Report of Committee on Aviation · 2015. 12. 23. · REPORT OF AVIATION COMMITTEE AV-5 a. Connect a grounding cable from the vehicle to a satisfactory ground. b. Connect a grounding

44 REPORT OF AVIATION COM M ITTEE AV-I

Report of Committee on Aviation J e r o m e Le de re r , ~ Chairman,

Nat iona l Ae ronau t i c s and Space Admin i s t r a t i on , Code HV, 600 I n d e p e n d e n c e Ave., S.W., W a s h i n g t o n , D.C. 20546

H a r v e y L. H a n s b e r r y ( S F P E ) . Vice-Chalrman, U.S. Dept . of T r a n s p o r t a t i o n , F e d e r a l Avia t ion Admin i s t r a t i o n ,

Nat iona l Avia t ion Fac i l i t i es E x p e r i m e n t a l Cen te r At l an t i c City, N. J . 08405

George H . T r y o n t ( S F P E ) , Secretary, Nat iona l F i r e P ro tec t ion Associat ion, 60 Ba t t e rynmrc l l St., Boston, Mass. 02110

J . C. Abbot t , Br i t i sh Overseas Air - w a y s Corp. (Pe r sona l )

C o m m a n d e r G. C. Bail , Canad ian Forces H e a d q u a r t e r s .

H. F. Blumel , J r . , A m e r i c a n Airl ines. C h a i r m a n of Sect ional Commi t t ee .

H e n r y G. Bone, J r . , T h e Boeing Co. ( Pe r sona l )

R. E. Broi l ing, Associa ted Avia t ion U n d e r w r i t e r s .

E. T h o m a s B u r u a r d , A i r p o r t Opera - to r s Council I n t e r n a t i o n a l .

H. L. Bu t le r , E a s t e r n Air Lines . (Pe r sona l )

R. C. Byrus , C h a i r m a n of Sect ional Commit tee .

N. L. Chrtstoffel , Uni ted Air Li~es. (Pe r sona l )

W. F. Clark, Uni ted S ta tes Avia t ion U n d e r w r i t e r s .

C. W. Conaway , F a c t o r y I n s u r a n c e Associat ion.

G. T. Cook, U.S. D e p a r t m e n t of the Air Force.

P. M. F i t zge r a l d , F a c t o r y Mutua l E n g i n e e r i n g Corp.

W. H a r r i s , Aus t r a l i an Dept. of Civil Aviat ion.

B. V. H e w e s , Air L ine P i lo t s Assn. H. P r a t e r H o g u e , T h e Boeing Com-

pany . (Pe r sona l )

C. H a y d e n L e R o y , U.S. Dept . of T r a n s p o r t a t i o n , Na t iona l T r a n s p o r - t a t ion Safe ty Board .

J o h n E. Lodge , Board of T r a d e (Uni t - ed K i n g d o m ) : Min i s t ry of Tech- nology.

R. Dan M a h a n e y , t Manage r , Dul les Inter , na t ional Airpor t .

C. l~I. M i d d l e s w o r t h , t U.S. Dept. of T r a n s p o r t a t i o n , Fede ra l Aviat ion Admin i s t r a t i on , Na t imla l Avia t ion Faci l i t ies E x p e r i m e n t a l Center .

J . A. O 'Donnel l , A m e r i c a n Airl ines. C h a i r m a n of Sect ional Commit tee .

R. C. P e t e r s e n , P o r t of New York Au thor i ty . (Pe r sona l )

H. B. P e t e r s on , U. S. D e p a r t m e n t of the Navy, Naval Resea rch L a b o r a - tory.

E. E. Reed, Amer i can P e t r o l e u m In- s t i tu te .

H. F. Rober t s . F i r e E q u i p m e n t Man- u f a c t u r e r s Associat ion.

J o h n H. Sellers, I n s u r a n c e Co. of Nor th Amer ica , C lmi rman of Sec- t ional Commit tee .

J o h n T. S tephan , Amer i can Associa- t ion of A i rpo r t Execu t ives .

E. F. Tabisz , U n d e r w r i t e r s ' L a b o r a - tor ies of Canada .

A. E. Wil ley, F i r e Mar sha l s Assn. of Nor th Amer ica .

A l t e r n a t e s . A l t e r n a t e to M r . B u r n a r d

JOSEPH V. PAYOLA (Ai rpor t O p e r a t o r s Council I n t e r n a t i o n a l )

A l t e r n a t e to Mr. C o n a w a y A. J. MERcupao ( F a c t o r y I n s u r a n c e

Associa t ion) A l t e rna t e to Mr. Cook

Roscoe L. BELL (Dept . of the Air Force)

A l t e r n a t e to Mr. H e w e s WILLIAM L. COLLIER (Air L ine P i lo t s

Associa t ion)

A l t e r n a t e to Sir. S t ephan THOM^S A. RAFFETY (Amer i can Asso-

c ia t ion of A i r p o r t Execu t ives ) A l t e rna t e to Mr. Reed

~V. V. PAULHUS (Ame r i can P e t r o l e u m I n s t i t u t e )

A l t e rna t e for .~Ir. Robe r t s JAMES SIEVF.aT (F i re E q u i p m e n t Man-

u f a c t u r e r s Associat ion) A l t e r n a t e to Mr. Tab i sz

G. L. "I'oPP[N ( U n d e r w r i t e r s ' Lab - o ra to r i e s of Canada)

]Liaison R e p r e s e n t a t i v e s t Allen W. Dal las , Air T r a n s p o r t Asso- A . F . Robe r t son , U. S. D e p a r t m e n t

e la t ion of Amer ica . of Commerce , Nat iona l B u r e a u of S t an ley Green, Aerospace I n d u s t r i e s S t anda rds .

Associa t ion of America , Inc. E . J . C . Wi l l i ams , Min i s t ry of De- S. K r z y c z k o w s k i , I n t e r n a t i o n a l Air fence, Air Force Dept. (Uni ted

T r a n s p o r t Associat ion. K i n g d o m ) W. A. McGowan, Na t iona l A e r o n a u - Chief of Ae rod romes , I n t e r n a t i o n a l

t ics and Space A d m i n i s t r a t i o n . Civil Avia t ion Organ iza t ion . J o h n A. Pope , Na t iona l Bus iness Air-

c r a f t Associat ion.

t N o n - v o t i n g m e m b e r .

A V - 2 EXPLANATION OF COMMITTEE REPORT

45 Explanation of Aviation Committee Report

The Report of the Committee on Aviation this year is divided into nine parts. Part I is the result of activity by the Sectional Committee on Air- craft Fuel Servicing; Parts II , I l I and IV are the fruits of the labors of the Sectional Committee on Aircraft Hangars and Airport Facilities; Parts V and VI stem from a meeting of the Sectional Committee on Aircraft Maintenance and Servicing; and Parts VII , V I I I and IX are reports pro- duced by the Sectional Committee on Aircraft Rescue and Fire Fighting.

The following further remarks explain, in brief, each of these Parts:

Part I contains revisions to the Standard on Aircraft Fuel Servicing (NFPA No. 407-1967, USAS No. Zl19.1-1967). The principal revisions clarify the recommendations on the elimination and control of electrostatic Aparks (Section 220) ; on the use of photographic flash bulbs or electronic flash equipment in the vicinity of fueling operations (Paragraph 255) ; on the mechanical protection of surge suppressors on airport fixed fueling ~ystems (note to Paragraph 723. c. (3) (a) ; a clarification of the definition of the "working pressure" as it applies to fueling hose (footnote to Para- ttraph 512) ; an additional recommendation relating to aircraft fuel servicing tank vehicles (Paragraph 617. c . ) ; and new maintenance recommenda- lions on fixed fueling systems (Section 790).

Part I I presents revisions to the Standard on Construction and Protection of Aircraft Loading Walkways (NFPA No. 417- -1963) . The revisions uuggested reflect increased utilization of these walkways and the indicated need to be somewhat more specific regarding the safe environment of these walkways when used for egress from aircraft during a ramp fire emergency.

Part I I I submits a revised text of the Tentat ive Standard on Elevated Ileliport Construction and Protection (NFPA No. 418T-1967) for Official Adoption (including a clarification in the title). The changes since the Tentative text was adopted are largely editorial in nature.

Part IV submits for the first time a Proposed Recommended Practice for Master Planning Airport Water Supply Systems for Fire Protection (NFPA No. 419-P) which is being offered for Tentative Adoption. The text is designed to aid public and private airport planners and consulting architects and engineers in master planning an overall water supply system for airport fire protection. The Sectional Committee circulated a previous draft of this text to the NFPA Committees on Automatic Sprinklers, Fire Pumps, Standpipes and Outside Protection, Private Water Supplies for Public Fire Protection, the Foam-Water Sprinkler Committee, the Water Tanks Committee, and to members of the Airport Operators Council In- ternational (AOCI Technical Advisory Committee) for comment. Further nimilar coordination will undoubtedly be desirable prior to submittal for Official NFPA Adoption of this Recommended Practice at a future date.

Par t V recommends a revised text of the Recommendations on Safe- guarding Aircraft Electrical System Maintenance Operations (NFPA No. 410A--1963) . Changes (other than strictly editorial) appear in Paragraphs 230 (d)-•ote; 231. e.; 233. b. (1) ( b ) ; 233. b. ( 2 ) ; 234. a.; 235. c.; 313. b.; 1210. d.; 1220. b.; 1220. c.; 1230. b.; and 1230. f. A Subcom- mittee has been appointed to look into expanding the text at a future date to cover fire safety precautions in the use of electrical maintenance equipment not now included (e.g. equipment for non-destructive testing of aircraft componants; "black-box" testing apparatus; temporary lighting of aircraft cabins during maintenance work; etc.)

