FIRE TENDER CONSTRUCTION, OPERATING SYSTEMS AND PREVENTIVE MAINTENANCE

CONTENTS Introduction. Aircraft Rescue and Fire Fighting Apparatus Specification. Specification of CME Model RIT 3500 Sat. Turret Operations. Aqueous Film-Forming Foam (AFFF) And Film-Forming Fluoroprotein (FFFP) For Turret Application. Vehicle Inspection Procedures. LEARNING OUTCOME 1 Perform functions as an Operator of Fire Tender. ASSESSMENT CRITERIA: 1.1 1.2 1.3 1.4 1.5 Describe Aircraft Rescue and Fire Fighting Apparatus. Describe the specification of RIT Spartan. Produce a Foam Fire Stream. Carry out vehicle daily inspections. Describe vehicle Routine Tests and Periodically Servicing.

PAGE NUMBER AAF 1.1 - 2 AAF 1.1 - 2 AAF 1.1 - 2 to AAF 1.1 - 5 AAF 1.1 - 5 to AAF 1.1 - 6 AAF 1.1 - 6 AAF 1.1 - 6 to AAF 1.1 - 7

REFERENCES a. b. c. d. AIRCRAFT Rescue and Fire Fighting Fourth Edition (IFSTA) NFPA 402M Aircraft Rescue and Fire Fighting Operations 1991 Edition Pumping Apparatus DRIVER/OPERATOR Handbook Second Edition (IFSTA) CME Model RIT 3500 Spartan Manual

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INTRODUCTION Aircraft rescue and fire fighting vehicles are the backbone of any Aircraft Rescue and Fire Fighting (ARFF) fire department. The airports they serve are as the vehicles themselves. Aviation industry standards require that ARFF apparatus be able to reach the scene of an aircraft emergency in far shorter time periods than those normally associated with a municipal fire departments response to structure fire. With the heavy fuel loads and the large numbers of passengers carried by aircraft today, ARFF vehicles must be ready for all conditions and problems. Vehicles used for ARFF operations should be designed as self-contained units with the ability to discharge of extinguishing agents within a short period. AIRCRAFT RESCUE AND FIRE FIGHTING APPARATUS SPECIFICATION Aircraft Rescue and Fire Fighting Apparatus must operate effectively in both paved an unpaved areas. In responding to aircraft accidents, ARFF apparatus may have to be driven across terrain that might be difficult to traverse in typical structural fire apparatus. This terrain also may be littered with aircraft wreckage, victims, and both ambulatory and nonambulatory survivors. These vehicles may have to discharge extinguishing agents while moving into or out of fire fighting positions. Because of the large volumes of fuel involved in aircraft fires, mass application of extinguishing agents may be required very quickly in order to protect the occupants of the aircraft. ARFF personnel use specialized aircraft. ARFF personnel use specialized aircraft. Aircraft rescue and fire fighting vehicles located in the area airports must follow the requirements recommended by the ICAO for aircraft rescue and fire fighting should be carried out with the most rapid and effective manner. Time to act is within 2 minutes and not more than 3 minutes to get to the end of the runway where the runway surface conditions and optimum visibility. The time to act is regarded as being taken from time of receipt until the time an emergency call to fight fires effectively acts committed by the first fire engines arrived at the accident scene. For the continuous production of extinguishing agents, others fire vehicles should arrive to provide assistance within a period not exceeding 60 seconds after the arrival of the first fire engines. CME MODEL RIT 3500 SAT INTRODUCTION This vehicle was designed according to ICAO criteria for the use of aircraft rescue and fire fighting. The way to operate on this vehicle is not complicated, but should be careful not to damage the pneumatic system is attached to it. The system operated by the engine and transmission in high power electronic systems. This vehicle is also designed to facilitate it transported through the C 130H. It is also equipped with rescue equipment and fire fighting agents. The main function of this vehicle is to act quickly to control, fire fighting and rescue aircraft.

