422 1999

NFPA 422Guide for

Aircraft AccidentResponse

1999 Edition

National Fire Protection Association, 1 Batterymarch Park, PO Box 9101, Quincy, MA 02269-9101An International Codes and Standards Organization

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422–1

Copyright © 1999 NFPA, All Rights Reserved

NFPA 422

Guide for

Aircraft Accident Response

1999 Edition

This edition of NFPA 422, Guide for Aircraft Accident Response, was prepared by the TechnicalCommittee on Aircraft Rescue and Fire Fighting and acted on by the National Fire ProtectionAssociation, Inc., at its May Meeting held May 17–20, 1999, in Baltimore, MD. It was issued bythe Standards Council on July 22, 1999, with an effective date of August 13, 1999, and super-sedes all previous editions.

This edition of NFPA 422 was approved as an American National Standard on August 13,1999.

Origin and Development of NFPA 422Originally a manual, NFPA 422 was initially begun in 1963 and was submitted to the Asso-

ciation for adoption at the 1972 Annual Meeting. The document was revised in 1979 and 1984and the 1989 edition was a reconfirmation of the 1984 edition.

The title for the 1994 edition was changed from Manual for Aircraft Fire and Explosion Inves-tigators to the current title. The document was completely revised to provide a framework forthe accumulation of data relative to the effectiveness of aircraft accident emergency responseservices in the application of principles found in the standards and guides developed by theTechnical Committee on Aircraft Rescue and Fire Fighting.

This document is intended to assist the committee in collecting significant data that maybe utilized to facilitate revisions to the NFPA aircraft rescue and fire-fighting documents.

The 1999 edition is a reconfirmation of the 1994 edition. Editorial changes were made tomake the forms easier to use.

422.book Page 1 Thursday, July 29, 1999 3:09 PM

422–2 AIRCRAFT ACCIDENT RESPONSE

1999 Edition

Technical Committee on Aircraft Rescue and Fire Fighting

Brian Boucher, Chair Air Canada Pilots Assn., Ontario, Canada [L]

Robert J. Donahue, SecretaryMassport Fire Rescue Dept., MA [U]

John Cedric Black, BAA, plc — Heathrow Airport Ltd, England [U]Ralph Colet, John Russo Industrial Inc., CA [M]Robert L. Darwin, U.S. Dept. of the Navy, VA [U]Kenneth R. Gilliam, Federal Aviation Administration, DC [E]Fred B. Goodnight, Amerex Corp., AL [M]

Rep. Fire Equipment Mfrs. Assn.B. V. Hewes, Airport Safety Services, GA [SE]D. Steve Kiernan, Nat’l Foam, Inc./Williams Holdings, PA [M]L. M. Krasner, Factory Mutual Research Corp., MA [I]Dave Lenz, Oshkosh Truck Corp., WI [M]Don Minnis, Air Transport Assn., DC [U]John J. O’Sullivan, British Airways, England [C]Davis R. Parsons, Los Angeles City Fire Dept. CA [U]Gaetan Perron, Nat’l Defense Headquarters (CFFM-2), Canada [U]Thomas Phillips, Airline Pilots Assn., VA [L]Hugh A. Pike, U.S. Air Force Fire Protection, FL [U]

Lee W. Prazer, Akron Brass Co., OH [M]Richard M. Radford, Emirate of Abu Dhabi [E]Robert G. Relyea, ARFF Working Group, TX [M]John F. Rooney, Tucson, AZ [SE]Bertrand F. Ruggles, Ruggles Enterprises, Ltd, MD [SE]Joseph L. Scheffey, Hughes Assoc., Inc., MD [SE]Frank H. Schneck, Jr., Emergency One, Inc., FL [M]John M. Schuster, 3M Co., MN [M]Bernard Valois, Transport Canada, Canada [E]Pam Walden-Phillips, The Port Authority of NY & NJ, NY [U]

Rep. American Assn. of Airport ExecutivesNigel Wheeler-Osman, United Kingdom Civil Aviation Au-thority, England [E]Ronald O. Wikander, Lockheed Martin Aeronautical Sys-tems, GA [M]Larry E. Williams, Rural/Metro Corp., AZ [SE]Bonnie Wilson, Airports Council Int’l North America, DC [U]Joseph A. Wright, Federal Aviation Administration Tech Ctr., NJ [RT]

Alternates

Ali Zaid Mohamed Al Balushi, Directorate General of Civil Aviation & Meteorology, Abu Dhabi, United Arab Emirates [E]

(Alt. to R. M. Radford)Jeff G. Carlisle, Canadian Forces Department of National Defence, MB Canada [U]

(Alt. to G. Perron)Charlie L. Duncan, Atlanta Fire Dept., Atlanta Airport (AFDAA), GA [U]

(Vot. Alt. to AFDAA)Christopher Farnaby, United Kingdom Civil Aviation Au-thority, England [E]

(Alt. to N. Wheeler-Osman)James Hotell, U.S. Air Force Fire Protection, FL [U]

(Alt. to H. A. Pike)Frank M. E. Hughes, British Airways, England [C]

(Alt. to J. J. O’Sullivan)James R. Johnson, Jr., Emergency One, Inc., FL [M]

(Alt. to F. H. Schneck, Jr.)

Paul J. Lindsay, Transport Canada, Canada [E](Alt. to B. Valois)

David J. Lozeau, Chicago Fire Dept., IL [U](Alt. to B. Wilson)

Richard B. Mills, Akron Brass Co., OH [M](Alt. to L. W. Prazer)

James F. O’Regan, O’Regan Consulting, MA [M](Alt. to R. Colet)

Richard E. Ottman, 3M Co., MN [M](Alt. to J. M. Schuster)

Lawrence V. Powers, Massport Fire Rescue Dept., MA [U](Alt. to R. J. Donahue)

Michael D. Reagan, Los Angeles City Fire Dept., CA [U](Alt. to D. R. Parsons)

Paul R. Robinson, Chattanooga, TN [L](Alt. to T. Phillips)

William Savage, BAA, plc — Heathrow Airport Ltd, England [U]

(Alt. to J. C. Black)Gary T. Schott, Omaha Airport Authority, NE [M]

(Alt. to R. G. Relyea)

Nonvoting

Mark Day, Carmichael Int’l Ltd, EnglandGary Hammack, U.S. Nat’l Transportation Safety Board, DC

(Alt. to L. D. Roman)Paul O. Huston, Paul Huston & Assoc., ALThomas J. Lett, Albuquerque Fire & Safety Assoc., NM [SE]

(Member Emeritus)

John E. Lodge, Lodge Fire Protection Consultancy Ltd, England

(Member Emeritus)James F. O’Regan, O’Regan Consulting, MA [SE]Lawrence D. Roman, U.S. Nat’l Transportation Safety Board, DCDavid F. Short, Charlton Kings, Cheltenham, England

Mark T. Conroy, NFPA Staff Liaison

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

NOTE: Membership on a committee shall not in and of itself constitute an endorsement of the Associationor any document developed by the committee on which the member serves.

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


CONTENTS 422–3

1999 Edition

Contents

Chapter 1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . 422– 4

1-1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422– 4

1-2 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422– 4

1-3 Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . 422– 4

1-4 Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422– 4

Chapter 2 Aircraft Accident/EmergencyResponse Data . . . . . . . . . . . . . . . . . . . . . . 422– 4

2-1 Fire Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422– 4

2-2 Emergency Exit Data . . . . . . . . . . . . . . . . . . 422– 4

2-3 Weather Data . . . . . . . . . . . . . . . . . . . . . . . . 422– 4

2-4 Fire-Fighting Data . . . . . . . . . . . . . . . . . . . . . 422– 4

2-5 Medical Data . . . . . . . . . . . . . . . . . . . . . . . . . 422– 4

2-6 Flight Crew . . . . . . . . . . . . . . . . . . . . . . . . . . 422– 4

2-7 Data Collector’s Responsibilities . . . . . . . . . 422– 5

Chapter 3 NFPA Aircraft Fire InvestigationReport Form . . . . . . . . . . . . . . . . . . . . . . . 422– 5

3-1 Using the Report . . . . . . . . . . . . . . . . . . . . . 422– 53-2 Distributing the Report . . . . . . . . . . . . . . . . 422–19

Chapter 4 NFPA Disaster ResponseReport Form . . . . . . . . . . . . . . . . . . . . . . . 422–19

4-1 Using the Report . . . . . . . . . . . . . . . . . . . . . 422–194-2 Distributing the Report . . . . . . . . . . . . . . . . 422–27

Chapter 5 Referenced Publications . . . . . . . . . . . . . 422–27

Appendix A Explanatory Material . . . . . . . . . . . . . . . 422–28

Appendix B General Information for Aircraft FireInvestigations . . . . . . . . . . . . . . . . . . . . . 422–28

Appendix C Referenced Publications . . . . . . . . . . . 422–31

Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422–32



1999 Edition

NFPA 422

Guide for

Aircraft Accident Response

1999 Edition

NOTICE: An asterisk (*) following the number or letter des-ignating a paragraph indicates that explanatory material onthe paragraph can be found in Appendix A.

Information on referenced publications can be found inChapter 5 and Appendix C.

Chapter 1 Introduction

1-1 Scope. This guide provides a framework for the collec-tion of data that provides information on the effectiveness ofaircraft accident emergency response services. This guideapplies the principles of those standards and guides devel-oped by the Technical Committee on Aircraft Rescue and FireFighting.

1-2* Purpose.

1-2.1 The purpose of this document is to outline a format fora comprehensive emergency response analysis and the collec-tion of significant data that can be utilized to facilitate revi-sions to applicable NFPA documents.

1-2.2 Chapter 4 of this guide also can be effectively used torecord and critique airport emergency disaster exercises.

The purpose of Chapter 4 is to provide the informationassociated with an accident that can be used to update andrefine disaster plans for other airports and communitiesinvolved in aviation operations. It also is used to provide datafor the revision of NFPA 424, Guide for Airport/Community Emer-gency Planning. Both the positive and negative consequences ofthe operation should be emphasized with the objective ofimproving life safety in future accidents.

1-3 Arrangement. This guide contains two separate reportsthat are intended to provide a comprehensive emergencyresponse analysis when completed. These report forms can bephotocopied from this guide if they are not available else-where.

1-3.1 The forms should be completed by persons with knowl-edge of the pertinent subject matter.

1-3.2 No obtained information should be released to the newsmedia or to any person unless permission has been obtainedfirst from the chief of the official investigating team. The suc-cessful collection of information is related directly to its judi-cious treatment.

1-3.3 These forms can be used by any person or organizationfor their internal use. However, when released, copies shouldbe sent to the Technical Committee on Aircraft Rescue andFire Fighting for entry into the NFPA database.

1-4 Units. This guide uses metric units of measurement inaccordance with the modernized metric system known as theInternational System of Units (SI). The liter unit, which fallsoutside of but is recognized by SI, is used commonly in inter-national fire protection.

1-4.1 If a measurement value provided in this guide is fol-lowed by an equivalent value in other units, the first statedvalue should be regarded as the recommendation. The equiv-alent value might be approximate.

1-4.2 SI units have been converted from U.S. values by multi-plying the U.S. value by the conversion factor and roundingthe result to the appropriate number of significant digits.

Chapter 2 Aircraft Accident/EmergencyResponse Data

2-1 Fire Data. Reports on incidents and accidents thatinvolve fires should include information on the origin of thefire, the method by which it was spread and fed, the type andeffectiveness of extinguishing agents used, and whether anyequipment malfunctioned. Methods for fighting fires that fol-low crashes and for forced entry into burning aircraft havebeen the subject of much research. All available facts shouldbe reported to improve safety to life.

2-2 Emergency Exit Data. It should be noted whether escapefrom the burning plane was successful and whether emer-gency exits were able to be used or were blocked due to thefire’s intensity and location. Information and data should besolicited from flight crew, passengers, and witnesses.

2-3 Weather Data. It is important to verify the weather condi-tions that existed at the time of the fire, particularly the winddirection and velocity. This information, combined with infor-mation on the location and use of emergency exits, can pro-vide data on fire spread in the cabin interior.

2-4 Fire-Fighting Data. Reports should indicate the type ofground fire-fighting equipment available and used, includingthe response time and effectiveness of each responding vehi-cle, and the quantity and type of extinguishing agents usedand left unused. The level of experience and degree of train-ing of fire-fighting and rescue personnel also should bereported. The type of clothing worn by personnel involvedand the degree of protection provided by this clothing is espe-cially important. Reports should indicate any problems withcommunications, command and control on the scene, andproblems with any emergency plans employed.