46 REPORT OF AVIATION COMMITTEE AV-3

Pa r t VI seeks reconfi rmat ion of the R e c o m m e n d a t i o n s on Sa fegua rd ing Aircraft Fuel System M a i n t e n a n c e ( N F P A No. 4 1 0 C - - 1 9 6 2 ) with au thor i ty to the Commi t t ee Secretary to make any appropr ia te editorial changes.~ Copies of the 1962 text are avai lable in pamph l e t form from the N F P A Executive piece for all those interested and tha t text also appears in Vo lume I0 of the N^rXON^L FIae CODES (1967-68) .

Pa r t V I I presents proposed revisions to the S t anda rd Ope ra t i ng Proce- dures, Aircraft Rescue and Fire F igh t ing ( N F P A No. 4 0 2 - - 1 9 6 5 ) . T h e pr ihcipal changes concern P a rag raphs 103, 209, 213, and 221 and new Sections 900 and 1000.

Pa r t V I I I presents proposed revisions to the Gu ide for Aircraf t Rescue and Fire F igh t ing Techn iques for Fire D e p a r t m e n t s us ing Conven t iona l Fire Appa ra tu s and E q u i p m e n t ( N F P A No. 406M-1961 ). New pho tographs are included and some addi t ional pho tog raphs are p l anned for the 1968 edition i l lustrating the use of 2 ~ inch hose lines, s

Pa r t I X represents a reedi t ing only of the S tandard for Aircraf t Rescue and Fire F ight ing Vehicles ( N F P A No. 414) . Th i s reedi t ing merely re- groups the contents of the latest earl ier edi t ion (1967) into six m a j o r divi- sions ra ther than 8 and has the effect of placing in Par t B all the recommenda t ions on ma jo r fire f ight ing vehicles and in Par t C all the r ecommenda t ions on l ight rescue vehicles. (Previously this mater ia l was split into four Parts.) The re is no change in the technical content .

V O T E S T A T E M E N T O F C O M M I q ' q ' E E

In con[ormanee with the voting requirements established in the NFPA Regulations Governing Technical Committees, this material has been sub- mitted to the sponsoring Sectional Committees and to the NFPA Committee on Aviation [or vote by letter ballot. As o[ the date o[ the preparation o[ this report, the [ollowing vote statement is presented:

Aviat ion A V F A V H A V M A V R (28) ('7) (17) (20) (41)

Par ts A N N V A N N V A N N V A N N V A N N V

I 19 0 9 6 0 1 X X X X X X X X X II 20 0 8 X X X 12 0 5 X X X X X X

I I I 20 0 8 X X X 12 0 5 X X X X X X IV 14 0 14 X X X 11 0 6 X X X X X X V 20 0 8 X X X X X X 14 0 6 X X X

VI 20 0 8 X X X X X X 14 0 6 X X X V I I 19 2 7 X X X X X X X X X 27 3* 11

V I I I 21 0 7 X X X X X X X X X 29 1 11 IX 20 0 8 X X X X X X X X X 34 0 7

*Two of the 3 Negative votes cast are by the same two individuals voting negatively in the Aviation Committee since they serve on both committees.

Initials indicate name of Sectional Committee. Number in parenthesis in second line indicates total no. of voting members. A - - Affirmative; N - - Negative; NV - - Not Voting or Ballots Not Received to Date. X - - Sectional Committee not eligible to vote.

A final vote s t a t emen t will be presented at the N F P A Annua l Mee t ing when the reports are presented for action.

A V - 4 REVISIONS TO NFPA NO. 407 47

Report of Sectional Committee on

Aircraft Fuel Servicing

J. O. O'Donnell. Chairman, American Airlines, LaGuardia Airport, Flushing. New York 11371

J. C. Abbott, Bri t ish Overseas Air- ways Corp. (personal)

I lenry G. Bone, Jr., The Boeing Co. (personal)

J. J. Brennenmn, United Air Lines (personal)

R. Dan Mahaney,~ Manager, Dulles In ternat ional Airport.

tNon-vot ing member.

A l t e r n a t e .

W. V. Paulhus, American Petroleum Inst i tu te . (Alternate to E. E. Reed)

ScoPE: To develop fire safety recommendations for procedures and equipment for a i rcraf t fuel servicing. This Sectional Committee reports to the Associa- tion through the Aviation Committee.

Roy C. Petersen (SFPE), Airport Op- erators Council In ternat ional .

E. E. Reed, American Petroleum In- st i tute.

John H. Sellers, Insurance Co. of North America. (personal)

Part I of Aviation Committee Report

See pages AV-~ and AV-3 for explanation and vote statement

T h e C o m m i t t e e r e c o m m e n d s a d o p t i o n of t h e f o l l o w i n g r e v i s i o n s to t h e S t a n d a r d fo r A i r c r a f t F u e l S e r v i c i n g ( N F P A No. 407, 1967, U S A S Z l19 .1 -1967) a s p u b l i s h e d b y t h e N F P A in p a m p h l e t f o r m a n d in t h e 1967-68 e d i t i o n of V o l u m e 10 of t h e NATIONAL FIRE CODES.

1968 Proposed Revisions of NFPA Standard for

Aircraft Fueling on the Ground NFPA No. 4 0 7 - - 1967: USAS Zl19 .1 - - 1967

1. Section 220, Paragraphs 221.a.-d. Revise to read:

220. E l i m i n a t i o n and Contro l o f E l e c t r o s t a t i c S p a r k s :

NOTE: For detailed information on static electricity see NFPA Recommended Practice on Static Electricity (No. 77) published in Volume 9 of the National Fire Codes and in separate pamphlet form.

221 . P r o c e d u r e s with Aircraft Fuel Servicing V e h i c l e s : When tank trucks or hydrant vehicles are used for servicing an aircraft, the following bonding and grounding procedures shall be followed:


a. Connect a grounding cable f rom the vehicle to a sa t i s fac tory ground.

b. Connect a grounding cable f rom the ground to the a i r c ra f t grounding fitting, if one is provided, or to another convenient unpainted metal point on the a i rcraf t . Do not make this connection to a propeller, a radio an tenna or to the highly stressed components of the landing gear where scratches could init iate metal failure.

c. Bond the vehicle to the a i rcraf t . Where a "Y" or "V" cable permanent ly at tached to the fueling vehicle is used to accomplish steps a. and b., a separate bonding cable is not necessary. Do not depend solely on conductive hose to accomplish this bonding.

d. With overwing servicing, connect a bonding cable f rom the fuel nozzle to the a i rcraf t .

(1). Where a i r c r a f t and fuel nozzles are equipped with "plug and jack" bonding facilities, the nozzle bonding "plug" shall be in positive wiping contact with the a i r c r a f t " jack" before the a i r c ra f t fuel tank filler cap is opened. This bond between the nozzle and the a i rc ra f t is most essential and shall be maintained t h r o u g h o u t the fueling operat ion - - until a f t e r the fuel t ank filler cap has been closed.

(2). When fuel ing a i r c ra f t not having bonding " jacks" and in fueling all a i r c r a f t having fabr ic covered wings, the bonding clip a t the end of the nozzle bond wire shall first be touched to the tank filler before it is opened to assure tha t no difference in electrostatic potential exists between the two elements. The nozzle shall be equipped with a s t rong bond wire having a spr ing clamp which shall then be firmly at tached to a bonding post or o ther unin- sulated metallic par t of the a i r c ra f t and this contact shall be mainta ined th roughout the fuel ing operat ion (until the flow of fuel has been discontinued and all measur ing com- pleted).

NOTE: During overwing fuel servicing operations, the almost unavoidable presence of flammable vapors in the air in the immediate proximity of open fuel intakes may create a fire hazardous condition. Any leakage or spillage increases the area of the hazard. Protection against electrostatic spark ignition of such flammable vapor-air mixtures as may be created .at fuel intakes during this fuel servicing necessitates control over the accumulation of such charges and good practice dictates the draining of any electrostatic charges that have accumulated on

AV-6 REVISIONS TO NFPA NO. 407 49

Ihe a i r c r a f t or the fuel d ispenser . A bond ing cable b e t w e e n the fuel ing nozzle and the a i r f r a m e (as s h o w n in. F i g u r e 1) wil l min imize t he poss ibi l i ty of a s t a t i c s p a r k a t the fill opening. Wi th u n d e r m i n g servic ing, t he fill open i ng is closed un t i l t h e filler nozzle is p roper ly connec ted . T he m e c h a n i c a l m e t a l - t o - m e t a l c o n t a c t b e t w e e n the a i r c r a f t f i t t ing and the nozzle el imi- na tes the need for a s e p a r a t e bond ing c o n n e c t i o n a t th i s point .

e. Disconnect in reverse order on completion of fuel ,:ervicing.

222. Procedures with Fueling Pits or Cabinets: When a lilt or cabinet is used for fuel servicing, grounding of the fuel piping is normally provided for in the construction. The procedure to be followed in this case is as follows:

a. Connect a bonding cable f rom a sat isfactory bond- i,lg connection at the dispenser to the aircraft . (See Para- graph 221.c.)

b. For overwing servicing connect a bonding cable to the aircraft . (See Pa rag raph 221.d.)

c. Disconnect in reverse order on completion of fuel ~crvicing.

223. Procedures Using Drums: Where a i rcraf t are serviced with flammable liquids f rom drums by means of hand- operated or power-driven pumps, the procedures outlined In Paragraph 221 shall be followed. Gasoline and other low flash point flammable liquids shall not be handled in open buckets.

22,1. Procedures on Ice, Sandy, or Desert Terrain, etc.: Where fuel servicing operations are conducted on ice, sandy or desert terrain, or wherever it may not be practicable to secure a sa t is factory ground, the author i ty having jurisdiction may waive the requirements for grounding the a i rcraf t and the fuel dispenser. The requirements for bonding the aircraf t and the fuel dispenser and of bonding overwing nozzles to the a i rc ra f t shall not be waived. Under these conditions, reliance is placed on equalizing ra ther than draining static charges that may accumulate on the aircraft, fuel dispenser, fuel hose and nozzle. It is important that objects possessing different electrostatic potentials not be brought into contact with this equipment in a manner which may produce a spark gap in the proximity of a flammable vapor-air atmosphere.

