NFPA-402-2002.pdf

Errata NFPA 402 Guide for Aircraft Rescue and FireFighting Operations 2002 Edition Reference: 2.3.2, Table 8.2.7, H.2.1 I CAO Publications Errata No.: 402-02-1 The Technical Committee on Aircraft Rescue and Fire Fighting notes the following error in the 2002 edition of NFPA 402, Guide for Aircraft Rescue and FireFighting Operations. 1. Revise reference in paragraph 2.3.2 to read as follows: Airport Services Manual, Part 7: “Airport Emergency Planning,” Second edition, 1991. 2. Change “Cyanide (HNC)” to “Hydrogen cyanide (HCN”) each time it appears in Table 8.2.7. 3. ReviseJirst reference in Annex H, paragraph “H.2.1 ICA0 Publications” to read: Aerodromes (Annex 14), 3d edition, July 1999. Issue Date: December 16,2002 Copyright O 2002 all Rights Reserved NATIONAL FIRE PROTECTION ASSOCIATION Copyright National Fire Protection Association Provided by IHS under license with NFPALicensee=Purdue University/5923082001 Not for Resale, 11/02/2006 02:19:59 MSTNo reproduction or networking permitted without license from IHS -,-,- NFPA 402 Guide for Aircraft Rescue and Fire-Fighting Operations 2002 Edition NFPA, 1 Batterymarch Park, PO Box 9101, Quincy, MA 02269-9101 An International Codes and Standards Organization NFPA License Agreement This document is copyrighted by the National Fire Protection Association (NFPA), 1 Batterymarch Park, Quincy, MA 02269-9101 USA. All rights reserved. NFPA grants you a license as follows: The right to download an electronic file of this NFPA document for temporary storage on one computer for purposes of viewing and/or printing one copy of the NFPA document for individual use. 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Copyright National Fire Protection Association Provided by IHS under license with NFPALicensee=Purdue University/5923082001 Not for Resale, 11/02/2006 02:19:59 MSTNo reproduction or networking permitted without license from IHS -,-,- 40 2- 1 Copyright O 2002, National Fire Protection Association, All Rights Reserved NFPA 402 Guide for Aircraft Rescue and Fire-Fighting Operations 2002 Edition This edition of NFPA 402, Guide forAirmgt Rescue and FireFighting ûperations, was prepared by the Technical Committee on Aircraft Rescue and Fire Fighting and acted on by NFPA at its May Association Technical Meeting held May 19-23, 2002, in Minneapolis, MN. It was issued by the Standards Council on July 19, 2002, with an effective date of August 8, 2002, and supersedes all previous editions. This edition of NFPA402was approved as an American National Standard on July 19,2002. Origin and Development of NFFA 402 These standard operating procedures were first developed by the sponsoring NFPA com- mittee in 1947 andwere first adopted by the Association in 1949. Theywere amended in 1951, 1969, 1973, and 1978. In 1984, the Committee combined the text of NFPA 406M, Manual on Airmuft Rescue and Fire Fighting Techniques for Fire Departnients Using Structural Fire Aflaratus and Equz$nient, with the text of NFPA 402, Recommended Practice for Airmgt Rescue and Fire Fighting ûperational Procedures forAirport Fire Departments, and reidentified the document as NFPA 402M. The entire texts of both NFPA 402 and NFPA 406M were revised to create NFPA 402M. The 1989 edition of NFPA 402M was a complete revision of the manual. This guide was revised again in 1991. The aircraft figures were deleted for the 1996 edition. A comprehensive collection of figures is now available in a publication titled NFPA Aircngt Faniiliarization Charts Manual. The 2002 edition is a partial revision. Copyright National Fire Protection Association Provided by IHS under license with NFPALicensee=Purdue University/5923082001 Not for Resale, 11/02/2006 02:19:59 MSTNo reproduction or networking permitted without license from IHS -,-,- 402-2 AIRCRAFT RESCUE AND FIRE-FIGHTING OPERATIONS Technical Committee on Aircraft Rescue and Fire Fighting Brian Boucher, Chair Air Canada Pilots Association, NY LI Lawrence V . Powers, Secreta? Massport, MA U Keith W . Bagot, U.S. Federal Aviation Administration, NJ Tony Cash, United Kingdom Civil Aviation Authority, England E Ralph Colet, John Russo Industrial, Inc., CA MI Robert L. Darwin, Hughes Associates, Inc., MD SE Ross A. Davidson, U.S. Navy Air Warfare Center Weapons Division, CA U Roger Davis, BAA PLC Heathrow Airport, England U Derek K. G. Dodwell, Serco Aviation Services, England David A. Enz, Tucson Airport Authority, AZ U RTI U1 Rep. Airports Council International, 1nc.-North America Kenneth R. Gilliam, Federal Aviation Administration, FL El B. V . Hewes, Airport Safety Services, GA SE Donald E. Hilderbrand, Phoenix Fire Department, AZ LI L. M. Krasner, Factory Mutual Research Corporation, MA Il Paul S. Meyer, Hartsfield Atlanta International Airport/City ofAtlanta, GA U Ali Zaid Mohamed Al Balushi, Directorate General of Civil Aviation avoid blind areas where the pilot cannot be seen. Under crash conditions where the pilot is incapacitated and the rotors are still operating it may be advisable to approach in a crouching position, from the opposite side to the tail stabilizing rotor at a position slightly to the rear of the main rotor head, remaining as close to the fuselage as possible as the main rotors are designed to rise clear above the tail (remember that main rotors tend to lower at the front of the helicopter). See Fagure 7.5.10(a) and Fagure 7.5.1 O(b). 7.5.11 Composite materials used in aircraft construction can, when involved in a crash or fire situation, present the fire fighter with the following problems: (1) Emission of toxic gases on the decomposition of resins and bonding agents. (2) Airborne sharp particles of composite materials that can be ingested into the respiratory system and cause skin in- juries and traumatic dermatitis. (3) In post-fire conditions they are capable of absorbing all of the products of a post-crash fire, potentially acting as a carrier, if fibers enter the body by skin injection or inhalation. 7.5.11.1 A size-up (risk assessment) in respect to whether or not composite materials are involved should be undertaken, and the appropriate level of personnel protection for site management established. Factors to be considered should in- clude the following: (1) Are composite materials, carbon, aramid, boron, fiber- (2) The scale of involvement. glass, or other synthetics involved? 2002 Edition Copyright National Fire Protection Association Provided by IHS under license with NFPALicensee=Purdue University/5923082001 Not for Resale, 11/02/2006 02:19:59 MSTNo reproduction or networking permitted without license from IHS -,-,- FACTORS COMMON TO AIRPORT EMERGENCIES 402-19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cargo pallet vehicle Fixed electrical Catering Terminal bui