2-5 Medical Data. A complete report should be made on themedical findings that result from analysis of the accident. Thisreport should differentiate between injuries and deaths due tofire and those due to impact. Pathological examinationsshould include toxicological analyses in order to identify alltoxic products of combustion. The report also should describethe fire-extinguishing and victim-care procedures that wereused. These reports can be completed by different persons.

2-6 Flight Crew. Complete information on in-flight fires isessential in order to improve and develop adequate fire-warningand fire-extinguishing systems. The source of the flight crew’s dis-covery of fire in progress and the effectiveness of extinguishmentefforts should be determined. A complete, step-by-step descrip-tion of the procedure used by the crew for extinguishing the fireshould be recorded and compared with the approved methodlisted in the applicable technical manual, flight manual, and flightattendant manual. The voice recorder and the aircraft flightrecorder can be most helpful to the investigator in gathering thisimportant information.


NFPA AIRCRAFT FIRE INVESTIGATION REPORT FORM 422–5

1999 Edition

2-7 Data Collector’s Responsibilities. Before completing theaircraft fire and emergency response reports, the followingtasks should be completed.

(a) The data collector should become familiar with theoverall accident site.

(b) The data collector should determine the location ofthe responding emergency response services at the time ofresponse and the response routes accessed.

(c) The data collector should first walk through the wreck-age area to size up the layout and distribution. This familiarityprovides a mental picture of the main line of distribution andis helpful for plotting and interpreting witness statements,breakup patterns, and so forth.

(d) Upon arrival, the data collector should immediatelycontact the accident investigator in charge. For on-airportaccidents, the airport authority or the Federal AviationAdministration (FAA) can provide the location of the investi-gator in charge. For off-airport accidents, the local enforce-ment authority should be contacted.

Chapter 3 NFPA Aircraft Fire InvestigationReport Form

3-1 Using the Report. The following instructions providedetailed information on how to complete the NFPA AircraftFire Investigation Report Form (see Figure 3-1), which is repro-duced in this guide. The numbering of Chapter 3 correspondsdirectly to the numbered questions on the report. Each ques-tion can be identified either by bold or italic type and is fol-lowed by instructions on answering the question.

3-1.1 General.

3-1.1.1 Aircraft Data. See Figure 3-1.1.1 for an example of thissection of the form.

3-1.1.2 Location of Emergency. The following provides infor-mation regarding the accident scene and the surrounding area.

(a) *Provide name of specific airport, if applicable, or city, nearestcity, or nearest airport, stating distance factors and, where applicable,compass directions. Example: 1 mile northwest of Burbank Air-port, Burbank, California.

(b) Prepare grid map, including terrain features. This mapgreatly assists in showing the exact location and helps to deter-mine whether the terrain was a factor in the accident as shownin Figure 3-1.1.2. Use the grid map in the fire investigationreport (see Figure 3-1). Please note that details of the fire sceneare not included in this map but are to be entered later in thereport on a separate grid map. In this sketch, show means ofaccess to the accident site, including any perimeter roadsaround the airport, location of gates, and so forth. Indicatewhether the rescue and fire-fighting (RFF) equipment had totravel long distances on public roads, and, if so, sketch therouting.

3-1.1.3 Time Factors. The information needed on time is asfollows.

(1) Date of accident. The day/month/year format should beused.

(2) Local time and Greenwich mean time (GMT). Both the hour:minutes (local) and hour: minutes (GMT) should begiven.

3-1.1.4 Type of Aircraft Accident. The following are eightbasic types of accidents that involve the responsibilities of theaircraft fire investigator.

(a) Crash, no fire. It is important for the investigator todetermine why no fire occurred. What set of circumstancescaused this crash without also causing a fire? A study of proce-dures that were used can be of benefit in future crashes.

(b) Crash, immediately followed by fire. This type of accidentis the opposite of 3-1.1.4(a), but the object of the investigationis the same. What procedures were used?

(c) Crash, followed by fire but with delay in ignition (timeinterval). What caused the delay in the ignition, and what pro-cedures could have further delayed or prevented the ignition?

(d) Fire in air, fire extinguished in flight. The cause of the fireshould be determined, and the procedures used to extinguishthe fire should be identified. How can these procedures beimproved? Did the crew act rapidly enough?

(e) Fire in air, followed by crash and fire. Crew members sel-dom survive this type of accident and careful examination of thewreckage is necessary to determine the cause and location of afire in the air. Examination of various components of the aircraftfire-extinguishing system indicates the extent to which the extin-guishing system was used and the procedures were completed.Remember to check the positions of components of other sys-tems on the fire-extinguishing checklist. It is possible that theprocedure for manipulation of the fire-extinguishing controlswas positioned low on the checklist so that the crew did not havetime to perform this function. Can the procedure be shortened?Why was the procedure unsuccessful in extinguishing the fire?

(f) Fire on the ground, no crash. The cause of the fire shouldbe determined to help prevent future fires of this type. Thefire sequence should be examined carefully to determinewhether it is possible to reduce the time needed to extinguisha fire, the time needed to detect a fire, and the time needed toisolate a fire.

(g) Fire inside hangar, no crash. The cause should be deter-mined to aid in developing prevention techniques. Once thecausal factor has been established, efforts to prevent this typeof fire can be successful. However, since the cause of this typeof fire usually is traced to human behavior, the proceduresused and their effectiveness should be noted carefully. Can theprocedures be made more effective?

(h) Fire — other (specify). This section addresses any othertype of aircraft accident. The causal factor should be deter-mined, and the extinguishing procedures used and the extentto which they were successful should be identified. Can theybe improved?

(i) In-water accident. The cause of the accident should bedetermined. It is important to describe the tactics, strategy,and equipment utilized to suppress fire and accomplish res-cue in these circumstances. Much can be learned from thisinformation.

(j) Other aircraft ground incidents. It is important todescribe other emergencies that necessitate an Aircraft Res-cue and Fire-Fighting (ARFF) response. Many times theprompt response of the ARFF prevents major aircraft damageand loss of life, and significant new response techniques aredeveloped as a result.



1999 Edition

Figure 3-1 NFPA Aircraft Fire Investigation Report Form (continues).

NFPA AIRCRAFT FIRE INVESTIGATION REPORT FORM

Report no. Date of report

GENERAL1. Aircraft Data

(a) Type of aircraft (b) Model no.

(c) Manufacturer of aircraft

(d) Type and number of engines (e) Registration no.

(f) Name of operator

(g) Purpose of aircraft use

(h) Flight route

(i) Other information

2. Location of Emergency

(a) Provide name of specific airport, if applicable, or city, nearest city, or nearest airport, stating distance factors and,

where applicable, compass directions

(b) Prepare grid map showing location of the accident site in relation to the fire station, the access route taken, andany significant features, such as runways, taxiways, aprons, roads, and water area. Include relationship of crashsite to city or airport.

(Fire Investigation 1 of 9)

Indicate gridcompassdirection

W

N

S

E

Indicate winddirection with

arrow andstate wind velocity

A B C D E F G

1

2

3

4

5

6

7

H I J K L M N O P Q R S T U V W X Y Z

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

3. Time Factors

(a) Date of accident (b) Local time Greenwich mean time



1999 Edition

Figure 3-1 Continued.

4. Type of Aircraft Accident (Check the appropriate items and elaborate on situation.)

(a) Crash, no fire ❏ Yes ❏ No Comments:

(b) Crash, immediately followed by fire ❏ Yes ❏ No Comments:

(c) Crash, followed by fire but with delay in ignition ❏ Yes ❏ No Comments (include time interval):

(d) Fire in air, fire extinguished in flight ❏ Yes ❏ No Comments:

(e) Fire in air, followed by crash and fire ❏ Yes ❏ No Comments:

(f) Fire on the ground, no crash ❏ Yes ❏ No Comments:

(g) Fire inside hangar, no crash ❏ Yes ❏ No Comments:

(h) Fire — other (specify):

(i) In-water accident ❏ Yes ❏ No Comments:

(j) Other aircraft ground incidents

5. Flight Factors (Check the appropriate items and elaborate on situation.) ❏ On airport ❏ Off airport

(a) Crash at takeoff ❏ Yes ❏ No Comments:

(b) Crash immediately after takeoff ❏ Yes ❏ No Comments (include altitude obtained):

(c) Aircraft in flight, power stall ❏ Yes ❏ No Comments:

(d) Aircraft in flight, explosion in air ❏ Yes ❏ No Comments:

(e) Aircraft in flight, fire in air ❏ Yes ❏ No Comments (include origin):

(f) Aircraft in flight, structural failure ❏ Yes ❏ No Comments (include structure):

(g) Collision with other aircraft while airborne ❏ Yes ❏ No Comments:

(h) Power on, collision with structure ❏ Yes ❏ No Comments (include type of structure):




1999 Edition


(i) Power on, collision with ground ❏ Yes ❏ No Comments (include type of terrain):

(j) Crash while landing (runway) ❏ Yes ❏ No Comments:

(k) Crash while making emergency landing (off runway) ❏ Yes ❏ No Comments (include type of terrain):

(l) Other (specify)

6. Weather Factors

(a) General weather conditions (b) Surface visibility miles/feet

(c) Wind direction Wind velocity/knots

(d) Ambient temperature °F °C Dew point °F °C

(e) Ice Snow Fog Dry Wet (f) Visibility distance

FIRE FACTORS1. Aircraft Fuel (Class B Fire)

(a) Quantity of fuel on board at time of accident Type of fuel

(b) Describe type of fuel spill

(1) Dimensions (2) Rate of fuel leakage

(3) Type of terrain (4) Soil conditions

2. Other Flammable Liquids (Class B Fire) ❏ Yes ❏ No Comments:

3. Combustible Metals (Class D Fire) ❏ Yes ❏ No Comments:

4. Ordinary Solid Combustibles (Class A Fire) ❏ Yes ❏ No Comments:

5. Other Combustibles Not Part of Aircraft ❏ Yes ❏ No Comments:

6. Oxygen Involvement ❏ Yes ❏ No Liquid Gaseous Solid (Generator)

7. Hazardous Materials/Dangerous Goods ❏ Yes ❏ No

Type and location

Comments:




1999 Edition


IGNITION SOURCE1. General Location of Probable Original Ignition Source (Describe evidence of ignition source.)

(a) Impact ❏ Yes ❏ No Comments:

(b) Power plants ❏ Yes ❏ No Comments:

(c) Aircraft electrical circuits ❏ Yes ❏ No Comments:

(d) Electrostatic sparks ❏ Yes ❏ No Comments:

(e) Other sources ❏ Yes ❏ No Comments:

2. Progress of the Fire

(a) Describe the progress of the fire from ignition to extinguishment

(b) Describe the path and speed of flame spread, the effect of structural breakup on flame spread, and the effect of

open exits on flame spread. Identify who opened exits and when they were opened

(c) Describe the extent and length of time of fuselage survivability after the impact

(1) Inspection of metal parts

(2) Fuel odors

(3) Pressurized containers

(4) Oxygen systems

(5) Smoke deposits

AIRCRAFT SAFETY SYSTEMS1. Did the aircraft have any fixed fire-extinguishing systems? ❏ Yes ❏ No

2. What type of system?

3. Specify extinguishing agent employed:

4. Was it used? ❏ Yes ❏ No What effect did it have on the fire?

5. Were aircraft hand-operable fire extinguishers available? ❏ Yes ❏ No Were they used? ❏ Yes ❏ No

6. State effectiveness

7. Did the aircraft have fire alarm and detection equipment installed? ❏ Yes ❏ No

8. Which type?

Did they operate? ❏ Yes ❏ No

9. Other information:




1999 Edition



EMERGENCY NOTIFICATION1. How long after the accident occurred was it discovered?