5O REPORT OF AVIATION COMMITTEE AV-7

2. Section 220, Paragraphs 221.e-f and Paragraphs 222-224. Redesignate Paragraph 221.e. as Paragraph 225; redesignate Paragraph 221.f. as Pa~'ag~'aph 226; elim- inate Paragraph 222; redesignate Paragraph 223 as Para- g~'aph 227 (correcting the reference therein to "Paragraph 227.f." instead of "223.f."); and redesignate Paragraph 224 as Paragraph 228.

3. Pa~'ag~'aph 255. Revise to read:

255. P h o t o g r a p h i c flash bulbs or e lec t ronic f lash equip- m e n t shall no t be used wi th in 10 f ee t of fue l ing e q u i p m e n t or of the fill or ven t po in t s of a i r c r a f t .

4. Paragraph 512. Revise the first sentence of the footnote to this Paragraph to read as follows (rest of footnote to remain the same):

The working pressure means the maximum pressure, including the normal surge pressure, for which the hose is designed.

5. Paragraph 617.c. Add to the present text of this Para- graph the following sentence:

W h e r e o v e r t u r n p ro t ec t i on c r ea t e s a t r o u g h or p o c k e t a p t to collect r a in w a t e r o r snow, it should h a v e a d r a i n t h a t is e i the r ex t e r i o r to the c a r g o t a n k or one t h a t compl ies w i th 618.e.

6. New Paragraph 711.h. Move the text of present Para- graph 791 to Paragraph 711.h.:

7. Paragraph 723.c. (3)(a). Add the following "Note" to this Paragraph:

NOTE: Where surge suppressors are necessary they should be located so that exposure to vehicular traffic, weather conditions and results of accidental rupture is minimized.

8. Add New Section 790 to read as follows (note Item 6 moves present Paragraph 791 to Paragraph 711.h.):

790. M a i n t e n a n c e :

791. L e a k a g e Checks ( r e f e r to P a r a g r a p h 724.a . ) .

792. E m e r g e n c y shu t -o f f devices, h y d r a n t va lves , pres- su re con t ro l r e g u l a t o r s a n d o p e r a t i o n a l con t ro l s shal l be o p e r a t i o n a l l y checked on a r e g u l a r schedule to m a k e sure t h a t t h e y func t i on p r o p e r l y .

AV-8 R E V I S I O N S T O N F P A NO. 417

51

Report of Sectional Committee on Aircraft Hangars and Airport Facilities

II. F. B lume l , J r . , Chairman, American Airlines, 633 3rd Ave., New York, N. Y. 10017

J, C. Abbo t t , British Overseas Airways Corp. (personal)

J. J . B r e n n e m a o , United Air Lines. (personal)

I:. W. C o a a w a y , Factory Insurance Asso- ciation.

J. I). Cook, National Automatic Sprinkler & Fire Control Association.

A. D. DeaRoches (SFPE), Canadian Forces. Ihmald L. D r u m m , American tlnsurance

Association. P. M. F i t zgera ld , Factory Mutual Engineer-

ing Corp. S t u a r t C. H a n d (SFPE), J. S. Frelinghuysen

Corp. (personal)

Ihtrvey I.. I h m s h e r r y (SFPE), (ex-oflicio), U. S. Department o f Transportation, l:ed- eral Aviation Administration.

R. E. I l l t chcoek , Mohawk Airlines, Inc. (personal)

E. B. l iege , Eastern Air Lines. (personal) J e r o m e Lede re r t (ex-oificio), Nv, tional

Aeronautics and Space Administration. R. C. Pe te r sen (SFPE), Airport Operators

Council International. �9 E. E. Reed, American Petroleum Institute.

II. F. Rober t s , Fire Equipment Manufac- turers Association.

J . I1. Sellers, Insurance Company of North America. (personal)

A l t e rna t e s

If. It. Averlll, National Automatic Sprinkler A . J . M e r c u r i c (SFPE), Factory Insurance & Fire Control Assn. (Alternate to J . D . Association. (Alternate to C. W. Cona- Cook). way.)

i~, J . Brewer, Canadian Forces. (Alternate W . V . P a u l h u s , American Petroleum lnsti- to A. D. DeaRoches.) lute. (Alternate to E. E. Reed.)

A r l h u r Makowekl , Fire Equipment Manu- facturers Association. (Alternate to H. F. Roberts.)

Lia ison Represen ta tives.~"

~ t a a k J. I l a n r a h a n , American Institute T . R . I l lgglns , Ainerican Institute of Steel 01 Timber Construction. Construction.

JNon-voting member.

HCOVg: T 6 d e v e l o p [ire s a f e t y r e c o m m e n d a t i o n s for t h e t o n a l , r u c t i o n a n d ~m*tect ion o f a i r c r a f t h a n g a r s a n d o t h e r t y p e s of a i r p o r t f ac i l i t i e s i n v o l v i n g , .~ms t rue t ion e n g i n e e r i n g ( w h e t h e r M)ove o r b e l o w g r o u n d ) . T h i s S e c t i o n a l

% m m i t t e e r e p o r t s to t h e A s s o c i a t i o n t h r o u g h t h e A v i . t t i o n C o m n l i l t e e .

Part II of Aviat ion Committee Report See pages A V-2 and ,4 V-3 for ~.rplanation and vote xtatement.

T h e C o m m i t t e e r e c o m m e n d s a d o p t i o n o f t h e f o l l o w i n g r ev i s ions to t he S t a n -

52 ItEPOIVP OF AVIATION COMMITTEE AV-9

1968 Proposed Revisions to the

Standard on Construction and Protection of

Aircraft Loading Walkways NFPA No. 417

Latest Edition: 1963

I. Par. 12. In the third line, change the word "to" to rite word "from"

2. Par. 21. Revise editoriaUy to read:

21. This standard is primarily intended to assure tile integrity of an aircraft loading walkway, when in use, as a means of safe emergency egress for passengers from an aircraft should a fire occur in or around such aircraft. The recommended features of construction and fire protection are particularly applicable to a flammable liquid spill fire on the airport ramp exposing the walkway and the aircraft.

3. Par. ~2. Delete as being no longer considered necessarg.

4. Sec. 80. Revise the entire Section to read (see also Items 6 & 7);

30. General Arrangement. 31. An aircraft loading walkway should be fully enclosed at

top and sides and should have a solid flooring. There should be no windows other than those essential for operator vision and the number of other openings, e.g., joints, diaphragms, should be minimized.

32. Flexible closures, diaphragms, and joints shall be designed to minimize the entrance of air, smoke, or heat from the exterior.

33. When in use, walkway interiors should be maintained under positive pressure, with source of pressurizing air from either the interior of the terminal building or finger or from another area which would normally be a source of uncontaminated air during a ramp or aircraft fire emergency.

34. The door at the airport terminal building leading from the loading walkway shall swing into the building and shall be equipped with panic hardware on the aircraft side.

5. Par..$1. Revise the "Note" following this paragraph to read:

NOTP.: While "severe fire exposure conditions" are subject to interpreta- tion and cannot be precisely predicted, some of the factors involved are: (a) Fuel fire temperatures may reach 2300~ at the outside flame surface, with an average throughout the fire of 1900~ (b) Ordinary steel when loaded, regardless of factor of safety, may fail when its temperature

AV-10 REVISIONS TO NFPA NO. 417 53

rvaehes 1000~ Similar information for other struv'tural materials cant Im fouml in hantdbooks, test reports, etc. Temperature of steel should m,t be allowed to exceed 650"F; (v) 1-[umatls call tolerate environments havi,q~ maximum temperatures of 150':1;' at the breathillg level (about 5 ft. at)ove floor) for an appreciable period of time. Dry air temperatures t,) to 310*F can be tolerated for five minutes; (d) Finally, each specific dcsil~n and use of aircraft loading walkways must be analyzed inde- pq,n(tently by individuals having experienced judgment, to determine meas- ures required to provide the "5 minutes safe exit route." For informa- th, u on smoke control, see Paragraph 51.

The provision of aircraft rescue aud life tightin,g equipment at air- imrts meeting the recommendations of NFPA Nos. 41)3 and 414 will be u~cful in controlling ramp fires. The provisioIh of hydrants oil the ramp ,Itle of airport terminal buildings (as recomme,lded in NFPA No. 416) will tmsist m meeting supplemental fire protection ~meds in this area.

el I'ctr. 43. Delete the words "shall be provided to fit as tightly ~l~;finst the aircraft as feasible and" in the first sentence since this

mce'pt is covered in proposed new Paragraph 3~ (see Item 4 herein). tlelffsc the reference in the last sentence to refer to the Standard ~:,, Tests of Surface Burning Characteristics of Building Materials / , N F P A No. 255 - - 1966; A S T M E84-61 ; U L No . 723 - - 1960; Q SAS A2.5 - - 1963) instead of " N F P A B u i l d i n g E x i t s C o d e r 101)." Insert a Note following this paragraph to read:

NOTS: The NFPA Life Safety Code (NFPA No. 101) provides addi- llonal information on exit principles for life safety from fire.

/ Sec. 50 and Pars. 51 and 5~. Delete this material since the iu- ~.~mation contained therein is now propose'd for Pars. 38 and 3~ as ~fMicated in Item 4.


Part III of Aviation Committee Report See pages AV-2 and AV-3 for explanation and vote s t a t e m e n t

The Commit tee recommends Official Adopt ion of the following S t anda rd on Roof- top Hel ipor t Construct ion and Protection (NFPA No. 418) . This text is designed to replace the Ten ta t ive Standard on Elevated Hel ipor t Construct ion and Protect ion ( N F P A No. 418T - - 1967), avai lable in pamph le t form from the N F P A .