This special vehicle can carry five firefighters, including the driver. Discharge agents operations can be done through the vehicle stops and moves. It is divided into three main parts of the cabin, body and engine Specifications data: AAF 1.1 2

Length Overall length Overall height Height without monitor Width Weight Overall weight Chassis Clearance Inter axle Clearance Axle Bowl Clearance Angle of Approach Angle of Departure Wide in between tire Front Axle Rear Axle Chassis Engine Engine performance Transmission Speed Top speed Acceleration speed Gear Selector Select Monitor Mode Arrow Up Arrow Down Word N Word D Word R Gearbox Power Take Off (PTO) Model Fitting Steering Air Actuated Drum Brakes Brake Service Front Rear

7945 mm 8953 mm 2323 mm 2600 mm 2500 mm 10450 kg 14750 kg (20.23 per tonne) 460 mm 12.5 degree 235 mm 30 degree 30 degree front 2197 mm rear 2114 mm. Rockwell RS - 14 -145 Rockwell RS - 23 160 Spartan RIV 4x4 Cummins Mil 400 bhp - 2000 rpm with Celect Electronic (ECM-Electronic Control Module) Allison HD-4060P 6 speed Auto with Torque Converter 100 km/h 110 km/h 0-80 km/h - sec

Gear selection Gear selection movement To accumulate (Gear 5) Gear increase Gear descend Gear 'Neutral' Gear 'Drive' Gear 'Reverse' Automatic Gearbox

- Chelsea HD (Heavy Duty) 10 bolt engine driven, clutch type (Allison HD engine-driven) - Allison MD 4060 P Automatic T rans m is s ion and Cu m m ins Mil 400 BHP Engine. - Ross hydraulic power steering - Air over Hydraulic

- 17" x 6" Self adjusting wedge - 16" x 7" 'S cam drum with auto. slack adjuster, spring actuated air -released park brake - 12 A - 2 x 24 V Parallel 24 V

Electrical System Alternator Battery

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Engine Hand throttle switch: Engine setting Foot Throttle Panel No. 1 Panel No. 2 Panel No. 3 Wipers Tier Size Air pressure Fuel Beacon Light Model Height capability Control box Blue Button White Button Red Button Yellow Button Pump Model Pump type Pump movement Pump output Primer type

- Setting fully automatic with simple push button selections - Off (cabin) - No.1 (Main Panel) - No.2 (Upper portion) - No.3 (Left side locker) - Electric 2 speed Radial Tubeless Radial 385/65 R. 22.5 18 Ply "J" 12.25 rim G286 Tread 825 kpa

- Diesel 180 liters (2 x tank)

- Stern - Lite - 2.8 m Beacon light Flood light Beacon Up Beacon Down Hale 50 FBI - U 3600 Single Stacie Centrifugal Pump From PTO 4250 1pm 4 10 bar Electric pump priming system @ Oil SAE 30.

RTP Foam Proportioning System: Model - ALCO A24.1 Control Ratio - Automatic RTP (Around the Pump) Foam Concentrate - With water jet pump and non retirn inductor valve build on TA motor 24 V DC Remote Operation - At 1%, 3% and 6% Foam percentage - Setting fully automatic with simple push button selections. Water/foam Tanks: Construction Water Tank model Tank size Water capacity Foam Tank model Tank size Foam capacity Roof Turret (Monitor) Model Lock/Unlock Movement:

Stainless steel construction SS 304 2420 LG x 1200 W x 1060H 3000 liter SS 3161 1200 LG x 600 W x 600 H 450 liter

Discharge Distance

Feecon, (Dual rate manual aspirated) Remote release travel lock manually Up 45 degree Down 20 degree Horizontal 210 degree Jet output 56 m

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- Spray output 45 m - Width spray output 18 m Bumper Turret Model Remote Control Movement:

Discharge Distance

Feecon. (Pneumatic bumper turret ) Air aspirated Joystick control Up 45 degree Down 20 degree Horizontal 180 degree Jet output 45 m Spray output 30 m Width spray output 10 m

Handline (Hosereel) Model Hose Tester Hose length Pistol Grip Nozzle Model Controlled by manual Underbodv Model Dry Powder system Model Capacity Maximum operating pressure Maximum working pressure Pressurizing time Output Nitrogen tank capacity Filling pressure Safety valve response pressure Pistol nozzle weight Dry Powder Symbols System

- Hannay F32-23-24RT - 54 bar Booster hose - 45 m x 25 mm 1D hose - Feecon MPW-60 Nozzle - Opening Ball Valve