2. Who discovered it?

3. Who dispatched the fire alarm?

4. How was the fire alarm transmitted? Box Telephone Radio Observed

Other

5. Was the location of the accident accurately described? ❏ Yes ❏ No

6. If not, indicate the reason and describe the effect on any related delay in the response of the ARFF

7. What were the fire and evacuation conditions at the time of arrival of the ARFF?

8. Time Factors

(a) If emergency preannounced, from announcement to touchdown (impact): minutes

(b) If emergency not preannounced, from accident/incident to alert of the ARFF services: minutes

(c) From alert to the arrival of the major vehicles: minutes

(d) From arrival of the ARFF to fire under control: minutes

(e) From arrival of the ARFF to rescue operations commencing: minutes

(f) From arrival of the ARFF to rescue operations terminated: minutes

(g) From arrival of the ARFF to extinguishment of the fire: minutes

(h) From extinguishment of fire to return to service: minutes

(i) List any factors that affected the response time of the ARFF

9. Remarks

AIRCRAFT AND FIRE-FIGHTING SERVICES

1. Vehicles and Staffing

Brand name and manufacturer

Date of procurement

Model/year of manufacture

Agent capacity: ❏ gal ❏ L

Foam

Water

Dry chemical

Halon

Other

Vehicle 5Vehicle 4Vehicle 3Vehicle 2Vehicle 1



1999 Edition



Agent discharged: ❏ gal ❏ L

Foam

Water

Dry chemical

Halon

Other

Manpower assigned

Number of turrets

Turret flow rate(s) and pattern

1

2

Time vehicle dispatched

Response time to scene

Distance traveled

Time returned to service

Terrain conditions

Ice

Mud

Snow

Steep slopes

Sand

Other

Communication equipment

Radio

Cellular phone

Fax

Aircraft headphones

Bullhorn

Remarks

(a) Were any vehicles out of service at the time of the accident?

(b) List type and reason for lack of availability

(1)

(2)

(3)

Vehicle 5Vehicle 4Vehicle 3Vehicle 2Vehicle 1



1999 Edition


3. Fire-Fighting Operations

(a) Were vehicles replenished with water? ❏ Yes ❏ No

(b) Source: Tankers Hydrants Drafting Relay pumping

(c) Describe details of resupply operation

(d) Were vehicles replenished with foam? ❏ Yes ❏ No

(e) Source: 5-gallon cans Barrels Tanker on-site Tanker at firehouse

(f) Was agent replenishment a factor that impaired the fire suppression operation? ❏ Yes ❏ No

If yes, explain

(g) Describe the fire-fighting strategy and tactics in detail

(h) Describe problems encountered

(i) Describe lessons learned and verified by experience

(j) Training

(1) Training to NFPA 1001, Standard for Fire Fighter Professional Qualifications, and NFPA 1003, Standard for Airport Fire Fighter Professional Qualifications ❏ Yes ❏ No

(2) Date of last live fire (3) Date of last cabin interior drill

(4) Date of last aircraft pre-planning exercise on affected aircraft

(k) Clothing

(1) Type of protective clothing used

(NFPA 1976, Standard on Protective Clothing for Proximity Fire Fighting) Proximity

(NFPA 1971, Standard on Protective Ensemble for Structural Fire Fighting) Structural

(l) Self-contained breathing apparatus (SCBA)

(1) Was it used? ❏ Yes ❏ No (2) Which type?(Fire Investigation 7 of 9)

2. Fire-Extinguishing Agents Used

(a) Total Agents and Quantities Applied: ❏ gal ❏ L

Control (Q1)

Dry chemical

Halon

Foam

Other

Type Extinguish (Q2) Handlines Overhaul (Q3)

(b) Handline Utilization

External use

Interior use

Numberof

Lines

Sizeof

Lines

Flow RateHoseline(s):

❏ gpm ❏ L/minHandline Size

Hoseline(s)Nozzle-TypeHoseline(s)

ManpowerHoseline(s)

#1 #2 #3 #1 #2 #3 #1 #2 #3 #1 #2 #3



1999 Edition


Passengers

Crew

Other

OccupantsTotal onBoard

EvacuatedUnaided Extricated

MedicalPriority 1

MedicalPriority 2

MedicalPriority 3 Fatalities

Remarks

HUMAN FACTORS1. Personnel Table

4. Grid Map of the Accident

(a) Draw a diagram showing the positioning of the ARFF equipment in relation to the aircraft and includingsignificant features such as fuel spills, escape routes, unusual terrain, water supplies, and buildings.


Indicate gridcompassdirection

W

N

S

E

Indicate winddirection with

arrow andstate wind velocity

A B C D E F G

1

2

3

4

5

6

7

H I J K L M N O P Q R S T U V W X Y Z

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26



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2. Number of Casualties

(a) Number who died as a result of this accident?

(b) Number who died as a result of burns?

(c) Number who died from suffocation?

(d) What special factors are important regarding occupants (e.g., number thrown clear of the wreckage, rescue

difficulties due to location of occupants, type of injuries, etc.)?

3. Describe Evacuation, Number of Rescue Personnel, Exits Used, Break-In Areas Used

4. Time Required to Accomplish Rescue and Removal of the Occupants

5. Time Required to Control the Fire: minutes Time Required to Extinguish the Fire: minutes

For questions regarding the form, call NFPA at (617) 984-7403.

Please send completed form to

NFPA Fire InvestigationsNational Fire Protection Association

1 Batterymarch ParkP.O. Box 9101

Quincy, MA 02269-9101

fax: (617) 984-7110e-mail: [email protected]



1999 Edition

Figure 3-1.1.1 Example of the aircraft data section of the NFPA Aircraft Fire Investigation Report Form.

Figure 3-1.1.2 Example of a grid map detailing the terrain of theaccident location.

3-1.1.5 Flight Factors. Observation of various flight factorsprior to, during, and subsequent to initiation of an aircraft firecan supply information that leads to possible changes in pro-cedures, structures, and so forth, that might prevent reoccur-rence. Some pertinent flight factors include the following.

(a) Crash at takeoff. What was the point in the takeoff rollat which the crash occurred? Had power been reduced? Whatwas the configuration of the flaps, gear, and so forth?

(b) Crash immediately after takeoff. What was the approxi-mate maximum altitude reached? What was the configurationof the flaps, gear, and so forth? Had power been reduced?What were the changes in the heading (if any) of the aircraft?Was any smoke or flame emitting from the aircraft? If so, fromwhere and at what point in time?

(c) Aircraft in flight, power stall. Was the aircraft involved inany abrupt pull-up? Was power still being applied?

(d) Aircraft in flight, explosion in air. Was there any explo-sion while in the air? If so, when? Take care to differentiatebetween explosions and other sounds. For example, a break-ing spar can sound exactly like an explosion.

(e) Aircraft in flight, fire in air. If a fire during flight was sus-pected, what indications, such as smoke or flame, were

present? From what portion of the aircraft? The location ofthe smoke emissions from an aircraft often can provide a valu-able clue to that checklist procedure last performed by thecrew before fire occurred. What color and how intense was thesmoke? Describe the color of the smoke as it relates to every-day items (e.g., white as a bed sheet, gray as newsprint, etc.).

(f) Aircraft in flight, structural failure. In which phase offlight was the aircraft (e.g., takeoff, initial climb, cruise, etc.)?Which structure failed and when? In what manner? Was firepresent? Did the fire occur before or after the structural fail-ure?

(g) Collision with other aircraft while airborne. In this situa-tion, the main focus of attention should be the relative anglebetween the two aircraft as they approached each other.

(h) Power on, collision with structure. At what phase of flightdid the collision occur (e.g., takeoff, initial climb-out, landing,etc.)? At what altitude above the ground did the collisionoccur?

(i) Power on, collision with ground. In which phase of flightwas the aircraft? What was the angle of impact? Describe thetype of terrain and surface characteristics (e.g., ditches,embankments, etc.).

(j) Crash while landing (runway). Did the crew give anywarning of any unusual condition? Was any unusual conditionevident from the ground? At what phase of the landing did thecollision occur (e.g., prior to touchdown, during rollout, dur-ing taxi, etc.)?

(k) Crash while making emergency landing (off runway). Whatwere the indications regarding the type and nature of theemergency? In what type of terrain was the landing attempted?In what phase of the landing did the crash occur?

(l) Other. If none of the flight factors apply, describe thesituation.

3-1.1.6 Weather Factors. The information needed regardingthe weather is as follows.

(1) General weather conditions. What was the general weathercondition (e.g., rain, fog, ice, snow, etc.)?

(2) Surface visibility in miles. What was the runway visibility(RVR)?

(3) Wind direction and velocity in knots.(4) Ambient temperature and dew point in °F or °C. Specify mea-

surement used.(5) Ice, snow, fog, dry, wet.(6) Visibility distance.

GENERAL1. Aircraft Data

(a) Type of aircraft (b) Model no.

(c) Manufacturer of aircraft

(d) Type and number of engines (e) Registration no.

(f) Name of operator

(g) Purpose of aircraft use

(h) Flight route

(i) Other information

Aircraft AAA

Provide any additional, appropriate information regarding this aircraft or flight not indicated previously.

Aircraft Company, Los Angeles, California3 N304

Series 000

OK AirlinesThe aircraft was on a charter flight for the World’s Sport Society.

Chicago to Los Angeles via airways

18184'

27274'

36304' 661'

Elev. 593'

Elev. 603'

Elev. 592'

3800

'

667'

9094'

✪

668'6498'

Fire house673'

663'

Elev. 609'

Accident site

Example

681'

45-43

Feet 0 1000 2000 3000 4000 5000

663'

45-44

87-0587-0687-07

45-44



1999 Edition

3-1.2 Fire Factors.

3-1.2.1 Aircraft Fuel (Class B Fire). The information regard-ing fuel is as follows.

(a) Quantity of fuel on board at time of accident. The quantityof fuel carried by the aircraft at the time of the incident/acci-dent and an accounting of its status during and after the timeof impact (if any) and fire (if any) are important in evaluatingthe effectiveness of the fuel tank construction and installationin minimizing fire hazard factors. Provide the quantities in gal-lons, pounds, kilos, or liters, specifying the unit used.

(b) *Describe type of fuel spill and effect of terrain and soil condi-tions on fuel spill. The dimensions of the fuel spill area insquare feet at time of ignition should be estimated, and thesequence of fire growth should be recorded from that time ofignition. This information should include the rate of fuel leak-age from tanks or broken fuel lines and the rate of growth offuel spill area. Did the scope of the terrain affect fuel runoff?

3-1.2.2 Other Flammable Liquids (Class B Fire). In the com-ments section, describe the part that engine oil, hydraulicfluid, alcohol, and so forth, played in the fire (pertinent onlywhen original combustible or primary amount of fuel isinvolved). It is common knowledge that other special purposeliquids carried aboard aircraft are not only combustible butcan be destructive to foams that are likely to be used to extin-guish the main fuel fire. Although the quantities of these liq-uids are small in comparison with the quantity of fuel load,their presence should be treated as a clue to any effectivenessdeficiency in the extinguishing agents used.

3-1.2.3 Combustible Metals (Class D Fire). In the commentssection, describe the role of combustible metals as possibleignition source or continuing source of ignition (list types ofmetals involved). What was the effect on fire control? Magne-sium and titanium are the only metals likely to be encounteredas factors in an aircraft fire. Metals usually are not the cause oflarge fires. However, metals can create severe problems in afire situation, since not only are they difficult to extinguish,but the usual agents, water and water-containing agents (e.g.,foam), aggravate and often spread the burning metal. Themetals themselves rarely self-ignite, but friction sparks result-ing from their contact with the runway surface usually ignitefuel from any leaks in their vicinity. Metal fires usually are dueto prolonged heating by the flames of liquid fuel fires or arethe result of the friction of metals in contact with the runway.Titanium fires rarely occur.

3-1.2.4* Ordinary Solid Combustibles (Class A Fire). In thecomments section, describe the role of solid combustibles(e.g., baggage, cargo, personal effects, cabin interior furnish-ings, etc.) as the original ignition source, the original combus-tible involved, or in terms of their effect on fire control. Firesburning in ordinary materials of construction, such as wood,cotton, rubber, synthetics, and so forth, are Class A fires.These fires normally are extinguished by water or foam andpose no special problem, except that they might be hiddenand inaccessible to the fire fighter and, therefore, can consti-tute a constant reignition point for the flammable vapors.

3-1.2.5 Other Combustibles Not Part of Aircraft. In the com-ments section, describe the role of other combustibles (e.g.,trees, grass, brush, vehicles, structures, etc.) as the original igni-tion source, the original combustible involved, or in terms oftheir effect on fire control.

3-1.2.6 Oxygen Involvement. In what state was the oxygen?

3-1.2.7 Hazardous Materials/Dangerous Goods. In the com-ments section, include any hazardous materials carried on theaircraft and their effect on the fire. Etiological factors are cov-ered in Chapter 4.

3-1.3 Ignition Source.

3-1.3.1 General Location of Probable Original IgnitionSource. Ignition factors can be divided into four basic groups,as follows.