Proposed 1968 Standard on Roof-top Heliport Construction and Protection

NFPA No. 418 I00. Scope.

101. These recommendat ions apply to roof-top hel iport con. struction from the v iewpoint of possible fire exposure and to appropr ia te means for the protect ion of such a facility against damage should a fire occur.

102. T h e load capabi l i ty of the building, the roof, and related s t ructural condit ions such as stair and elevator bulkheads, etc., pent. houses and cooling towers, must be considered in the construction of roof- top heliports. None of the aforement ioned details is considered in this S tandard .

NoTE 1. These recommendations do not apply to off-shore structures such as oil-well drilling platforms, or lighthouses from which helicopters may operate.

NoTz 2. The area of a roof-top heliport may vary from a 40 feet by 40 feet landing deck devised to permit clear approach and departure to a full-size roof area, possibly as large as 200 feet by 200 feet. Private small helicopter operations may require only a limited size elevated pad. Commercial operations should provide areas of sufficient size so as to permit standard approach and departure operations from one landing spot, taxiing space, and an additional location, free of rotor blast, where passengers may as- semble. Reference should be made to applicable national and international standards with regard to obstruction and clearance restrictions.

200. Definit ions.

201. A HELIPORT is a facili ty designed to accommoda te opera- t ion of helicopters and includes a landing deck and associated opera t ing facilities.

202. A LANDING DECK is a surface upon which helicopters may land. I t may be a specially p repared roof surface, or a superstruc- ture above a bui ld ing roof.

H E L I P O R T CONSTRUCTION

55 418-5

f:'0. Construction.

301. Landing deck area shall be of noncombustible and solid ~truction. The landing deck shall be pitched in one or two

' ,'ctions, terminating in a drain trough or type of catch basin so ,itcr or fuel spillage will not be carried over the edge of the build- "I, but will be carried off to safe locations. The landing deck shall

, . teh away from access stairways, elevator shafts, passenger holding ~mas, and other occupied areas.

302. The roof on which the landing deck is located should be noncombustible construction with a Class I roof covering.

303. Where pits for service or foam extinguishing systems exist, L ~ where emergency escape hatches are used, suitable raised edges ~ound the periphery of such installations shall be provided to pre- ~r any spillage or drainage of fuel from entering the pit or hatch- ,~ay. Service or foam pits should be fitted with app.ropriate drains, ~ omnected to the building drainage system.

304. Passenger holding areas shall provide shelter from rotor ~' .~ast or fire exposure.

r Drainage and Separators. 401. The landing deck area drainage should be arranged inde-

i,,Pndent of the building drainage system. However, such drainage ~,~tem may be connected to the building roof drainage system, after dl water, oil or residue from the landing deck area passes through ~.n approved, properly ventilated separator of such capacity that it ,All retain 100 percent of the full fuel load capacity of any heli- ~)l)ter using the landing deck. Location and installation details for Ihe separator shall be subject, to the approval of the authority I' ~ving jurisdiction.

402. If a fixed foam system is installed as outlined in Paragraph (?05, drainage inlets serving the landing deck should have the com- I'med capacity to handle water at the design rate of discharge from ~lt~, water hose streams supplied plus 25 per cent of the maximum ~,Jam-water solution discharge rate.

,t03. Separators shall be periodically inspected and any fuel ,~t"cumulations disposed of in a safe manner.

404. The drainage piping and separator system shall be pro- r against freezing in climates where this may be a problem.

~00. Landing Deck Egress.

501. At least two approved means of egress from the landing

56 418-6 ROOF-TOP H E L I P O R T S

deck and roof shall be provided and shall be remote from eaeL other. Landing decks provided for commercial helicopter opm~ tions shall have at least two enclosed stairways. Where distant~ factors to these stairways exceed allowable limits, the authoril~ having jurisdiction shall be consulted.

NOTE: For further information on exit principles, see Life Safety Codi~ (NFPA No. 101).

600. Fire Protection.

601. A manual fire alarm station connected to an approved system for notifying the fire department shall be installed at each point of egress from the heliport.

602. A fixed standpipe system shall extend to the roof level, Sufficient outlets shall be provided to permit effective hose streaan coverage of the roof, landing deck and helicopter parking positiom without requiring excessive lengths of hose. Such standpipe systems shall be installed in accordance with the Standard on Standpipe and Hose Systems (NFPA No. 14).

603. Helicopter rescue 'and fire control recommendations for heliports are given in NFPA No. 403* (see Appendix A herein for an extract). For these roof-top heliports, this minimum protection shall be supplied. Where helicopters in Category H-3 are operated, the protection shall be arranged as follows:

a. At least two foam hose lines supplied from fixed outlets shall be available, each having a capacity of not less than 100 gpm foam water solution. They shall be located remotely from each other, having the ability to discharge effective foam streams to provide coverage of the critical portions of the landing deck and ad- jacent roof areas. (The area to be protected shall determine the actual number of lines needed.)

NoTv.: The water standpipe hose system may be modified to be useful as foam hose line protection by the addition of approved combination nozzles, air-foam liquid concentrate, and proportioning equipment.

b. The air-foam liquid concentrate provided shall be adequate in quantity to permit continuous operation of the hose lines available for a minimum period of fifteen minutes, except where a fixed foam system is installed in accordance with Paragraph 605 herein. In the latter case, the hose lines should be provided with a 7y2-

*Suggestions for Aircraft Rescue and Fire Fighting Services at Airports and Heliports published in Volume 10 of the National Fire Codes and in separate pamphlet form.

H E L I P O R T FIRE PROTEC'FION 57 4111.?

C J~inute supply of air-foarn liquid concentrate over and above that ~r for the fixed system.

c. The foam hose line system shall be restored to full operatlonal ~,ndition before the heliport can be returned to flight operational ~t;~tus.

604. Where foam hose line protection is installed, the following r are offered:

a. Hose lines should preferably be of the reel type, arranged for full operation with all or a portion of the hose unreeled.

b. Operating controls should be of the quick-acting, quarter- turn type.

c. Hose nozzles should be of the shutoff type or should have a ~hutoff valve at the nozzle inlet.

605. In addition to the protection stipulated in Paragraph 603 for helicopter rescue and fire control activity and the standpipe and hose equipment specified in Paragraph 602, fixed foam systems, ~upplemented by foam hose lines, may be required for protection ~gainst flammable liquid spill fires. Each fixed foam system installa- llon normally must be engineered for each roof-top heliport to achieve the desired purposes, but the following guidelines are offered :

a. Peripheral approved fixed fosan discharge nozzles should be hastalled to provide protection for the entire landing deck, but not uecessarily for the entire roof area of the building and the helicopter parking positions, if the landing deck is a clearly defined and marked-out space with adequate provision to prevent the flow of flammable liquids to nther parts of the building roof area. The foam solution discharge should be at a rate of at least 0.16 gallons per minute per square foot and an adequate quantity of the extinguishing agent should be available to continue this discharge for at least fifteen minutes, with start of discharge occurring not ,nore than 10 seconds after system actuation.

b. The foam discharge nozzles may be installed at deck level, or ,as fixed or oscillating turrets.

c. The effect of air turbulence and wind conditions on the range and distribution of the foam streams should be considered in the design of such a system.

d. Operation of the fixed foam system should be from emergency control stations located at points of egress. An additional control station may be provided in the heliport control room, if such

58 418-8 ROOF-TOP HELIPORTS

exists. Heliport personnel should be trained in the operation of the system.

NorB: The Standard on Foam Extinguishing Systems (NFPA No. 11), the Standard for Foam-Water Sprinkler and Foam-Water Spray Systems (NFPA No. 16), and the Standard on Aircraft Hangars (No. 409) should be referred to when designing fixed foam systems for this service.

606. All fire protection equipment provided on roofg and land. ing decks shall be protected against extremes of weather (freezing temperatures, snow, icing, and severe exposure to the sun) so a~ to be fully operational at all times.

NOTE: Bulk supplies of extinguishing agents for fixed systems should be located in protected areas, heated where necessary.

607. The automatic sprinklers should be installed in areas or rooms communicating with the roof or landing deck.

608. Elevators serving roof-top heliports should be provided with emergency electrical energy in event of power failure. Each auto. matie elevator should be equipped with manual override for use in emergency.

700. Fueling.

701. Fueling of helicopters on roof-top heliports, and the in. stallation and operation of fixed fueling systems at such facilities, where permitted by local regulations, shall be in accordance with the Standard on Aircraft Fuel Servicing (NFPA No. 407).

A P P E N D I X A - - R O O F - T O P H E L I P O R T S

59 418-9

Appendix A Extracts of Guidance on Helicopter Rescue and

Fire Fighting from the

NFPA Suggestions for Aircraft Rescue and Fire Fighting Services at Airports and Heliportst

NFPA No. 4 0 3 ~ 1967

-'~ * *

Article 100. Introduction -g- -16 ~ *

112. Heliports designed exclusively for handling helicopter operations are generally limited in area and are separately evaluated ,~ regards helicopter rescue and fire fighting services. For the pur- Chases of this text, the term "heliport" shall include all areas exclusively used for helicopter operations, including such areas re- ~erred to as "helipads" and "helistops." Heliports may be located ~t ground level, on platforms constructed specifically for the pur- 0~~e, or on the roofs of buildings. The degree of fire protection ~aggested depends on the size of the helicopters, the number of ~eupants, the maximum operational fuel load of the helicopters ~i,ing the facility, personnel available for rescue and fire fighting ~mrposes and the frequency of operations. Suggestions for heliport ~ircraft rescue and fire fighting services are contained in Para- liraphs 214, 315 and Table 2 (as contained in this Appendix).

