The international test standard for fluorine-free synthetic foam mentioned in proposal # 403-13 (EN 1568) should be added to the list of references. TONNACLIFF, M.: The changes made to the FAA Advisory Circulars (AC) removing the Letter designator/version (i.e. A, B, C) is ok, but when the date of the version of AC remains, it makes no since, since you give the date of the document and therefore you are not referencing the current document, you are referencing an old document which may have been updated or even deleted. Recommend remove date associated with the AC along with the letter designation/version.

403-17

Report on Proposals A2013 — Copyright, NFPA NFPA 403_______________________________________________________________ 403-42 Log #1 Final Action: Accept in Part(F.1.2.5)_______________________________________________________________ Submitter: Craig Mason, LAFDRecommendation: Revise text as follows: Section F.1.2.5 150/5220-10A (7-3-91) 150/5220-10D (09 24 07)Substantiation: 150/5220-10A (7-3-91) is outdated 150/5220-10D (09 24 07) is current AC. Committee Meeting Action: Accept in Part Revise text as follows: Section F.1.2.5 150/5220-10A (7-3-91) 150/5220-10D (09 24 07)Committee Statement: While the committee agrees with the submitter’s intent to update references, the committee is going to remove all the letter designations from the FAA Advisory Circulars as it is implied that the most current one would be the one the is being referenced or used. Number Eligible to Vote: 29 Ballot Results: Affirmative: 26 Ballot Not Returned: 3 Deniston, H., Greenup, M., Voisine, P.Comment on Affirmative: BAGOT, K.: The committee statement only references the removal of the letter designations for the FAA ACs. The action was to remove both the letters and the issue dates. TONNACLIFF, M.: See my statement on Proposal 403-41 (Log #CP36) that addresses to this log.