(a) Impact — frictional sparks, striking power lines, and soforth. The source of original ignition quite frequently is otherthan the aircraft itself. Ignition can result from a friction sparkthat occurs on impact or possibly from power lines or the land-ing area lighting system. When conducting investigations, aserious effort should be made to determine the cause of igni-tion. Each aircraft accident exhibits evidence of several igni-tion sources and usually more than one fire factor. Thesources and factors of greatest concern are those that causesustained fire progression.

A close examination of the ground that runs from the air-craft back along the skid path, and even beyond the point ofinitial ground contact, is necessary to determine the point atwhich ignition occurred. This examination also helps deter-mine whether fire was present prior to actual touchdown. Dis-coloration or charred material found in this area should beexamined closely to attempt to determine the type of materialburned and its possible location relative to the construction ofthe aircraft. Such material might consist of cabin furnishings,gear components, engine components, and so forth. Unlikestructural buildings, where fire loads are somewhat static, theoriginal ignition source in aircraft fires is not found necessar-ily in the areas where the most severe burning occurs. Infor-mation included in the report should describe the point ofsustained ignition in relation to its position on or in the air-craft.

(b) Power plants. In aircraft accidents where impact forcesare extremely excessive, the aircraft power plants generallyprovide the initial ignition of aircraft fuel loads. For this rea-son, every attempt should be made to determine the damageto, as well as any movement of, the engines during and afterinitial impact. Ignition generally takes place when enginesbecome torn loose, severing fuel and electrical power lines.This potential for ignition from aircraft power plants is espe-cially true of the turbine engine, as it remains extremely hotinternally and continues to rotate for a period of time afterimpact.

(c) Aircraft electrical circuits. The next most common fireignition results when electrical lines are severed in a fuel vaporatmosphere. Every effort should be made to examine brokenwires and circuit breaker panels to discover possible causes ofignition, keeping in mind that there should be a source offlammable vapor or exposed combustibles in the area of thearcs, sparks, or heat if a fire was caused by such an ignitionsource. Examination of aircraft batteries also should beincluded in this investigation.

(d) Electrostatic sparks. These sparks often can be the causeof the original ignition source, since the aircraft itself, or por-tions of the aircraft that become separated during impact,builds up an electrostatic charge while moving through the airand might discharge this residual energy upon contact withthe ground.

(e) Other sources. What other sources of ignition not cov-ered previously caused the fire?



1999 Edition

3-1.3.2 Progress of the Fire. The information regarding theprogress of the fire is as follows.

(a) Describe the progress of the fire from ignition toextinguishment. Once the point of sustained ignition is deter-mined, a close examination of the burn pattern, together witha study of the aircraft construction, should provide a fairlyclear picture of how the fire propagated prior to fire extin-guishment action. In many cases, the fire-fighting effortsthemselves cause fire extension in unusual patterns. Thesepatterns generally can be distinguished from normal fire pro-gression by the presence of extinguishing agent residue in theburn deposit. Note that normal fire behavior causes upwardextension of the fire more rapidly than it causes lateral exten-sion. Most materials, when burned or heated, become subjectto air currents, and a close examination of the burn area pro-vides an indication of fire travel by the manner in which thecharred material is curved.

At this point in the investigation, it is especially helpful tohave an understanding of the temperature at which differentmetals melt or support combustion. It also is important tounderstand that fire can progress by radiation, convection,and conduction. Due to the aircraft construction, fire progres-sion usually occurs by all three of the preceding methods.

The most accurate account of fire progression usually canbe obtained from eyewitnesses. However, during questioning,it is important to remember that each witness is likely to pro-vide a different version of any given circumstance. No assump-tions should be made until statements from severaleyewitnesses have been received. Reported information thenshould be based on those facts most strongly supported by allof the accounts.

When filling out the report form, chart the fire progressionas closely as possible from the time of initial touchdown or sus-tained ignition. The progression should be recorded in min-utes and seconds. This recording provides a more completeaccounting of the fire progression. Also, attempt to determineany unusual problems encountered during fire extinguish-ment operations.

(b) Describe the path and speed of flame spread, the effect of struc-tural breakup on flame spread, and the effect of open exits on flamespread. Identify who opened exits and when they were opened. Theseitems are somewhat self-explanatory, and the answers can beobtained during the normal course of the investigation. Inter-rogation of survivors and eyewitnesses is the most reliablesource of this information, but care should be taken in evalu-ating this information from individuals who are closelyinvolved. Where possible, the most satisfactory method ofdetermining time factors for specific conditions is to have per-sons furnishing factual information recreate their actions, asmost people lose the awareness of time during emergency sit-uations. If possible, survivors should recreate their actionsduring the accident while inside an aircraft of identical typeand configuration. In reporting on this phase of the investiga-tion, it is best to furnish a sketch of the aircraft and identifyexits and other points of reference by use of a numbering sys-tem or other suitable means.

(c) Describe the extent and length of time of fuselage survivabilityafter the impact. This factor is subject to many variables, such astoxic gases, extent of carbon monoxide contamination, per-centage of oxygen in the cabin, and temperature gradients. Acomplete laboratory analysis should be done on burn tests ofthe cabin interior materials to determine the toxicity of fumes.It is especially helpful to furnish a diagram of the cabin config-uration showing those seats occupied at the time of impact.

The diagram also should show the location of any fatalitiesand indicate those found in their original seat location. Thesurvivors and flight attendants are the best source of this infor-mation, and an attempt should be made to determine howmuch time elapsed after impact before the last known survivorevacuated the aircraft. Investigation of fire origin and progres-sion through the cabin also are very helpful in determiningthis time lapse. Examination of the items that follow will bebeneficial in determining the preceding factors.

(1) Inspection of metal parts. A close investigation of metalparts involved in the fire area provides information onthe severity and temperature of the fire. A basic knowl-edge of melting temperatures of various metals is neces-sary to establish temperatures. Since most aircraft metalsare lightweight, they become subject to air currents whenthey are heated or reach the fluid state.

(2) Fuel odors. During the investigation, check all areas of theaircraft for residual fuel odors to determine the extent offuel spread. This inspection is especially important in thebaggage and cabin areas. Regardless of the extent ofburnout, if fuel was present, the charred remains willhave produced some trace of fuel odor.

(3) Pressurized containers. Many types of pressurized contain-ers can be found in the personal effects aboard the air-craft as well as in the ordinary furnishings in the cabinarea. Where pressure has been released during fire,unusual burn patterns can be detected. These burn pat-terns provide an indication of free-burn areas as well asexcessive temperatures that can cause exterior venting.

(4) Oxygen systems. Both fixed systems and walk-around oxy-gen bottles contribute greatly to cabin burnout. Thesesystems should be located and identified before a fullappraisal of the fire behavior is reported.

(5) Smoke deposits. During the investigation, various types ofsmoke and ash deposits will be encountered. Any unusualdeposits of these materials should be inspected carefullyand analyzed to determine the type of material thatcaused the burn. Foreign material deposits in these areasalso should be noted.

3-1.4 Aircraft Safety Systems.

3-1.4.1 Did Aircraft Have Any Fixed Fire-ExtinguishingSystems? All transport category aircraft, as well as some lighttwin aircraft, have such systems. Most single-engine types donot.

3-1.4.2 What Type of System?

3-1.4.3 Specify Extinguishing Agent Employed. Most modernaircraft are equipped with bromotrifluoromethane (halon1301) systems, which discharge by remote control from thecockpit into the fire zone of each engine by selection. Someaircraft also discharge agent into baggage bins, but most donot. Other agents that might be used are carbon dioxide(CO2), chlorobromomethane (CB or CBM), or bromochlo-rodifluoromethane (halon 1211-BCF). The investigatorshould obtain all necessary details of the system installedfrom the fire-extinguishing equipment manufacturer.

3-1.4.4 Was It Used? What Effect Did It Have on the Fire? Ifpossible, determine sequence of events and the answers tothese questions from conversation with crew. Sequenceshould include the time from fire alarm or detection to dis-charge of agent and the effect of agent on fire. Was entirequantity of airborne agent used on fire? If fire continued, indi-



1999 Edition

cate time from discharge to landing or impact. Describe air-borne progression of fire. If crew is not available, determinefrom examination of aircraft or remains the position of thefire discharge controls, whether or not extinguishing agentcylinders are empty, and so forth.

3-1.4.5 Were Aircraft Hand-Operable Fire ExtinguishersAvailable? Were They Used?

3-1.4.6 State Effectiveness. These questions apply only to fireoriginating in a cabin or in accessible baggage bins.

3-1.4.7 Did the Aircraft Have Fire Alarm and Detection Equip-ment Installed?

3-1.4.8 Which Type? Did They Operate?

3-1.4.9 Other Information. Is there any other informationpertinent to the aircraft fire detection and extinguishingsystem?

3-1.5 Emergency Notification.

3-1.5.1 How Long After the Accident Occurred Was ItDiscovered? If there was uncontrolled ground fire, the inves-tigator’s job is made more difficult by destruction of possibleevidence and the obscuration and masking of existing evi-dence. If exact time is not available, a close approximationlater in the investigation helps significantly in determiningburn times and effect on the evidence.

3-1.5.2 Who Discovered It? The time lapse between theoccurrence of an accident and its discovery is a factor of someimportance to the investigating team. Many aircraft accidentsare discovered after it is too late. The reasons — weather con-ditions, aircraft out of fuel, isolated areas, and loss of commu-nication with the aircraft — vary. The discovery of an accidentby other aircraft notification or by survivors ultimately can beof great value to the investigator.

3-1.5.3 Who Dispatched the Fire Alarm? What was the agencythat ordered ARFF equipment to respond?

3-1.5.4 How Was the Fire Alarm Transmitted? It is importantfor the investigator to find out from reliable sources who initi-ated the alarm and how [e.g., box, telephone, radio, observed,other (specify)] it was transmitted. Many airports have amutual aid agreement with local fire authorities wherebyalarms are transmitted by a “hot line” connected directly tothe fire department alarm station for use in the event that out-side help is needed by the airport crash and rescue crew.

3-1.5.5 Was Location of the Accident Accurately Described? Ifnot, indicate the reason and describe the effect of any relateddelay in fire and rescue service. The investigator should beinformed of the accuracy or inaccuracy of the original descrip-tion of the accident location. In cases where an inaccuratelocation has been provided, valuable response time has beenlost. It is then necessary to investigate the reason for the delayin the response.

3-1.5.6 If Not, Indicate the Reason and Describe the Effect ofAny Related Delay in the Response of the ARFF. What werethe consequences of erroneous response information?

3-1.5.7 What Were the Fire and Evacuation Conditions at theTime of Arrival of the ARFF? The fire and evacuation condi-tions at the time of the arrival of the rescue units are highly sig-nificant in the final analysis of the accident. These conditionscan indicate the extent of fire, complete engulfment by fire,presence of interior or exterior fires, type of odors, smoke,

and evacuation status of passengers. Were passengers evacuat-ing, not evacuating, or was evacuation complete on arrival ofrescue equipment?

3-1.5.8 Time Factors. Time factors should be determined asprecisely as possible from the records, flight crew, fire depart-ment, air traffic control tower, and Air Traffic Control (ATC),and so forth. After analysis, the investigator should be able todetermine the effectiveness of each phase of the operation.Include response time of ARFF vehicles from alarm to arrivalat the scene and number of vehicles with very high frequency(VHF) communications. Also include response interferencefactors (e.g., weather, traffic, terrain) and those that affectedthe response time of the ARFF vehicles such as weather, dis-tance from fire house, terrain, and access roads.

3-1.5.9 Remarks. Include all conclusions drawn by the datacollector after analysis of the detection and alarm system usedand the time factors involved. If any time factors seem implau-sible, the data collector should request a simulation or rerun.

3-1.6 Aircraft Rescue and Fire-Fighting Services.

3-1.6.1 Vehicles and Staffing. This table should be filled outcarefully by the investigator working in coordination with thefire department. It provides information on the effectivenessof particular vehicles and the physical details of the operationand not only is useful in assessing effectiveness for the partic-ular fire but serves as documented experience for study by allRFF services. Make certain to note condition of each vehicle inthe remarks section. Note any injuries to RFF personnel dur-ing this operation as well as details of the use of any airport-based medical vehicles. The quantities provided in the tableshould be expressed in national units of measure of stateinvolved.

3-1.6.2 Fire-Extinguishing Agents Used. This section shouldbe filled out carefully by the investigator working in coordina-tion with the fire department. This section is used to assess theoverall effectiveness of the fire department by determiningquantities of agents used, discharge rates and time, and orderof agent use. In the remarks section, note any effect agentshave had on one another. Note specifications and type ofagents used and the quality of agent produced. Fire fighterson duty during the operation should be questioned regardingany deleterious effects on the foam blanket due to any otheragents used. The quantities provided in this section should beexpressed in national units of measure of state involved. In thepast, agent quantities were determined from fire ground testsand previous experience, since detailed accident data wasunavailable.