Article 200. Basis for Suggestions

214 . . . . . . I t is suggested that heliports provide fire protection t~* outlined in Table 2 (as contained in this Appendix). The purpose of the protection suggested is basically aimed at life safety for the |~eupants of the helicopter in event of an accident followed by fil~. Since automatic protection is not feasible, heliport management and service personnel should be trained in the use of this equipment to afford maximum benefits. An auxiliary purpose is to provide protection to the heliport itself, especially for platform or roof-tbp heliports. It is widely recognized that fires may follow

$Extracts from NFPA No. 403 are editorially modified with references u|~dated for use in this Appendix.

6O 418-10 R O O F - T O P H E L I P O R T S

helicopter accidents and that this experience is a helicopter design problem.

NOTE: This material is concerned with helicopter rescue and fire fighting. However, the importance of designing crash-fire-worthi- ness into future helicopters cannot be stressed too strongly. Cellu- lax or breakaway fuel tanks to limit fuel spillage and all other possible construction safety features should be incorporated in new helicopter design.

223. The suggested minimum amounts of extinguishing agents in Table . . . . 2 should be provided on the . . . . heliport regardless of the availability of other fire fighting equipment off the . . . . heliport.

�9 ?r -g" 41" -It

Article 300. Suggestions

315. Protection at Heliports

a. Table 2 (as contained in this Appendix) indicates the quan, tities of water (for foam production) and the quantity of dry chemical that are suggested for heliports categorized as follows:

�9 H - 1 - - T h i s category includes all heliports where the heli. copters using the facility carry less than 6 persons, have operational fuel loads of less than 100 gallons.

H - 2 - - T h i s category includes all heliports where the helicopters using the facility normally carry passengers (less than 12), have operational fuel loads of less than 200 gallons, and where the number of movements exceeds an average of 4 movements per day over any 3-month period. (Where the frequency of movements is less than that specified, the decision as to whether to apply these suggestions should be based on a judgment of the heliport man. agement and any regulatory agency having jurisdiction.)

H-3 ' - -This category includes all heliports where the helicopters using the facility normally carry 12 or more passengen and have operational fuel loads of more than 200 gallons regard. less of the frequency of movements.

NOTB: Where an airport is also used as a heliport the fire and rescue protection suggested by Table 1 would apply.

b. For effective use of the fire protection recommended for heliports in categories H-2 and H-3, it is important that the extinguishing equipment be capable of discharging the agents at the

APPENDIX A~ROOF-TOP H E L I P O R T S

61 418-11

Table 2

Heliport Fire Protection Suggestions

Extinguishing Equipment Hefiport Heliport Category Category

H-1 H-2 Water for Foam Production

Amount of water Nonei" 500 Gals.i't Total Rate of Discharge Nonet 100 GPM

foam Compatible Dry Chemical Portable Hand Extinguishers*

Number 2 Minimum Rating'* 20-B :C Minimum Agent Capacity 30 Ibs.

Hefiport Category

H-3

1500 Gals/f ~ 200 GPM

from two 100 GPM nozzles or one mobile unit with turret

2 2 20-B: C 20-B: C 30 Ibs. 30 Ibs.

or and

Wheeled Extinguishers Number None 1 1 Minimum Rating '" 160-B: C 160-B: C Minimum Agent Capacity 150 lbs. 150 lbs.

tMany times a water supply meeting the suggestions for Category H-2 may be available. In such cases foam equipment suitable to permit its use *hould be provided assuming personnel are available to utilize the equip- ~;r in .event of an emergency.

t tThe amount of water, should be immediately available from a hydrant, ,taadpipe, pressurized tank, reservoir, or mobile vehicle so that it can be dhpensed at the rates indicated and at a satisfactory pressure. Additional ,~'ater should be available to provide a continuing rescue and fire fighting ap,*bility wherever feasible.

"Portable hand extinguishers to be mounted on cart or wheels with a cdnlmum 6-foot hose and nozzle.

" 'For rating information, see NFPA Standard on Installation of Portable ~qrr Extinguishers (No. 10). See also Fire Protection Equipment List of 1#,,derwriters' Laboratories, Inc. or Underwriters' Laboratories of Canada.

0,~tes indicated. T h e foam rates are those which provide the maxi- om.n nozzle flow rate capable of being handled by one man. T h e ~mount of agents and rates suggested should be sufficient in the Olands of trained operators to provide initial fire control thus per- ~ahting occupants to evacuate or be rescued assuming that they are I~01 incapacitated or killed on impact. Addit ional water is recom- ~itcnded to permit complete extinguishment.

62 418-12 ROOF-TOP H E L I P O R T S

NOTE: Where a standpipe or other continuous water supply of sufficient pressure and volume is available it should be used to supply the foam system. If a continuous water supply of adequate volume but insufficient pressure is available, an automatic booster pump should be provided.

c. Fire extinguishers, foam nozzles, hose reels, etc., located on heliports should, where necessary, be in weatherproof above-grade cabinets, clearly marked as to their contents. Cabinets shall be located beyond but within 5 feet of the boundary line defining the landing and take-off area and shall not protrude into the normal approach-departure paths. These cabinets should be located dia. metrically opposite each other.

d. Foam nozzles shall be light in weight and capable of dis. charging foam, dispersed pattern foam, or water spray.

e. Roof-top heliports should be provided with landing pad water and fuel drainage facilities designed in accordance with Sec- tion 400 of the NFPA Standard on Roof-top Heliport Construction and Protection (No. 418). Local regulations regarding pollutiol~ of water disposal systems should be checked.

f. Roof-top heliports should have at least two means of egress located remote from each other (see Section 500 of the NFPA Stan. dard on Roof-top Heliport Construction and Protection [No. 418]).

g. Helicopter maintenance facilities are not recommended on roof-top heliports. Where fueling operations are conducted on roof-top heliports, the provisions of Part VI I I of the Standard on Aircraft Fuel Servicing (NFPA No. 407, USAS Z119.1-1968) shall be followed.

h. An automatic alarm should be provided to indicate foa~n system operation and to summon aid.

I)1!)-4 A I R P O R T ~vVATER S U P P L Y S Y S T E M S 63

Part IV of Aviation Committee Report ~'te pages A V-2 and A V-3 /or explanation and vote statement

I'hc Cotnmittee reco,nmends Tentative Adoption of the follow- Proposed Recommended Practice for Master Planning Airport

~,ttcr Supply Systems for Fire Protection (NFPA No. 419-P).

Recommended Practice for Master Planning Airport Water Supply Systems for Fire Protection

Proposed NFPA No. 419-P

Chapter 1 m Scope and Purpose

I I . General. This publication is intended as a recommended ,,wtlce for public and private airport planners and consulting , hhects and engineers in inaster planning an overall water supply :lem for airport fire protection, taking into consideration domes-

water usage where a combined fire protection and domestic ~ler system is utilized. It covers those features which should be ,,idcred~ recognizing that all suggestions will not necessarily ~,ly to a specific airport. Magnitude and complexity of the :!eJ,ls will vax 7 with airport size. In selecting a water system , a particular airport, master planning should consider both

�9 ~ling and expected future requirements.

~io'rl~: Technical advice on this subject may come from the American ~A'aler Works Association, the National Fire Protection Association, the ~'cderai Aviation Administration (in the USA), local water works ,~:llhorities, consuhin.g fire protection engineers, airline facilities engi- , ,"ering personnel, insurance inspection authorities, the local fire ?rpartment, and other specialists knowledgeable in this field. The i ,al fire department should be consuhed in any case. For details on cite protection equipment in specific buildings, refer to other applicable %ItPA Standards (See Appendix A).

~L Responsibility. The administrative responsibility for the ~t'r supply system when finally designed and made operable .~,1r rest with airport management, with technical advice on ~[o,'mance needs anct requirements from responsible attthorities.

'~ ,

h.

d, ~.

Contents. The following features will be covered in this

Definitions Water Supply S o u r c e s - - B a s i c Arrangements Pumping Facilities Water Distribution Fire Flow Requirement ConsidErations for Structures and Facilities Operation, Maintenance and Testing

64 DEFtNITIONS 419

201. AIRCRAFT HANGAR. A building or other structure in any i~: of which aircraft are housed, stored', serviced, repaired, modifiecl, overhauled.

202. AIRPORT. A defined area on land, inch, ding any builclilv installations and equipment , intended to be used either wholl), in par t for the arrival, departure, and movement of aircraft.

203. AIRPORT CARGO TERMINAL BUILDING. A structure inchtdt extensions and truck docks, used pr imari ly for receiving, sortll dispatching and delivery of cargo, mail, express, etc.

NOTE: Aircraft may be wholly or partially contained within the stnle ture during loading and unloading, with minor maintenance and fueling operations taking place.

204. AIRPORT TERMINAL BUILDING. A structure used primat~ for passenger enplaning or deplaning, including ticket sales, fli~ ̂ information, baggage handling and other necessary functions: connection with air t ransport operations. The term AIRPORT T} MINAL BUILDING includes any fully enclosed extensions functioni! as fingers or any satellite buildings used for passenger handling t aircraft flight services functions.

NOTZ: Aircraft may be wholly or partially contained within the strut. ture during" 'loading and unloading with minor maintenance and fueling operations taking place.

205. AIRPORT WATER DISTRIBUTING SYSTEM. A system of mair valves, etc. for distributing water from the pumping station or oth~ pressurizing means throughout the airport to service connecti01, I t does not include the connecting pipes serving buildings or faci ~. ties which are under the control of a i rpor t tenants or oth, authorities.

206. FUEL STORAGE AND DISPENSING FACILITY. A system of tanl, piping, filters, pumps, and necessary control devices used to I," ceive, store, and dispense aviation and automotive fuels. Dispeli~ ing m a y be directly into the aircraf t or vehicles through the u: of a hydran t system or service station pumps or into tank vehicle-,

207. GRID SYSTEM. A system of distribution mains laid out in "checkerboard" pat tern, or essentially so, coinciding with tl, street or road arrangement .

Ul9-6 A I R P O R T W A T E R S U P P L Y S Y S T E M S 65

::ll~l. LATERAL. A short single run of main from loop or grid sys- ~l, to a building or to reservoir filled from the system.