- Feecon U - 17 PLA 250 (5616-20/21) 250 kg 20 bar 18 bar 12 - 25 sec 2.3 kg/sec 20 liters 150 bar 20 bar 2.1 kg

- Powder discharge with-pistol nozzle - Powder container pressure - Flushing hose with pistol nozzle

TURRET OPERATIONS ARFF vehicles should be positioned to make the most effective use of all extinguishing agent systems. The most efficient use can require movement of the vehicle during turret or even handline operations. It is vitally important not to waste available agent. TURRETS SHOULD BE USED ONLY AS LONG AS THEY ARE BEING EFFECTIVE. Frequently, after initial knockdown of the bulk of the heat and flame, use of handlines to maintain control of evacuation areas can be the key to a successful rescue operation. When selecting vehicle positions for applying foam from a turret, remember that wind has a considerable influence upon the quality of the stream and the rate of fire and heat travel. Utilize the wind whenever possible to achieve more effective fire control. Turret streams should never be directed so as to drive fuel or fire toward the fuselage. The main objective prior to total extinguishment of the fire is to maintain a fire-free escape route for occupants until complete evacuation is achieved.

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Because limited water supplies are usually a factor, turret operators should concentrate their extinguishing efforts on the Practical Critical Fire Area and maintain this area fire-free after extinguishment. The "pump and roll" concept, a method of applying agent from a turret while the vehicle is in motion, can be a very effective technique. AQUEOUS FILM-FORMING FOAM (AFFF) AND FILM-FORMING FLUOROPROTEIN (FFFP) FOR TURRET APPLICATION The basic principle is to distribute a visible AFFF or FFFP blanket of sufficient thickness over the burning fuel to act as a blanket for vapor suppression. The original blanket should not be relied upon to be permanent and should be maintained as necessary until the fuel vapor hazard no longer exists. Both aspirating and nonaspirating nozzles can be used for AFFF or FFFP application. A nonaspirated nozzle typically provides longer reach and therefore better personnel protection and quicker control and extinguishment. However, expansion rates and foam drainage times are generally less when AFFF or FFFP is applied with nonaspirating nozzles, and it should be understood that the foam blanket may be less stable and have a lower resistance to burnback than that formed using aspirating nozzles. Manufacturers should be consulted for guidance on nozzle performance. Extreme caution should be taken when using the straight stream method as this can cause an increase in the liquid pool surface or cause an opening in the foam blanket releasing flammable vapors. VEHICLE DAILY INSPECTIONS Driver/operators should follow a systematic procedure based on departmental SOPs, NFPA standards, and manufacturer's recommendations for inspecting apparatus. Having a systematic method helps ensure that all-important items are checked every time the inspection is made. The information in the following sections is based on the requirements contained in NFPA 1002 and the government pretrip inspection requirements for obtaining a commercial driver's license (CDL) or Lesen Memandu Angkatan Tentera Malaysia (BAT D 41). Even if your jurisdiction does not require that fire apparatus driver/operators obtain a CDL or BAT D 41, these pretrip inspection principles provide a sound basis for the type of inspection that all fire apparatus driver/operators should be able to perform. These are the types of checks that career personnel should perform at the beginning of each tour of duty and volunteer personnel should do on a biweekly basis. One particular method of performing an apparatus inspection is referred to as the circle or walk-around method. This method involves starting at the driver's door on the cab and working around the apparatus in a clockwise pattern. As the apparatus is circled, important areas are checked along the way. The final step involves a driver/operator getting in the cab, starting the apparatus, and performing a functional check on apparatus systems. Figure 2 shows one method for performing the walk-around inspection. Exact procedures vary depending on departmental policies and vehicle design. For example, a vehicle with an engine ahead of the cab is checked in a different order than one with an engine behind or underneath the cab. The information contained in this section may be used during the course of the inspection, regardless of the exact order.

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Figure 2 A systematic approach to inspecting the vehicle is best.

If records from previous inspections are available, driver/operators may wish to review them to see if any problems were noted at that time. This allows the current inspector to pay extra attention for reoccurrence of those concerns. If possible, driver/operators may also talk to the last person to inspect or drive the apparatus to get any important information on recent problems.

CONCLUSION With this learning session, students can know the type and the Special Vehicle category. The information in this topic aids the RMAF Aero Fireman personnel in meeting the Perform functions as a Fire Tender Driver/Operator.

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