In order to justify the following agent quantity formula, itis essential that the following data be available:

Q = Q1 + Q2 + Q3

where:Q1 = water quantity for control of the fireQ2 = water quantity used for extinguishmentQ3 = water quantity used by handlines and for mainte-

nance (overhaul) operations

3-1.6.3 Fire-Fighting Operations. Describe conduct of fire-fighting operations after arrival of equipment. After question-ing the fire department, reconstruct the operational details inchronological order. Briefly describe the extent of the blaze,effect of the fire-fighting operation, start of evacuation, andcompletion of rescue and control of the fire situation. If the


NFPA DISASTER RESPONSE REPORT FORM 422–19

1999 Edition

fire attack was interrupted by a lack of replenishment water,note the reason for the delay. Include a description of prob-lems encountered and lessons learned.

The following three sections include questions regardingthe training and equipment of fire fighters.

(j) Training. It is important to ensure adequate andproper training by maintaining records on the type and fre-quency of training and the most recent training evolutionemploying hot drills, cabin interior drills, and aircraft pre-fireplanning. Lack of sufficient training is a significant factor inthe improper use of existing ARFF equipment.

(k) Clothing. The type of protective clothing utilized forfire suppression is significant, since NFPA 1500, Standard onFire Department Occupational Safety and Health Program, man-dates a minimum level of personal protective equipment forARFF.

(l) Self-contained breathing apparatus (SCBA). Recording theuse of SCBA and the type utilized establishes statistics thatdefine the levels of personal protective equipment used tosuppress ARFF fires.

3-1.6.4 Grid Map of the Accident. Sketch the details sug-gested in the fire report on a separate sheet of paper. Whensatisfied that all details are included, transfer the sketch to thegrid map. In the explanatory remarks, explain all details of thediagram that are necessary.

3-1.7 Human Factors. It is vitally important when analyzingan aircraft accident involving fire to obtain as much informa-tion as possible on the occupants of the aircraft. Improved air-craft structures and rescue techniques can result. Therefore,as many details as possible should be obtained by investigators.The coordinated effort of the entire investigation team shouldbe used in this area.

3-1.7.1 Personnel Table. After consultation with those whoparticipated in the rescue of personnel, the investigatorshould fill out this table carefully. If possible, a seatingarrangement showing the location of passengers and crewprior to the accident, including gender and whether child oradult, should be obtained.

3-1.7.2 Number of Casualties. The investigator should createa seating arrangement chart indicating the status of passen-gers and crew during and after the accident (e.g., injury,burns, fatality, escaped unaided, rescued by fire and rescuepersonnel). Provide causes for all fatalities such as burns,asphyxiation, impact, and so forth.

3-1.7.3 Describe Evacuation, Number of Rescue Personnel,Exits Used, Break-In Areas Used. Extensive questioning offlight crew and passengers should help the investigator in thisdescription. Include the extent of briefing and preplanning, ifknown.

In this section, also include information regarding the fol-lowing questions.

(1) Had occupants begun evacuation or were they waiting tobe rescued?

(2) Had flight crew been able to complete emergency shut-down drills?

(3) Were passengers or crew able to operate escape hatchessatisfactorily?

(4) Was sufficient marking and lighting available to facilitateevacuation?

(5) Describe in detail any difficulties encountered in evac-uation.

3-1.7.4 Time Required to Accomplish Rescue and Removal ofthe Occupants. In this section, include information regard-ing the following questions.

(1) Did occupants respond to orders from rescue crews?(2) Which emergency exits were used during evacuation?

Did they function properly, or were they damaged byimpact or fire?

(3) Were aircraft crew able to assist in the rescue? If so, towhat extent?

(4) How many persons used each means of egress?

3-1.7.5 Time Required to Control the Fire? Time Required toExtinguish the Fire? Describe in detail whether passengerand crew evacuation delayed extinguishing of fire. Smolder-ing and small spot fires not affecting rescue should not beincluded in this time factor.

3-2 Distributing the Report. Copies of each report should besent to the appropriate government authorities involved in theinvestigation. When released by these authorities, reportsshould be sent to the following organizations:

International Civil Aviation Organization1000 Sherbrooke Street, WMontreal, Quebec, Canada H3A 2R2Fire Analysis DepartmentNational Fire Protection Association1 Batterymarch ParkP.O. Box 9101Quincy, MA 02269-9101 U.S.A.

Other concerned qualified authorities are the U.S. AirForce, U.S. Navy, U.S. Flight Safety Foundation, and so forth.

Chapter 4 NFPA Disaster Response Report Form

4-1 Using the Report. The following instructions providedetailed information on how to complete the NFPA DisasterResponse Report Form (see Figure 4-1), which is reproduced inthis guide. The numbering of Chapter 4 corresponds directlyto the numbered questions on the report. Each question canbe identified by bold type and is followed by instructions onanswering the question.

4-1.1 Data Collection. The information needed to completethis report can be obtained from the FAA, airline or aircraftowner or their representatives, and representatives of theresponding services.

4-1.2 Disaster Plan. A copy of the plan should be obtained.This provides the investigator with access to the telephonecontacts necessary for obtaining details on the effectiveness ofthe response and a critique of the most recent exercise.

4-1.3 Alarm Notification. How was the alarm received?

4-1.4 Response Times. Response times have a direct bearingon the entire rescue operation. The times usually are reportedto the chair of the National Transportation Safety Board(NTSB) Human Factors Group during interviews with theresponding agencies. Response times often are recorded ontapes maintained by the airport tower, fire departments, andemergency services. Where recorded times are not available,more than one source should be used for verification.



1999 Edition

Figure 4-1 NFPA Disaster Response Report Form (continues).

NFPA DISASTER RESPONSE REPORT FORM

Aircraft no. Flight no. Type of aircraft

Aircraft operator Date of accident

DATA COLLECTION1. Number of Occupants Cockpit crew Cabin crew Passengers

2. Other Persons Involved and Location

3. Number Occupants Escaped Unaided, Uninjured

4. Number Occupants Escaped Unaided, Ambulatory Injured

5. Number Rescued

6. Number of Trauma-Related Fatalities Fire/Smoke-Related Fatalities

7. Other Fatalities 8. Time Last Survivor Was Evacuated

DISASTER PLAN1. Date of Last Revision 2. Date of Last Inspection

3. Is Plan Current? ❏ Yes ❏ No If not, why?

(a) Incorrect telephone numbers

(b) Incorrect radio frequencies

(c) Incorrect agencies, names, etc.

4. Date of Last Full-Scale Exercise

5. Date of Last Tabletop Exercise

6. Did All Responding Agencies Participate in the Exercises? ❏ Yes ❏ No If not, explain

7. Dates of Any Mini Exercises in Last Two Years

8. Review of Mutual Aid Agreements

ALARM NOTIFICATION1. How Was Alarm Received?

(Disaster Response Report 1 of 6)

RESPONSE TIMESLocal Time Local Time

1. Time of Accident 4. Disaster Plan Activation

2. Initial Notification of ARFF 5. Triage Initiated

3. Arrival of ARFF 6. First Casualty Transported to Hospital



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(a) How were these vehicles utilized?

(b) Primary fire fighting Tankers Rescue

(c) Standby for continuing flight operations

(d) Other

2. Helicopters

(a) Were helicopters used during the emergency? ❏ Yes ❏ No

(b) To locate accident site? ❏ Yes ❏ No

(c) To control traffic? ❏ Yes ❏ No

(d) To transport casualties to hospital? ❏ Yes ❏ No

(e) Record the owner and/or operator of each helicopter and the arrival time

(1) Helicopter 1

(2) Helicopter 2

(3) Helicopter 3

RESPONDING AGENCIES1. Mutual Aid Fire Services (use extra sheet if number exceeds ten)


Local Time Local Time

7. Arrival of Mobile Command Post 12. Arrival of Mutual Aid Fire Service

8. Arrival of First Medical Services 13. First Casualty Transported to Hospital

9. Arrival and Transportation for Uninjured 14. First and Last Vehicle Arrived at Hospital

10. Arrival of First Ambulances 15. Last Casualty Transported to Hospital

11. Arrival of Police/Security Services 16. Response Terminated

Agency Vehicle Type Time of Arrival Water Foam Other

Amount of AgentCarried: ❏ gal ❏ L



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(4) Helicopter 4

3. Civil Defense

4. Military

5. Police

6. Sheriff/State Patrol

7. Airline/Airport Personnel

8. Ambulance Services

(a) Total medical personnel Doctors Nurses EMTs ALS BLS

9. Other Responders

RESCUE OPERATION1. Mobile Command Post (MCP)

How long after the accident was the MCP ready to assume control of the operation?

2. Who was the on-scene commander?

(a) Was the incident command system (ICS) used? ❏ Yes ❏ No (b) If yes, were there problems?

3. Was the MCP power-driven or trailer?

4. Was the MCP easily recognizable? ❏ Yes ❏ No

How? Lights Balloons Other

5. Was communication with responding agencies adequate? ❏ Yes ❏ No

(a) How? Radio Telephone Wireless telephone Fax Other

(b) Problems with communication?

6. Was an emergency operations center available? ❏ Yes ❏ No

Owner/Operator

Number MedicalPersonnelProvided

PatientCapacity

Arrival Timeat Scene

Used/Not Used



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2. How were the injured but ambulatory treated? First aid at site Transported to hospital

3. What provisions were made for the uninjured/ambulatory?

(a) Transported to the terminal by bus Other

(b) Provided with: Telephones Food Drink

4. What provisions were made for the fatalities? Body bags available Temporary morgue

Other

5. Were the services of the following available?

Coroner Clergy Post office Customs Red Cross

TRIAGE1. Who initiated the triage operation?

2. Who conducted the triage operation?

3. Where was the triage operation set up in relation to the accident?

Describe location showing ambulance arrival and departure routes

4. Were emergency medical supplies available at the site?

5. Was terrain or weather a problem? ❏ Yes ❏ No If yes, describe

6. Were ambulance arrivals/departures controlled in an orderly manner?

7. Arrival time of first: Doctors EMTs Nurses

8. What were the weather conditions at the accident site? Temperature Wind direction

Wind velocity Precipitation Visibility

9. How were the victims tagged?

MEDICAL SERVICES1. Hospital Distribution


Name of HospitalNumber ofCasualties

ArrivalTime

Distancefrom IncidentType



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POLICE/SECURITY1. Who provided the police services? Airport County State City

2. Describe problems encountered regarding airfield/site access in detail

3. Was highway traffic control adequate for the responding agencies? ❏ Yes ❏ No

Were there any street closure plans implemented? ❏ Yes ❏ No If yes, describe

4. Was the news media access coordinated? ❏ Yes ❏ No How?

5. Was crowd control maintained? ❏ Yes ❏ No How?

6. Who provided vehicle escort for accidents on the airport premises?

Airport police Airport authority Other

7. How long after the accident was the crash site secured? How?

8. Were off-airport emergency services informed of staging areas and rendezvous points? ❏ Yes ❏ No

GENERAL1. Which types of heavy equipment and shoring materials were available for extrication purposes?

2. If a hazardous materials team was needed, describe problem involved

3. Were all responders easily identified? ❏ Yes ❏ No How? Vests Hats Armbands Uniforms

WATER ACCIDENTS1. Water Rescue Equipment


AgenciesPassengerCapacity

ResponseTimeSizeType



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(a) What was the method of response to the accident?

Boats Amphibious vehicles ARFF vehicles Swamp buggies

(b) Time and distance to reach accident scene

2. Were surviviors equipped with aircraft flotation equipment?

Life vests Slides Rafts Seat cushions

3. What flotation equipment was transported to the scene? Rafts Platforms Life vests

4. Indicate weather and water conditions Water: Smooth Choppy Rough Temperature

Air temperature: °F °C Other factors affecting rescue operations

5. Describe any problems locating aircraft

6. Underwater search and recovery

7. Resuscitation of hypothermia victims due to near-drowning in cold water? ❏ Yes ❏ No

Remarks

Name

Representing

Telephone contact Date


For questions regarding the form, call NFPA at (617) 984-7403.

Please send completed form to

NFPA Fire InvestigationsNational Fire Protection Association

1 Batterymarch ParkP.O. Box 9101

Quincy, MA 02269-9101

fax: (617) 984-7110e-mail: [email protected]



1999 Edition

4-1.5 Responding Agencies.