"~}. Loop SYSTEM. A system of relatively long distribution mains ~,1 out with intercotmections only at the ends, and possibly at .w,'mediate points. This systetn would exist where there is no ,.ht:ckerboard" layout of streets or roads and they come together ~,ly at substantial distances.

,!Ill. NONPOTABLE WATER. Water which has not been tested or ,hlch has been declared unfit for human consumption by the ",'llartment of health or other agency having jurisdiction.

NOT&: Potable water can become non-potable unless stored or dis- pensed from a system meeting certain minimum standards for health ~ffety.

,!l I , POTABLE WATER. Water which meets certain minimum ~wcifications, as being suitable for hi, man constttnption and so ~ttified by the depar tment of health or other agency having juris- ':orion.

~.112. PUBLIC WATER SYSTEM. A water system, including all t. llfing, putnps, storage facilities, etc. operated by a governmental , ~ganization or a private cornpany franchised by local governmental ~ithorities to supply water to all consumers, industrial and domestic, , Jthin its jurisdictional litnits.

d13. PUMPING STATION. A building, or other facility, housing i,mlnps, wime movers, control devices, etc. provided to deliver ,~,~ter to a distribt, tion system of pipes. The pumps may obtain ,~ater froth a i-csc,'voir, lake, river, wells, above or below ground l.lltk, or another water system.

~!4. RAMP. Any outdoor area at an aiq)ort, including aprons nltl hardstands, on which aircraft are normally fueled, defueled, ,loi'cd, parked, maintained or serviced.

2!5. RESERVOIR. A man made or natural facility for storage of ~,lter, which may be at, above, or below grade.

NOTE: For the purposes of this definition, elevated tanks and pressure lanks are excluded.

~l(i. RUNWAY. The part of the airport area intended for the ~',tnding and take-off run of aircraft.

66 W A T E R SUPPLY SOURCES 419-7

Chapter 3 - Water Supply Sources - -Bas ic Arrangements

301. General. Water can be secured from natural or man-made sources. Selection of the water supply source(s) should assure that the airport water supply system will meet the necessary present demands for fire protection at proper pressures, volume, and dura. tion on immediate demand. Advance planning is vital to assure that growth and expansion will not render the sttpply source(s) inadequate within a few years time; thus the selection may need to be keyed to the long range outlook rather than merely solving existing needs. The selection will depend on the following basic considerations:

a. Availability of the supply source or sources on or near the airport and the cost factors involved in utilization.

b. The influence of weather conditions on the reliability of the supply source ( s ) - - e .g . , drought, freezing conditions.

c. The adequacy of the supply sources in terms of quantity and pressures to meet the fire protection demands, while countenancing any domestic or industrial consumption requirements.

d. The basic reliability of the supply sources from the view. point of assuring and maintaining control over the supply for the contemplated needs.

e. Problems of contamination of the supply sources as they may influence use in fire protection systems and affect the potability of the water where this is an important consideration or a legal requirement.

302. Water Supply Sources. Water can be made available from: a. Public or municipal water supply systems fed by supplies

outside airport boundaries. b. Man-made sources on the airport such as elevated gravity

tanks, presstlre tanks, and reservoirs.

Noa~ 1: Gravity tanks arc useful since their elevation provides energy for the delivery of water but where higher pressures and volumes are needed, gravity tanks are not normally employed because of economic and practical considerations. NoTg 2: When designed to meet the basic reliability requirements for fire protection service (as for reservoirs), storm-drainage retention basins, cooling ponds or cooling tower basins, or reflecting ponds may be used.

c. Natural sources such as lakes, rivers or streams, wells, or oceans on or in the vicinity of the airport.

d. A few large airports may have the equivalent of a public water supply system complete with its own water supply sources, storage facilities, and distribution system independent of all outside sot~rces.

,tl9-8 AIRPORT W A T E R S U P P L Y S Y S T E M S 67

304. Discussion of Specific Sources.. The benefits and limitations of each possible water supply source need to be analyzed on an individual airport basis. T'he following general .guidelines may be helpful to those concerned.

a. Natural water supply sources, besides being uncertain due to weather factors, may be tapped by other demands or altered by new land uses beyond the control of the airport authorities and lenants. Industrial or other pollutants can affect the usefulness of the water and cause possible damage to pumping equipment and distribution piping as well as influencing its use as a fire extin- ttuishing medium. Salt water may present particular problems of ('orrosion to the associated water supply system and affect the usefulness of the water system where additives are employed (e.g. ~nme foam liquid concentrates, freezing depressants, wetting agents, ~t,rfactants). An analysis of the ground water table to check on possible recedence is recommended before reliance is placed on well supplies.

b. Elevated Gravity tanks are nonlmlly considered a highly H:liable source of water supply if properly sized and elevated for I1~c protection needs and if they are installed and maintained in accordance with the NFPA Standard on Water Tanks for Private Iq,'e Protection (No. 22). Filling means need to be as reliable as ~my other pa,'t of the system to assure continuity of service under Ilrc emergency conditions. Erection of elevated gravity tanks at ifirports may be restricted due to flight navigation clearances and tiffs must be checked with the p,'oper authorities.

c. A Pressure tank, when used as the sole source of water sup- )ly, is normally adequate for only "light-hazard" occupancy )ccause of practical restrictions as to capacity. A pressure tank may I)e used, for instance, on airports remotely located from public or )mtural water supply sot, rces to provide water for a sprinkler system m small airport terminal buildings but wot, ld not be acceptable for protection of an aircraft hangar similarly situated. Section 36 of die NFPA Standard on Water Tanks for Private Fire Protection [No. 22) gives infonlaation on the const,'uction and arrangement ()1" pressure tanks and Section 2500 of the NFPA Standard for the hlstallation of Sprinkler Systems (No. 13) gives data on their use for this service. A pressure tank combined with a reliable, direct i)v,nping system supplying water from a reservoir (or other source) provides high reliability if properly designed and maintained.

d. Water Reservoirs storing large quantities of water for fire i).,'otection purposes are of two general t ypes - -g round level facili- lies on the airport and those normally located off the airport at a higher elevation. Where reliance is placed on such a source, a

68 PUMPING FACILITIES 419.9

divided reservoir of approximately equal sections is recommended. It should be arranged so that at least one section can always be maintained in service. 'Suction lines from each reservoir section should be sized to deliver full flow capacity to all fire pumps taking suction. Supervisory services on the supply and all valves and piping associated therewith are recommended so that airport usel~ may be continually informed in the event of any interruption of service. (For discussion of Pumping Facilities - - see Chapter 4.)

NOTE: Storm-drainage retention basins, cooling ponds or cooling tower basins, or reflecting ponds should not normally be relied upon for fire protection service as the maintenance of such water supplies is subject to too many variables. Where it is imperative to use such sources they should be arranged similarly to water reservoirs. Auxiliary facilities for utilizing such supplies for fire needs should be correlated with the overall fire protection equipment and program. (For discussion of Pumping Facilities - - see Chapter 4.)

e. Connections to public water mains may be the primary source of supply for many airports. The acceptability of such connections for fire protection purposes may be modified by outside uses over which airport ananagement and tenants have no control, by the physical condition of the water mains which might indicate serious deficiencies in delivery capability and reliability, and by the existence of pressure reducing valves or water meters in the supply lines which could restrict the needed flows or pressures. Automatic booster fire pumps, supervised by either a central station or pro- prietary signaling system, are desirable and necessary in man), cases to provide effective pressures under all contemplated use conditions with the desired degree of assurance.

Chapter 4 - Pumping Facilities

401. Pressure and Volume. Pumping facilities must be capable of delivering large quantities of water at adequate pressure to meet the requirements of the fire protection system in aircraft hangars or other high water demand areas. Installation of fire pumps (as distinct from pumps used to supply domestic water supl~ly needs) should conform to the Standard for the Installation of Centrifugal Fire Pumps (NFPA No. 20). Where combined domestic and fire protection systems operate at higher than normal pressure during fire emergencies, pressure reducing valves may be required on domestic water connections.

,I.19-10 AIRPORT W A T E R S U P P L Y S Y S T E M S 69

,102. Types of Pumps a. Horizontal-Shaft Centrifugal Pumps. These pumps consist

of a casing containing an impeller which rotates at high speed on :~ horizontal shaft. Multi-stage pumps have two or more impellers arranged in series. These pumps should be used only where suction is under positive head, because automatic priming means are not sufficiently reliable.

b. Vertical-Shaft Turbine Type Pumps. These pumps consist of a housing containing a series of impellers attached to a vertical shaft. Water is lifted from one impeller through a bowl to the next higher impeller. These are available in the same capacities and with characteristics sinfilar to those of horizontal-shaft centrifugal pt, mps. This type of pump is particularly suitable for applications where it would be necessary for a horizontal-shaft centrifugal pump to take suction under a lift.

,103. Number of Pumps. A sufficient number of pumps should be provided to supply the total water requirement at adequate pressure with the largest pump assumed to be out of service.

,104. Motive Power. The motive power to drive pumps should be reliable. Currently available types of motive power are: diesel engines, electric motors, gasoline engines, gas turbines, natural gas engines, and steam turbines. Where steam or electric power is not dependable, motive power should be selected from the other types listed. In any event, not all pumps should be driven by electric motors having public utility source only, or by steam turbines. htdividual drives should be provided [or each pum'p.

,105. Controls. All puml~s should be arranged for manual and automatic operation using pressure or flow-actuated controls.

'106. Location. Pumps should be located in detached buildings of noncombustible or fire resistive construction at a safe distance from hazardous areas or in rooms of fire resistive construction cut-off fi-om other areas by enclosures having a minimum of four-'hour fire resistance.

407. Suction Sources. A discussion of possible pump suction sources is included in preceding Chapter 3.

,t08. Discharge Headers. Discharge headers should be arranged and valved so that pumps can be isolated individt, ally and in groups without impairing the effectiveness of pumps remaining in service.