4-1.5.1 Mutual Aid Fire Services. The number of vehiclesused for response and their function during the rescue opera-tion are vital pieces of information that can affect future oper-ations. Vehicle type should be recorded and identified aspumper, ladder, hose layer, and so forth. The arrival time ofeach vehicle and its effectiveness to the operation also shouldbe recorded. Were the vehicles used to fight the fire or toreplenish the ARFF vehicles? Were they used to maintain air-port protection while the ARFF vehicles were fighting the fire?Were personnel used to extricate the victims? Only mutual aidoff-airport vehicles should be included. Do not include airportARFF crash trucks.

4-1.5.2 Helicopters. Include any helicopters that partici-pated in the location or evacuation of survivors. Also includehelicopters for news reporting that did not participate in theevacuation but aided traffic control.

4-1.5.3 Civil Defense. Include the vehicles responding andtheir part in the operation. Did they provide radio communi-cations with other responders? What was their relationship tothe command post?

4-1.5.4 Military. Include any military assistance provided atthe scene, such as hazardous material control, helicopterresponse and so forth. Provide the names of those units thatassisted.

4-1.5.5 Police. Include local police responsible for maintain-ing ready access for emergency vehicles and crowd control.

4-1.5.6 Sheriff/State Patrol. Include any local security ser-vices that were involved. Was their participation effective ordid they interfere with the operation?

4-1.5.7 Airline/Airport Personnel. The first responders to anaccident often are airport personnel who are working at thetime of the accident. They provide help in any way they areable, from extrication of victims to personal care of the survi-vors. Include the number of responders, their affiliation, andthe function they performed during the accident response.

4-1.5.8 Ambulance Services. It is often difficult to verify theidentity of the first ambulance service to arrive at the scene,the number of survivors that service transported, and the med-ical facility to which survivors were taken. This section shouldinclude the names of the responding ambulance services,their approximate response times, and the number of patientswhom they transported. Information on whether or not theambulances were used also should be recorded.

4-1.5.9 Other Responders. Other responders should includethe Red Cross, clergy, coroner, postal authorities, customs andimmigration officials, and any additional participants not pre-viously identified.

4-1.6 Rescue Operation.

4-1.6.1 Mobile Command Post (MCP). Identify the operatorof the command post and describe the type of vehicle. Was thevehicle self-propelled? Was it equipped with full emergencycommunication equipment? Is the vehicle owned by the air-port authority, fire department, civil defense, or police?Approximately how long after the accident was the commandpost ready to assume control of the operation?

4-1.6.2 Who Was the On-Scene Commander? There usuallyis a change of on-scene commander during the course of oper-ation. The first fire chief to arrive at the scene usually assumescommand until replaced by the command post. Both personsshould be identified.

4-1.6.3 Was the MCP Power-Driven or Trailer? Describe thetype of command post (e.g., van, converted bus, trailer). Howwas it equipped (e.g., radio, VCR, mobile telephones)?

4-1.6.4 Was the MCP Easily Recognizable? Was the com-mand post easily recognizable while all responding vehicleswere on the scene? How was it recognized?

4-1.6.5 Was Communication with Responding Agencies Ade-quate? Describe any problems encountered with communica-tion procedures. These should include frequency congestion,incorrect frequencies, and so forth.

4-1.6.6 Was an Emergency Operations Center Available? Ifan emergency operations center was used, describe its loca-tion and the effectiveness of its operation.

4-1.7 Triage.

4-1.7.1 Who Initiated the Triage Operation? The triage oper-ation can be initiated by the airport emergency medical tech-nicians (EMTs), fire fighters, or the first responding medicalunit.

4-1.7.2 Who Conducted the Triage Operation? The full tri-age operation usually is conducted by the medical authorityidentified in the disaster plan and usually is the medical facilitylocated nearest the accident scene.

4-1.7.3 Where was the Triage Operation Set Up in Relation tothe Accident? The location of the triage operation is of majorimportance. Its location relative to the accident, wind direction,and ambulance routing should be noted. How was the triage sitemarked?

4-1.7.4 Were Emergency Medical Supplies Available at theSite? Where were they located and how were they transportedto the scene?

4-1.7.5 Was Terrain or Weather a Problem? What were theterrain conditions at the site (e.g., swamp, trees, hills, levelground, etc.)? Did they affect efforts to set up the triage oper-ation or the movement of the ambulances?

4-1.7.6 Were Ambulance Arrivals/Departures Controlled inan Orderly Manner? Were the ambulance movements con-trolled or did blockages result?

4-1.7.7 Arrival Times of First Doctors, EMTs, and Nurses? Notethe approximate arrival times of doctors, nurses, and EMTs inrelation to the time of the accident.

4-1.7.8 What Were the Weather Conditions at the AccidentSite? Note any reported obstacle to the triage operation, suchas hypothermia, heat, and rain. Note the weather conditionsat the time of the accident, such as temperature, precipitation,and visibility.

4-1.7.9 How Were the Victims Tagged?

4-1.8 Medical Services.

4-1.8.1 Hospital Distribution. Identify the hospitals used dur-ing the emergency, the types of hospitals, such as eye, burn,trauma, and so forth; their distance from the accident site; andthe number of casualties taken to each.


REFERENCED PUBLICATIONS 422–27

1999 Edition

4-1.8.2 How Were the Injured but Ambulatory Treated? Werethose who were injured but ambulatory taken to hospitals orfirst aid stations? Who cared for them before their release?

4-1.8.3 What Provisions Were Made for the Uninjured/Ambu-latory? Were they transported from the site? Where wherethey held? Were they separated from the news media? Werethey provided with food and drink?

4-1.8.4 What Provisions Were Made for the Fatalities? Werethere enough body bags? Where was the morgue set up? Wasit set up using refrigerated trucks or other means?

4-1.8.5 Were the Services of the Following Available? Were theadditional services available?

4-1.9 Police/Security.

4-1.9.1 Who Provided the Police Services? At major airports,airport police are responsible for any airport emergency. Theymight, however, be a part of the city or county police. In thecase of off-airport accidents, the security of the scene is underthe control of the local authority.

4-1.9.2 Describe Problems Encountered Regarding Airfield/Site Access in Detail. The increase in airport security hasresulted in several cases where the response of the emergencyservices was delayed by locked gates or restricted areas. Suchinterference with emergency response should be documentedfully.

4-1.9.3 Was Highway Traffic Control Adequate for the Re-sponding Agencies? Were the emergency services delayed byhighway traffic conditions?

4-1.9.4 Was the News Media Access Coordinated? Was the newsmedia access controlled, or did they reach the site withoutauthorization?

4-1.9.5 Was Crowd Control Maintained? How was the gen-eral public restrained from access to the accident site?

4-1.9.6 Who Provided Vehicle Escort for Accidents on the Air-port Premises? For accidents that occurred on the airportpremises, was an escort provided for mutual aid responders?Who provided the escort?

4-1.9.7 How Long After the Accident Was the Crash Site Se-cured? How was it secured (e.g., ropes, barriers, police pro-tection)?

4-1.9.8 Were Off-Airport Emergency Services Informed ofStaging Areas and Rendezvous Points? How were the mutualaid responders informed of the stage areas? Were they effective?

4-1.10 General.

4-1.10.1 Which Types of Heavy Equipment and Shoring Ma-terials Were Available for Extrication Purposes? Was heavymachinery, such as cranes or bulldozers, necessary for the opera-tion?

4-1.10.2 If a Hazardous Materials Team Was Needed, De-scribe Problem Involved. If there were any problems withhazardous materials at the accident site, record the type ofmaterial and how it was handled.

4-1.10.3 Were All Responders Easily Identified? How werethey identified (e.g., baseball hats, armbands, vests, uni-forms)?

4-1.11 Water Accidents.

4-1.11.1 Water Rescue Equipment. Many recent accidentshave occurred in the water adjacent to airport property. Iden-tify all responding water rescue agencies, such as Coast Guardor police, and also record any water rescue equipment main-tained by the airport authorities.

4-1.11.2 Were Survivors Equipped with Aircraft FlotationEquipment? Some aircraft carry only floatable seat cushions.Others carry only life vests, while still others carry full overwa-ter equipment, including rafts and life vests.

4-1.11.3 What Flotation Equipment Was Transported to theScene? How was it used?

4-1.11.4 Indicate Weather and Water Conditions. Both air andwater temperatures should be recorded. Was visibility restrictedby fog or darkness?

4-1.11.5 Describe Any Problems Locating Aircraft.

4-1.11.6 Underwater Search and Recovery.

4-1.11.7 Resuscitation of Hypothermia Victims Due to Near-Drowning in Cold Water?

4-2 Distributing the Report. Copies of each report should besent to the appropriate government authorities involved in theinvestigation. When released by these authorities, reportsshould be sent to the following organizations:

International Civil Aviation Organization1000 Sherbrooke Street, WMontreal, Quebec, Canada H3A 2R2

Fire Analysis DepartmentNational Fire Protection Association1 Batterymarch ParkP.O. Box 9101Quincy, MA 02269-9101 U.S.A.

Other concerned qualified authorities are the U.S. AirForce, U.S. Navy, U.S. Flight Safety Foundation, and so forth.

Chapter 5 Referenced Publications

5-1 The following documents or portions thereof are refer-enced within this guide and should be considered as part of itsrecommendations. The edition indicated for each referenceddocument is the current edition as of the date of the NFPAissuance of this guide. Some of these documents might also bereferenced in this guide for specific informational purposesand, therefore, are also listed in Appendix C.

5-1.1 NFPA Publications. National Fire Protection Associa-tion, 1 Batterymarch Park, P.O. Box 9101, Quincy, MA 02269-9101.

NFPA 424, Guide for Airport/Community Emergency Planning,1996 edition.

NFPA 1001, Standard for Fire Fighter Professional Qualifica-tions, 1997 edition.

NFPA 1003, Standard for Airport Fire Fighter Professional Qual-ifications, 1994 edition.

NFPA 1500, Standard on Fire Department Occupational Safetyand Health Program, 1997 edition.

NFPA 1971, Standard on Protective Ensemble for Structural FireFighting, 1997 edition.

NFPA 1976, Standard on Protective Clothing for Proximity FireFighting, 1992 edition.



1999 Edition

Appendix A Explanatory Material

Appendix A is not a part of the recommendations of this NFPA doc-ument but is included for informational purposes only. This appendixcontains explanatory material, numbered to correspond with the appli-cable text paragraphs.

A-1-2 The purpose of preparing these reports is not to investi-gate the cause of the accident, but to provide data that can beused to prevent injury and loss of life in future accidents.

A-3-1.1.2(a) In the United States, the National TransportationSafety Board (NTSB) identifies accidents by using the name ofthe nearest post office.

A-3-1.2.1(b) See Section 3-2 of NFPA 407, Standard for AircraftFuel Servicing, for spill prevention and control.

A-3-1.2.4 Special attention should be given to radioactive sub-stances carried in cargoes under restricted conditions. SeeAppendix C of NFPA 402, Guide for Aircraft Rescue and Fire Fight-ing Operations.

Appendix B General Information for Aircraft FireInvestigations

This appendix is not a part of the recommendations of this NFPAdocument but is included for informational purposes only.

B-1 Fire. The following information can be of use to personsinvestigating the fire.

B-1.1 In most cases where there is evidence that a specific tem-perature has been attained, a time–temperature relationshipexists, so that it is not always possible to determine a precisetemperature. A temperature of 1500°F (816°C) sustained fora few minutes can create the effect of fire that has burned at alower temperature for a longer duration. There are sometimesspecific points at which a temperature change occurs, in whichcase temperature ranges can be defined more closely. Labora-tory analysis sometimes is needed, but investigators usually cantrace or plot a fire pattern to a source point by studying the rel-ative temperatures and the position of the burned or over-heated area.

B-1.2 Fire resistance is not a property of a particular materialbut is a characteristic of a particular system comprising mate-rial, oxidant, ignition source, and environmental conditions.For example, ordinary steel at room temperature is notignitible with an ordinary match — unless the steel is in theform of loosely packed steel wool. Such a distinction in theform of a material often is overlooked when interpreting firedata.

B-1.3 Most aluminum sheet and forging ingots used for air-craft components are from the 2000 and 7000 series. The 2000series is an alloy that uses copper as the major alloy material(approximately 4 to 5 percent); the 7000 series uses zinc as itsmajor alloy (approximately 5 to 6 percent). All alloys areapproximately 95 percent aluminum, and most include verysmall percentages (in terms of chemical content) of othermetals, such as titanium, silicon, manganese, magnesium, andso forth. The melting point of the sheet used generally isaround 1180°F (639°C), but a few alloys can melt at tempera-tures as low as 980°F to 1000°F (527°C to 538°C). Very fewforgings or castings melt at temperatures as low as 950°F(510°C). The letters used with aluminum series numbers des-

ignate temper and strain hardening. For example, 7075-T-6contains 5.1 to 6.1 percent zinc plus small amounts of eightother elements, is solution heat-treated, and is artificiallyaged.

B-1.4 Certain types of heat treatment and strain hardeningoften change the basic characteristics of metal (e.g., from duc-tile to brittle), and these changes can cause alterations inappearance. Plating also tends to change characteristics.

B-1.5 When aluminum alloys are heated to the melting range,they wrinkle and pull apart, leaving bright cracks and fissures.If heated sufficiently to form droplets, they appear as littlewrinkled bags. By comparison, iron alloys tend to burn whenheated to the red range, forming oxides at the edges and inthin sections.

B-1.6 Fire damage to metal is manifested mainly in loss ofstrength. For example, 7075-T-6 alloy loses 10 percent of itsstrength when heated for 30 minutes at 400°F (204°C), 10minutes at 450°F (232°C), 3 minutes at 550°F (288°C), or 2minutes at 600°F (316°C). Hardness tests can be used to deter-mine the amount of temperature exposure, but an estimate ofthe length of exposure is necessary to determine the maxi-mum temperature.

B-1.7 Titanium (Ti) changes color from tan to light blue todark blue to grey as the temperature increases. It reactsstrongly to gases when heated, and a scale begins to form atapproximately 1100°F (593°C). This scale increases in thick-ness with time and turns bluish in color. At approximately1200°F to 1500°F (649°C to 816°C), a grey or yellowish shadeappears. At approximately 1300°F (704°C), an appreciableoxide scale forms, which flakes off. At approximately 1620°F(882°C), titanium undergoes an allotropic transformation(from alpha type to beta type), and the oxidation rateincreases significantly.

Titanium fires in turbine engines have been a cause of con-cern for some time — they start quickly, are difficult to detect,and are nearly impossible to extinguish. Titanium fires canoccur in the total absence of hydrocarbon or other fuelsources, a fact that, in itself, is evidence of a titanium fire. Themechanism of titanium fires is complex. The scenario for afire caused by titanium rotor blades might involve the follow-ing sequence.

(a) A Ti rotor blade can rub against the engine case and,because of the low thermal conductivity of Ti, the temperatureof the blade can increase rapidly.

(b) Ti melts at about 3100°F (1704°C).

NOTE: Steel melts at about 2700°F (1482°C).

(c) Molten Ti absorbs O2 to form TiO2, which boils,burns, and stabilizes at approximately 5600°F (3093°C).

(d) The TiO2 continues to form and burn as long as thereis an air supply. Molten Ti at very high temperatures meltsthrough steel engine cases rapidly. (For this reason, enginedesign should avoid routing fuel and oil lines in the lower sec-tor of the engine.)

B-1.8 Stainless steel changes color from tan to light blue tobright blue to black starting at 800°F to 900°F (427°C to482°C). When examining stainless steel after heating, theinvestigator should check both sides. The lighter blue side isthe side that was positioned opposite the heat source, and theheated area will be smaller in circumference.


APPENDIX B 422–29

1999 Edition

B-1.9 Zinc chromate paint primers start to tan at 450°F(232°C) and turn brown at 500°F (260°C), dark brown at600°F (316°C), and black at 700°F (371°C). Cadmium platingbegins to discolor at 500°F (260°C). Glass cloth fuses at 1200°F(649°C). Silicone rubber blisters at 700°F (371°C). Neoprenerubber blisters at 500°F (260°C). Wire insulation is a goodguide for determining lower temperature ranges if the mate-rial is known [e.g., nylon spaghetti melts at 250°F to 350°F(121°C to 177°C)].

B-1.10 Aircraft paints soften at 400°F (204°C), discolor at600°F (316°C), blister at 800°F to 850°F (427°C to 454°C), andburn off completely at 900°F to 950°F (482°C to 510°C). Cut-ting through the paint with a sharp knife discloses the depthof overheating. Severe scorching blackens the surface withoutfurther darkening it. It is unusual to find metal beneath paintdamaged if the paint is not burned through completely. It ispossible to char primer beneath heat-resisting aluminumpaint without apparent surface burning.

B-2 Temperature Limits of Selected Materials.

B-2.1 The investigator should note carefully those materialsthat ignited, those that melted, and those that were damagedby heat.

B-2.2 Tables B-2.2(a) and B-2.2(b) provide a list of materialsand their autoignition temperatures as well as a list of materi-als and those temperature limits that damage or distort them.The materials selected usually are found in private or commer-cial transport aircraft.

B-2.3 Table B-2.3 provides melting points for metals andalloys used in current aircraft. It is essential that the investiga-tor be familiar with various aircraft metals and alloys and well-informed regarding their purpose and their location in theaircraft.

B-3 If electrical wire breaks when no current is flowing, thebreak will be clean and will display a typical cup-and-cone frac-ture with necking down. If current is flowing, it arcs when thewire breaks, causing little balls of oxidized metal to form onthe tips of the wire strands. A fire external to the wiring bundleburns the outside first, and the conductor inside will remainclean and bright, except where the insulation has burnedthrough. Wires burned due to excess current burn from theinside out, and the conductor will be dark and oxidized, per-haps without damage to the outer cover. The tin coating oncopper wire will diffuse into the copper at temperatures aboveits melting point of 449°F (232°C) and become rough or evendisappear. On-scene examination should be only for generalobservation and possible conclusions. Detailed laboratory ex-amination should be performed to confirm the mechanism ofthe wire faults and failures. Additionally, chemical analysis ofwire breaks can reveal the presence of combustibles duringthe failure.

Table B-2.2(a) Autoignition Temperature of Selected Materials

Temperature

Material °°°°F °°°°C

Canvas 204 96

Denatured alcohol 750 399

Glass matts 950 510

Hydraulic hose (Buna-N-Rubber) 950 510

Leather 850 454

Lubricating oil (MIL-1-7808) 790 421

Nylon-covered wire 1000 538

Plywood 900 482

Rubber-asbestos material 900 482

Rubber-covered wire 900 482

Styrene 914 490

Teflon 1050 566

Vinyl-covered wire 900 482

Table B-2.2(b) Temperature Limits for Selected Materials

Temperature

Material °°°°F °°°°C

Cellulose (filled melamine), heat distortion

400 204

Enamel, flakes 1200–1400 649–760

Glass, softens 1400–1600 760–871

Glaze or electrical porcelain 2250 1232

Melamine-formaldehyde (filled), heat distortion

266–400 130–204

Methyl methacrylate, heat distortion 210 99

Nylon (polyamide), heat distortion 300–360 149–182

Paper phenolic, delamination and distortion

250 121

Paraffin wax, melts 129 54

Plastic vinyl chloride, heat distortion 185 85

Polystyrene, distortion 210 99

Silicone rubber, considerable soft-ening at sustained service

425 218

Silver solders, melt 1165–1450 629–789

Styrene elastomer, distortion atsustained service

220 104

Zinc, melts 786 419



1999 Edition

B-4 Examination of any surviving light bulbs helps in deter-mining whether electrical power was on in a particular systemat the time of impact. The filaments of small bulbs will indicatewhether the bulb was illuminated at impact when the bulb wasshock-loaded. If the filament was hot at impact, it will stretchand distort substantially. If the filament was cold at impact, itwill break but will not distort or stretch from its original shapeand pattern. If the glass shattered and the filament was ex-posed, it will provide the information but will oxidize and dis-color quickly. This entire procedure is valuable indetermining the system operational status at impact, providedfailure lights and warning light bulbs survive any subsequentfire in this area. (See ICAO DOC 6920-AN/855/4, Manual of Air-craft Accident Investigation, Part III, 7.3, “Electrical Systems,” forfurther information on fire origin.)

B-5 All hydrocarbon fuels used in aircraft leave a similar sootresidue, except when instantaneous combustion or explosionoccurs, in which case no sooting is left, so that tests might not

be successful in identifying or differentiating between theseand various other hydrocarbon liquids that are found aboutaircraft. Cleaning fluids, oils, and so forth, can leave similarresidues. Soot does not deposit or adhere to surfaces that areabove 700°F (371°C).

B-6 Flammability Characteristics of Aviation Fuels.

B-6.1 The three basic types of aviation fuels are as follows:

(1) Aviation gasoline (AVGAS)(2) Kerosene grades (JET A, JET A-1, JP-5, JP-6)(3) Blends of gasoline and kerosene (JET B, JP-4)

The flammability characteristics of these fuels are providedin Table B-6.4, but a brief comparison is included to focusattention on their differences.

B-6.2 In order to burn, all petroleum fuels need to be vapor-ized and mixed with air in specified proportions. AVGAS hasa strong tendency to vaporize and, as a result, the air over thesurface of the liquid always is mixed with a considerable quan-tity of vapor. In a closed tank, so much fuel vapor is given offby AVGAS that the fuel–air mixture can be too rich to burn.When any fuel is in contact with air, it continues to evaporateuntil the air is saturated.

B-6.3 Kerosene grade fuel ordinarily has a low tendency tovaporize, and, in a closed tank, the fuel vapor and air mixturecan be too lean to burn. However, kerosene grade fuels can beignited by heating them above their flash point. It also is pos-sible to ignite such fuels without heating the bulk of the fuelto flash point. This ignition can be achieved by wicking thefuel on an absorbent material that can be heated locally (hotspot) until the fuel ignites. The hot spot on the wick furnishessufficient vapor to sustain the flame. Such conditions canoccur accidentally during crash and post-crash conditions.

B-6.4 Fuels that contain a blend of AVGAS and keroseneretain most of the worst fire characteristics of both fuels. (SeeTable B-6.4.) The vapor mixture in a closed tank normally isneither too rich nor too lean. Flammability limits include awide temperature range, autoignition temperature is low, andflame spread is almost as fast as when using AVGAS.

B-7 When heated, some hydraulic fluids vaporize into a whitemist that is acrid and causes choking. When burned, the residueis first dark-colored and viscous; then it changes to a dark-charred material, and a white, fluffy deposit appears after pro-longed heat. When burned, hydraulic fluids produce a yellow-ish flame with white smoke. If Skydrol® (a trade name hydraulicfluid commonly used in current aircraft) is heated and a pieceof aluminum is placed in it, an acetylene-type odor is evident.Skydrol 500 has a flash point of approximately 440°F (227°C),and autoignition occurs at approximately 925°F (496°C). Inmist form, it can ignite at room temperature.

B-8 The aging of fluids, such as oil and hydraulic fluid, iscaused by an increase in their acidity over time. This aciditytends to lower the flash point, but the problem is considered

Table B-2.3 Melting Points of Some Aircraft Metals and Alloys

Temperature

Metal or Alloy °°°°F °°°°C

Aluminum alloys 1220–1250 660–677

Brass bearings 1600–2000 871–1093

Cadmium 609 321

Chromium 3430 1889

Copper 1981–2000 1083–1093

Iron 2802 1539

Lead 621 327

Magnesium alloys 1202–1250 650–677

Manganese 2273 1243

Mercury −40 −40

Molybdenum 4760 2627

Nickel 2651 1455

Selenium 428 220

Silicon 2605 1429

Silver 1760 960

Stainless steel 2700 1482

Tin 449 232

Titanium 3100 1704

Tungsten 6170 3410

Vanadium 3150 1732


REFERENCED PUBLICATIONS 422–31

1999 Edition

negligible, since a complete fluid change by volume is per-formed on the average aircraft at least four times per year. Theflash points provided in Table B-6.4 are based on standard sealevel pressure; lower pressures reduce the flash point and in-crease volatility. Fuels cannot burn unless in the vapor state,and the mixture ratio determines whether a fuel can burn.Skydrol and other ester-based fluids also possess these sameproperties.

Appendix C Referenced Publications

C-1 The following documents or portions thereof are refer-enced within this guide for informational purposes only andare thus not considered part of its recommendations. The edi-

tion indicated here for each reference is the current edition asof the date of the NFPA issuance of this guide.

C-1.1 NFPA Publications. National Fire Protection Associa-tion, 1 Batterymarch Park, P.O. Box 9101, Quincy, MA 02269-9101.

NFPA 402, Guide for Aircraft Rescue and Fire Fighting Opera-tions, 1996 edition.