7O W A T E R D I S T R I B U T I O N 419-11

Chapter 5--Water Distribution

501. General. Underground pipe, valves and fittings should mecl the standards of and be installed in accordance with NFPA Stall. dard No. 24 and applicable current AWWA standards.

502. Basic Arrangements. Water distribution system arrange. ments can be broken down into the following categories:

a. A separate system for fire protection water and a separale system for domestic water, with each being designed to meet iI~ required flows. Part of the general fire flow requirement may Ix, furnished by the domestic system, if the latter is of adequate design, flow capacity and reliability. Normally this contribution would be restricted to fire department pumper hose stream use (See Table I, Chapter 6).

b. A combined fire and domestic water system designed to meel the fire flow requirements given in Chapter 6 while still serving the domestic requirements. This should be permitted only where. domestic piping and appliances would not be subjected to damag. ing high pressures from the fire pumps under emergency conditions.

c. A combined fire and domestic water system designed to mecl the general fire flow requirement and the domestic requirement fm non-hangar facilities, supplemented by separate systems for the higher general fire flow requiremens for aircraft hangars.

d. Fire Department pumper connections should be provided for all sprinkler systems or standpipe systems, and normally are required by the authorities having jurisdiction. They provide a means 0f increasing pressure and permit supplying water to the systems when the normal supply connection is impaired.

503. Piping Systems. a. Main sizes should be determined by the total domestic and

fire protection requirements. In no case should mains be under 8 inches in diameter except that laterals may be 6 inches in diamete~ if not over 200 feet long.

b. Anti-surge devices, such as cushion tanks, may be necessary to prevent damage due to surge, or water hammer.

c. Wherever possible, the airport water distribution system should be supplied at two or more points, preferably remote from each other.

d. T'he water distribution system should be gridded or looped around concentrated airport facility areas. Where the installation of a loop or grid system may not- be feasible, a properly sized single feed main should be provided.

,119-12 AIRPORT W A T E R S U P P L Y S Y S T E M S 71

e. Distribution system mains should not be instal-led under buildings, structures, large storage piles, embankments , or areas ~ubject to heavy traffic, such as aircraft taxiways and runways, or railroads.

504. Valving and Sectional Control . Sufficient valves should be installed to facilitate proper control and to make sure that only a 0ninimum area is impaired when portions of the system are out of ~,'rvice for repair, maintenance, modification, or expansion. Valves ~hot, ld be so located and identified to be readily accessible for opera- tlon. Particular attention should be given to valving at the follow- itlg locations :

a. Points of connection of supplies to loops or grids. b. At intervals in ,nain loops. c. At grid intersections. d. At beginning of laterals. e. On each connection to hydrants.

505. Hydran ts . a. Hydran t s should be located not more than 100 feet from a

Imilding, giving due consideration to the possibility of expost, re if Ihey are closer than 50 feet t.o the building. Such hydrants should !lot be over 500 feet apart . Hydrants listed by a nationally recog- ifized testing laboratoz), should be ins'tailed.

b. Hydran t s may require protect ion against mechanical or vehicular damage (inchtding taxiing a i rcraf t ) .

NOTE: For further guidance on placement of hydrants, see the NFPA Standard on Aircraft Hangars (No. 409), Paragraph 2002 and the NFPA Standard on the Construction and Protection of Airport Termi- nal Buildlngs (No. 416 ), Paragraph 265.

c. Hydrants should be placed in strategic locations on the loops ID,' grids for the refilling of a i rpor t emergency vehicles.

72 FIRE FLOW REQUIREMENTS 419-13

Chapter 6 - Fire Flow Requirement Considerations for Structures or Facilities

601. General. Many areas, occupancies and construction features in airport structures and facilities, either existing or planned, are similar in nature to those found in industrial or mercantile proper. ties. However, it should be recognized that these same features, as arranged, combined and located in airport properties, may result in more severe hazard and may have different fire flow requirements. A discussion of these requirements, as they pertain to the specific airport occupancies or structures, is covered in the following paragraphs. Reference should also be made to applicable NFPA Stan. dards regarding detailed information.

602. Airport Terminal Buildings a. Fire flow requirements for these structures will depend on

extent of: (1) Separation into fire areas, including enclosures around

stairways and escalators. (2) Combustible construction materials, including finishing

materials. (3) Occupancies of moderate or high hazard types. (4) Combustible loading in the direct support areas for servic-

ing of aircraft. (5) Combustible furnishings in accommodations for passengers. (6) Presence or absence of automatic fire protection equip-

ment. (See NFPA No. 416 - - Standard on Construction and Protection of Airport Terminal Buildings) b. Most or all of the following functions or occupancies may be

found within passenger terminal buildings: (1) Restaurants (2) Hotels (3) Baggage and cargo handling areas (4) Aircraft meal catering kitchens (5) Communications equipment rooms (6) Electrical switchgear and transformer rooms (7) Storerooms for paper and fabric aircraft cabin servicing

supplies (8) Spaces for minor maintenance of support vehicles (9) Offices and operations areas, with varying amounts 0[

paper, forms, wooden counters and crew lounge facilitie~p and possibly containing electronic computers

(10) Storerooms for general building operating and mainte. nance supplies

(11) Storerooms for limited amounts of flammable liquids.

(+P)+I'I" A I R P O R T W A T E R S U P P L Y S Y S T E M S 73

c*~L AiqJort Cargo Terminal Building. The fire flow water re- ..,~+mcnt will be similar to that for a motor freight terminal plus

' v additional requirement for protection against possible fires in , 'l~.,'t.nt aircraft. Modern large cargo terminals may have special

~,,q. handling equipment and high piled or racked storage which ~ increase the fire flow requirement.

Table I

Guide for Fire Flow Requirements for Airport Master Planning by Type of Facilities (1) (11)

Type of Facilities

Airport Terminal Bldgs. Large Commercial Airports ("

Fire Resistive or Noncombustible Construction .......................................... 3000 Combustible C o n s t r u c t i o n (s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 0 0 0

Small Commercial Airports and General Aviation Airports ................................ 1500

Aircraft Hangars (s) 6ervlcing Hangars for Aircraft with Both W ~ m g Span and Lengths of 150 Feet

and Over (~ .............................................................................................. 15000 Servicing Hangars for Aircraft with Wing Spans, or Lengths, or Both o f Under

150 Feet (s)(I~ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8000 Wing Dock Hangars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3000 General Aviation Aircraft Servicing Hangars and Large Fixed Based Operators'

Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7500 Storage Hangars--Pr ivate Aircraft and General Aviation Servicing Hangars;

Small Fixed Base Operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 0 0 0 Unit Type Hangars for Private Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 0 0

Air Cargo Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 0 0 0

Water Supply Requirements ~) Supplemental

General Interior Hose Stream Fire Flow Sprinklers AS BIdgs (~)

GPM GPM GPM

1000 ~ (~) 1000 500 (5) 2000

500 500

12000 1000

7000 1000 1500 1000

5OOO 1000

2000 500 50O 250

I SO0 750

NOTE: For other types of Facilities see Notes (u) and (") and Paragraphs 605, 606 and 607.

-,q

419-16 AIRPORT WATER SUPPLY SYSTEMS

75 N o t e s to T a b l e I

"~ The figures given herein are for general guidance only and are to be used only by those in a position to exercise experienced judgment in de- ~;gning and planning water supply systems for fire protection service. The flgvres used are not necessarily cumulative--e.g., the water supply needs for hangars should not be multiplied by the total number of hangars on the airport. Also, the figures are not to be considered cumulative vertically, arriving at a total for each column.

") Except for aircraft hangars, flowing pressures in loops or grids should generally be 50-75 psi at the building entrance depending on height of buildings. Buildings over 50 feet high may require higher pressures. Aircraft hangars generally will require at least 100-125 psi flowing pressure at the huildtng entrance.

~s) If there are substantial cargo handling operations, increase this figure to 1500 gpm.

") Not only for internal protection but also for exposure fire p r o t e c t i o n - fuel spill fire, etc.

~D) Refer to NFPA No. 416 if there wiU be fixed deluge water sprinklers at large windows.

~") Present construction trends indicate the improbability of combustible airport terminal buildings at "Large Commercial Airports."

,T~ For the purposes of this table, "Large Commercial Airports" are air- I)orts having at least 1'2-5 scheduled air carrier operations per day, with ,uch operations comprising at least 5 percent of the total annual operations.

~R) See NFPA No. 409 for detailed information on calculating hangar fire [low requirements.

~0~ These figures assume a combined system, a separate system having full

t ~ressure and volume capability, or a high volume, low pressure system requir- ,g booster pumps. Independent systems with a self-contained reservoir normally require reservoir refill capability only, at a fill rate of approximately 1,000 gpm.

~0) Nose hangars for aircraft of this size would require approximately two- flfirds as much water.

"" Where water source is not a strong public water system and de-

i ~(:ndence is on private sources or a public water filled reservoir, these should rove a duration of two (2) hours, except for hangar fire flow requirements.

The duration for the latter should be at least 45 minutes (See NFPA No. ,109). The authorities having jurisdiction should be consulted regarding variations from these durations.

"~ Other types of buildings or facilities found at some airports (fuel storage farms, fuel dispensing facilities, central energy plants, general industrial and commercial buildings, etc.) should be considered in developing master plans. NFPA Standards that may be applicable in making the needed deter- minations include the Standard for the Installation of Sprinkler Systems (No. 13), the Standard for Foam Fire Extinguishing Systems (No. 11), the Standard on Foam-Water Sprinkler and Spray Systems (No. 16), the Stan- dard on Water Spray Fixed Systems (No. 15), the Standard for Outside Protection (No. 24), the Standard on General Storage (No. 231), and the Standard on Aircraft Fuel Servicing (No. 407).

os) The needs for aircraft rescue and fire fighting services and for controlling aircraft fires on airport ramps are not covered in this Table. For guidance see the NFPA Suggestions for Aircraft Rescue and Fire Fighting Services at Airports and Heliports (No. 403).