NFPA 407, Standard for Aircraft Fuel Servicing, 1996 edition.

C-1.2 ICAO Publication. International Civil Aviation Organi-zation, 1000 Sherbrooke Street, W, Montreal, Quebec, Can-ada H3A 2R2.

ICAO DOC 6920-AN/855/4-1970, Manual of Aircraft AccidentInvestigation.

Table B-6.4 Flammability Characteristics of Aviation Fuels

CharacteristicGasoline,AVGAS

Kerosene Grade,JET A, JP-5,

JP-6/JET A-1

Blends of Gasolineand Kerosene,JET B and JP-4

Freeze point −76°F −40°F/−58°F −60°F

Vapor pressure (see NFPA 407) 5.5 to 7.0 lb/in.2 0.1 lb/in.2 2.0 to 3.0 lb/in.2

Flash point (by closed-cup method at sea level) −50°F +95°F to +145°F −10°F to +30°F

Flash point (by air saturation method) −75°F to −85°F None −60°F

Flammability limits

Lower limit 1.4% 0.6% 0.8%

Upper limit 7.6% 4.9% 5.6%

Temp. range for flammable mixtures −40°F to +30°F +95°F to +165°F −10°F to +100°F

Autoignition temperature −825°F to +960°F +440°F to +475°F +470°F to +480°F

Boiling points

Initial 110°F 325°F 135°F

End 325°F 450°F 485°F

Pool rate of flame spread* 700 to 800 ft/min 100 ft/min or less 700 to 800 ft/min

For SI Units, 1°C = 5/9(°F − 32); 1 psi = 6.895 kPa; 1 ft = 0.3048 m.Note: For further information, see NFPA 407, Standard for Aircraft Fuel Servicing.*In mist form, rate of flame spread in all fuels is very rapid.



1999 Edition

Index

1999 National Fire Protection Association. All Rights Reserved.The copyright in this index is separate and distinct from the copyright in the document that it indexes. The licensing provisions set forth for the docu-ment are not applicable to this index. This index may not be reproduced in whole or in part by any means without the express written permission of theNational Fire Protection Association, Inc.

-A-Accident investigator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7(d)Accident site, familiarization with . . . . . . . . . . . . . . . . . . 2-7(a), 2-7(c)Aircraft accidents, types of. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.1.4Aircraft Fire Investigation Report Form

Aircraft rescue and fire-fighting (ARFF) services. . . . . 3-1.5.7, 3-1.6Location of emergency . . . . 3-1.1.2, 3-1.5.5 to 3-1.5.6, A-3-1.1.2(a)

Aircraft Fire Investigation Report Form . . . . . . . . . . . . . . . . . .Chap. 3Distribution of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2Emergency notification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.5Fire factors . . . . . . . . . . . . . . . . . . . . . . 3-1.2, A-3-1.2.1(b), A-3-1.2.4Flight factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.1.5Grid map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1.1.2(b), 3-1.6.4Human factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.7Ignition sources . . . . . . . . . . . . . . 3-1.2.3 to 3-1.2.5, 3-1.3, A-3-1.2.4Safety systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.4Sample report form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 3-1Time factors . . . . . . . . . . . . . . . . . . 3-1.1.3, 3-1.5.8, 3-1.7.4 to 3-1.7.5Type of accident . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.1.4Use of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1Weather factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.1.6

Aircraft fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.2.1, A-3-1.2.1(b)Flammability characteristics. . . . . . . . . . . . . . . . . . . . . . . . . . B-6, B-8Odors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1.3.2(c)(2)Soot residue of hydrocarbon fuels . . . . . . . . . . . . . . . . . . . . . . . .B-5

Aircraft rescue and fire-fighting (ARFF) services . . . . . . . 3-1.5.7, 3-1.6Aircraft rescue and fire-fighting vehicles . . 3-1.1.2(b), 3-1.5.8, 3-1.6.1Aircraft safety systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.4Alarms . . . . . . . . . . . . . . . . . . . . 3-1.4.7, 3-1.5.3 to 3-1.5.4, 3-1.5.6, 4-1.3Aluminum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1.3, B-1.5Ambulance services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.5.8Autoignition temperatures of selected materials . . . . . Table B-2.2(a)Aviation fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .see Aircraft fuelAviation gasoline (AVGAS) . . . . . . . . . . . . . . . . . . . B-6.1 to B-6.2, B-6.4

-B-

Break-in areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.7.3

-C-

Cabin interior, fire spread in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2Cadmium plating, effects of heat on . . . . . . . . . . . . . . . . . . . . . . . B-1.9Casualties. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5, 3-1.6.1, 3-1.7.2Civil defense . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.5.3Class A fires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1.2.4, A-3-1.2.4Class B fires. . . . . . . . . . . . . . . . . . . . . . .3-1.2.1 to 3-1.2.2, A-3-1.2.1(b)Class D fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.2.3Combustion products, toxic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5Command, incident . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4, 4-1.6.5

Emergency notification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.5News media access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3.2, 4-1.9.4

Containers, pressurized . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1.3.2(c)(3)

-D-

Dangerous goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.2.7Data collection

Collector's responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7Disaster Response Report Form, data sources for . . . . . . . . . . 4-1.1

Deaths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see CasualtiesDetection equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.4.7Disaster plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2.2, 4-1.2Disaster Response Report Form. . . . . . . . . . . . . . . . . . . 1-2.2, Chap. 4

Alarm received. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.3Data collection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.1Disaster plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.2Hazardous materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.10.2Heavy machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.10.1Identification of responders . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.10.3Medical services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.8Police security . . . . . . . . . . . . . . . . . . . . . . . . 4-1.5.5 to 4-1.5.6, 4-1.9Rescue operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.6Responding agencies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.5Response times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.4Sample report form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Fig. 4-1Shoring materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.10.1Triage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.7Use of report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1Water accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.11

-E-

Electrical wire, breaking and burning of . . . . . . . . . . . . . . . . . . . . . B-3Emergency disaster exercises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2.2Emergency notification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.5Emergency operations center . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.6.6Emergency plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4Emergency response analysis . . . . . . . . . . . . . . . . . . . . 1-2.1, 1-3, A-1-2Emergency response services . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-7(b)Escape from plane, successful . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.5.7, 3-1.7.3, 3-1.7.4Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2, 3-1.7.3Extinguishers, portable fire . . . . . . . . . . . . . . . . . . . . 3-1.4.5 to 3-1.4.6Extinguishing agents . . . . . . . . . . . . . . . . . . . . . . . . 2-4, 3-1.4.3, 3-1.6.2Extinguishing systems and procedures . . . . . . . . . . . . . 2-5 to 2-6, 3-1.4

-F-

Fire resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B-1.2Fire-fighting data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4Fire-fighting equipment. . . . . . . . . . . . . . . . . . . . . . . . . . 2-4, 3-1.1.2(b)Fire-fighting operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.6.3Fires

Class A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.2.4, A-3-1.2.4Class B . . . . . . . . . . . . . . . . . . . . . . . . 3-1.2.1 to 3-1.2.2, A-3-1.2.1(b)Class D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.2.3Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.5.7Factors in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.2General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . App. BProgress of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.3.2Reports on . . . .2-1; see also Aircraft Fire Investigation Report FormTemperature–time relationship . . . . . . . . . . . . . . . . . . . . . . . . .B-1.1Time required to control/extinguish . . . . . . . . . . . . . . . . . . 3-1.7.5Types of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.1.4(b) to (h)

Fire-warning systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6Fixed fire-extinguishing systems . . . . . . . . . . . . . . . . . 3-1.4.1 to 3-1.4.4Flame spread . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1.3.2(b)Flammable liquids . . . . . . . . . . . . . . . . . . . 3-1.2.2; see also Aircraft fuelFlight crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6Flight factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.1.5


INDEX 422–33

Cou/D 1999 Edition

-G-

Gasoline–kerosene fuel blends . . . . . . . . . . . . . . . . . . . . . .B-6.1, B-6.4Glass cloth, effect of heat on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1.9

Grid maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.1.2(b), 3-1.6.4

-H-

Hand-operable fire extinguishers . . . . . . . . . . . . . . . .3-1.4.5 to 3-1.4.6Hazardous materials . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.2.7, 4-1.10.2

Heavy machinery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1.10.1Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1.5.2

Hydraulic fluids, heating and burning of . . . . . . . . . . . . . . . B-7 to B-8

-I-

Identification of responders . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1.10.3

Ignition sources . . . . . . . . . . . . . . . . . 3-1.2.3 to 3-1.2.5, 3-1.3, A-3-1.2.4In-flight fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-6

Injuries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see CasualtiesInspection of metal parts . . . . . . . . . . . . . . . . . . . 3-1.2.3, 3-1.3.2(c)(1)

-K-

Kerosene grade fuel . . . . . . . . . . . . . . . . . . . . . . . . B-6.1, B-6.3 to B-6.4

-L-

Light bulbs, analysis of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-4

Location of accident/emergency . . . . . . . . . .3-1.1.2, 3-1.5.5 to 3-1.5.6,A-3-1.1.2(a)

-M-

Measurement, units of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-4Medical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-5

Medical services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1.6.1, 4-1.8Metals

Combustible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1.2.3Fire damage to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1.6

Inspection of metal parts . . . . . . . . . . . . . . . . . 3-1.2.3, 3-1.3.2(c)(1)Melting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1.5, B-2.3

Plating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1.4, B-1.9Temperature limits of selected materials . . . . B-1.3 to B-1.9, Table B-2.3

Military assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1.5.4Mobile command post . . . . . . . . . . . . . . . . . . . . . . . . .4-1.6.1 to 4-1.6.4

Mutual aid fire services . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.5.1, 4-1.9.8

-N-

News media access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3.2, 4-1.9.4

Nonaircraft combustibles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1.2.5Notification, emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.5

-O-

Off-airport accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7(d)On-airport accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7(d)

On-scene commander . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1.6.2Oxygen involvement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1.2.6

Oxygen systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.3.2(c)(4)

-P-

Paints, effect of heat on . . . . . . . . . . . . . . . . . . . . . . . . .B-1.9 to B-1.10

PersonnelAirline/airport personnel, disaster response by . . . . . . . . . . 4-1.5.7

Fire-fighting and rescue . . . . . . . . . . . . . . . . . . . . . . . . . .2-4, 3-1.7.3

Identification of responders . . . . . . . . . . . . . . . . . . . . . . . 4-1.10.3

Staffing levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.6.1Location of passengers and crew, table of . . . . . . . . . . . . . . . 3-1.7.1

Police response . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.5.5 to 4-1.5.6, 4-1.9

Pre-report actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7

Pressurized containers. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.3.2(c)(3)

Protective clothing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4, 3-1.6.3(k)

Purpose of standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2, A-1-2

-R-

Radioactive substances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-3-1.2.4

Referenced publications . . . . . . . . . . . . . . . . . . . . . . . Chap. 5, App. C

Report forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3Disaster Response Report . . . . . . . . . . . . . . . . . . . . . . . . . . . .Fig. 4-1

Fire Investigation Report. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Fig. 3-1

Release of report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3.2 to 1-3.3

Rescue operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.7.4, 4-1.6

Responding agencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1.5

Rubber, effect of heat on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1.9

-S-

Scope of standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

Self-contained breathing apparatus (SCBA) . . . . . . . . . . . . . 3-1.6.3(l)

Sheriff/state patrol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.5.6

Shoring materials, use of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1.10.1

Smoke deposits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.3.2(c)(5)

Solid combustibles . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.2.4, A-3-1.2.4

Stainless steel, effects of heat on . . . . . . . . . . . . . . . . . . . . . . . . . B-1.8

-T-

Temperature limits of selected materials . . . . . . . . B-2, Table B-2.2(b)Metals . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1.3 to B-1.9, Table B-2.3

Paints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B-1.9 to B-1.10

Time factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1.1.3, 3-1.5.8

Titanium, effects of heat on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1.7

Toxic products of combustion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.6.3(j)

Triage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1.7

-W-

Water accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1.1.4(i), 4-1.11

Weather data . . . . . . . . . . . . . . . . . . . . . . . . . 2-3, 3-1.1.6, 4-1.7.5, 4-1.7.8

Wire insulation, effect of heat on . . . . . . . . . . . . . . . . . . . . . . . . . B-1.9

-Z-

Zinc chromate paint primers, effect of heat on . . . . . . . . . . . . . . B-1.9


422 1999

Education

Transcript of 422 1999