76 FIRE FLOW REQUIREMENTS 419-17

size of farm, both as to area and gallons of fuel stored, local codes, whether tanks are aboveground or buried, and whether they have floating or fixed roofs, if aboveground. At buried tank farms, fixed foam protection is not normally required on the tanks, but foam hose connections or water hydrants to supply foam makers may be required by authorities having jurisdiction. The fire flow requirements will be influenced by:

(1) Making of foam for direct application on the fire by fixed systems or hose streams.

(2) Direct application of water to sides and roofs of buildings and aboveground tanks exposed to the fire.

(3) Protection of loading, unloading, and pumping facilities.

Data useful in determining the fire flow requirement will be found in NFPA Standards Nos. 11 and 30.

b. Fuel Unloading and Loading Facilities. These facilities are usually protected by foam hose stations, or water hydrants to supply foam makers for foam hose steam use. The installation of fixed water spray or foam systems may affect the water flow requirement. Information on arrangement of. fuel dispensing facilities can be found in NFPA Standard No. 407.

,tl9-18 AIRPORT W A T E R S U P P L Y S Y S T E M S 77

Chapter 7 - Operation, Maintenance and Testing

701. General. A single authority or agency should have responsibility for operation, maintenance and testing of airport water supply and distribution systems. The authority or agency may be a public water department, a private water company, or the airport management depending on type of system planned or provided. Tenants in buildings operated by the authority or agency should have the opportunity to assure themselves that the operating, maintenance and testing procedures are adequate in scope and faithfully followed, both for any "common" airport system and for the individual building systems. Where abuilding is completely occupied by a single tenant or owner other than the authority or agency, responsibility for operation, maintenance and testing of water systems, associated directly with such building, is normally delegated to the tenant or individual owner. Here, the authority or agency should have the opportunity to assure itself of the adequacy of such per- fo,'mance and to make supervisory checks.

702. Operating Procedures. a. The operation of each airport water supply system should be

tile responsibility of a designated individual qualified for this service and familiar with the system's design features and limitations. Proper operation of any system during a fire emergency requires dmt fire officials are also fully familiar with the airport water supply system. During a fire emergency spare pumps or other sources should be put into service as called for by emergency procedures. Only after it is determined that such fire emergency no longer exists, should any of the spare pumps or other sources be shut down. With systems reserved for fire use only, it is essential during a fire emergency that all water sources be checked for proper func- tion. Pumps, especially, should be continuously attended during a fire to check on suction conditions, reservoir level, and overheating or other malfunction of the prime mover.

b. Protection System Impairment. In the event of an impairment in the water supply system, it is essential that preplanned action be implemented at once, whether it results from prime mover failure, pump failure, water main break, or a building system or portion of a system being out of service for maintenance, repair or modification. Well planned and rehearsed procedures can mean the difference between a disaster or nearly normal conditions. Examples of emergency procedures would be:

(1) Obtain large portable pumps or a spare fire department pumper, and connect them into the system by temporary or semi- permanent means.

78 O P E R A T I O N - - M A I N T E N A N C E - - T E S T I N G 4 1 9 - 1 9

(2) Maintain continuous, roving firewatch in areas when fixed protection systems are out of service.

(3) Restore system to service, working around the clock, as necessary. The most important thing is establishing good procedures and then making sure the procedures are followed.

703. Notification of Impairment. Whenever an impairment occurs in any part of an airport water supply system which provides fire protection, all occupants or tenants in buildings or facilities affected as well as the fire department should be notified immediately and advised as to extent of the condition, probable time when the condition will be corrected, any precautions which the occupant or tenant should observe, and emergency procedures instituted by the system operators. Such procedure should be followed regardless of whether the condition arises from a planned impairment for maintenance or modification of the system, or from an emergency, such as a break in a main, or failure of a water supply souce or portion of the pumping system.

704. Maintenance. The system or systems will only be as dependable and efficient as the inspection and maintenance provided. Regular detailed inspections and scheduled preventive maintenance are critical and must include all portions of the system. Frequency of inspections and preventive maintenance activities will vary for different system components.

705. Testing. Testing is essential both to prove the initial and continued operational readiness, efficiency and adequacy of the system or systems, and to train those responsible for operation of the systems under normal and emergency conditions. All hydrants should be flush tested and all valves operated at least once a year. After extensive changes to the airport water supply system, full flow tests should be made in the areas affected to insure that adequacy has been retained, or expected improvements have been obtained. Fire pumps or spare pumps should be given turnover tests, at least weekly, and full flow tests, at least annually. Internal combustion engines driving pumps should be run once a week for at least one-half hour each time.

' t l9-20 AIRPORT WATER SUPPLY SYSTE, MS 79

APPENDIX A

Glossary of Applicable NFPA and AWWA Publications

A. NFPA Standards Number

11-1963 13-1968 15-1962 16-1968

20-1968 22-1967 24-1968 30-1966 70-1968

(USAS C 1-1968) 194-1968 407-1967 (USAS Zl19.1-1968) 409-1968 416-1967

B. AWWA Publications M8

H 1-66

R372

C. AWWA Standards A 100-66 C 104-64 (USAS A21 A--1964) C 106-62 (USAS A21.6-1962)

C 108-62 (USAS A21.8-1962 )

C 110-64 (USAS A21.10-1964) C 111-64 (USAS A21.11-1964) C 201-60T

C 203-62

C 205-62T

Title

Foam Extinguishing Systems Sprinkler Systems, Installation Water Spray Fixed Systems Foam-Water Sprinkler Systems and Spray Sys- tems Centrifugal Fire Pumps Water Tanks Outside Protection Flammable and Combustible Liquids Code National Electrical Code

Fire Hose Couplings, Screw Threads Aircraft Fueling on the Ground

Aircraft Hangars Aircraft Terminal Buildings

M a n u a l - - A Training Course in Water Dis. tribution Handbook--American Standard Practice for the Computation of Strength and Thickness of Cast Iron Pipe Reprint--Selection of Valves for Water Works Service

AWWA Standard for Deep Wells American Standard for Cement-Mortar Lining for Cast Iron Pipe and Fittings for Water American Standard for Cast Iron Pipe Centrif- ugally Cast in Metal Molds, for Water or Other Liquids American Standard for Cast Iron Pipe Centrif- ugally Cast in Sand-Lined Molds, for Water or Other Liquids Arfierican Standard for Cast lron Fittings, 2 in. through 48 in., for Water and Other Liquids American Standard for Rubber Gasket Joints for Cast Iron Pressure Pipe and Fittings Tentative AWWA Standard for Fabricated Elec- trically Welded Steel Pipe AWWA Standard for Coal-Tar Enamel Protec- tive Coatings for Steel Water Pipe Tentative AWWA Standard for Cement Mortar Protective Lining and Coating for Steel Water Pipe

Latest editions are shown by two digit suffix or year of adoption.

8O APPENDIX A--GLOSSARY 419-21

C. AWWA Standards Number

C 206-62

C 207-55 C 208-59

C 400-65

C 500-61

C 502-64

C 503-59

C 504-66

C 505-58

C 600-64

C 601-54 C 602-55

C 603-65

D 100-65

E 101-61 (USAS B58.1-1961 )

(Continued) Title

AWWA Standard for Field Welding of Steel Water Pipe Joints AWWA Standard for Steel Pipe Flanges AWWA Standard for Dimensions of Steel Water Pipe Fittings AWWA Standard for Asbestos Cement Water Pipe AWWA Standard for Gate Valves for Ordinary Water Works Service AWWA Standard for Fire Hydrants for Ordi- nary Water Works Service AWWA Standard for Wet Barrel Fire Hydrants for Ordinary Water Works Service AWWA Standard for Rubber Seated Butterfly Valves AWWA Standard for Metal Seated Butterfly Valves AWWA Standard for Installation of Cast Iron Water Mains AWWA Standard for Disinfecting Water Mains AWWA Standard for Cement Mortar Lining of Water Pipelines in P l ace - -S i ze s 16 inches and over AWWA Standard for Installation of Asbestos Cement Water Pipe AWWA Standard for Steel T a n k s - - Standpipes, Reservoirs and Elevated Tanks for Water Stor- age American Standard for Vertical Turbine Pumps

Availability

AWWA publications and price lists for same can be obtained from: American Water Works Association, Inc. 2 Park'Avenue New York, New York 10016

NFPA publications and price lists for same can be obtained from : National Fire Protection Association 60 Battervmarch Street Boston, 1Viassachusetts 02110

AV-12 Ir OF A V I A T I O N C O M M I T T E E

8 1 ::

Report of Sectional Committee on

Aircraft Maintenance and Servicing

J o h n II. Sellers, Chairman, Insurance Company of North AmP.flea, 1600 Arcl~ St., Iqdhutclphia, Pa. l~J101

N. L. Chr ls tof fe l , |:ice-Chairman, United Air Lines, P.O. Box 66100, Chicago, Ill. 60666

J . C. Abbo t t , British Overseas Airways Corp. (Personal)

N. W. Andrews , Grumman Aircraft Engi- neering Corp. (Personal)

I l en ry G. Bone, J r . , The Boeing Company. (Personal)

R. E. BrellinR, Associated Aviation Umler- writers.

E. T. C h a n d l e r , Air Line Pilots Association. P. M. Fi tzRerald, Factory Mutual Engineer-

ing Corp. I la rvey L. H a n s b e r r y (ex-oflicio), U. S.

Dept. of Transportation, Federal

Documents

Report of Committee on Aviation · 2015. 12. 23. · REPORT OF AVIATION COMMITTEE AV-5 a. Connect a grounding cable from the vehicle to a satisfactory ground. b. Connect a grounding