Technical Committee on Airport Facilities (AIS-AAA)Page 1 of 1 Technical Committee on Airport...

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Technical Committee on Airport Facilities (AIS-AAA)

M E M O R A N D U M

DATE: July 26, 2013

TO: Principal and Alternate Members

FROM: Barry Chase, NFPA Staff Liaison Office: (617) 984-7259 Email: [email protected]

SUBJECT: AGENDA – NFPA 409, NFPA 415, and NFPA 423 First Draft Meeting (Annual 2015)August 13-15, 2013, New Orleans, LA

1. Call to Order – August 13, 8:00am ET 2. Introductions and Attendance 3. Review Agenda 4. NFPA Staff Liaison Presentation 5. Chairman Comments 6. Approval of Previous Meeting Minutes (October 19 and November 2, 2011, Telephone/Web

Conference) 7. Generate First Revisions for NFPA 423 (No Public Input received) 8. Act on Public Input and Generate First Revisions for NFPA 415

a. Report from the Task Group on Glass Boarding Bridges (R. Pope) 9. Act on Public Input and Generate First Revisions for NFPA 409 10. Other Business 11. Next Meeting 12. Adjourn Meeting

Please submit requests for additional agenda items to the chair at least seven days prior to the meeting, and notify the chair and/or staff liaison as soon as possible if you plan to introduce any large-scale revisions at the meeting. All NFPA Technical Committee meetings are open to the public. Please contact me for information on attending a meeting as a guest. Read NFPA's Regulations Governing the Development of NFPA Standards (Section 3.3.3.3) for further information. Additional Meeting Information: See the Meeting Notice on the Document Information Page (www.nfpa.org/409, www.nfpa.org/415, or www.nfpa.org/423) for meeting location details. If you have any questions, please feel free to contact Elena Carroll, Project Administrator at 617-984-7952 or by email [email protected]. C. Standards Administration

Attachment #1: Previous Meeting Minutes

of 4 NFPA 415 F2012 ROC Minutes 2011

NFPA Technical Committee on Airport Facilities

Fall 2012 (2013 Edition) ROC Meeting

MEETING MINUTES

DAY ONE - October 19, 2011 MS Live Meeting ATTENDANCE:

Chairman: James Doctorman The Boeing Company Staff Liaison: Barry Chase National Fire Protection Association

Principles: Dennis Banschbach XL Global Asset Protection Services

Gene Benzenberg Alison Control Inc. James Blake Vancouver International Airport Authority David Brandenburg Continental Airlines David Burkhart Code Consultants, Inc. Patrick Corcoran Wolverine Fire Protection Company Matthew Daelhousen FM Global Scott Enides S.R.I. Fire Sprinkler Corporation

(Rep. National Fire Sprinkler Association) Michael France National Air Transportation Association Elwin Joyce Eastern Kentucky University

(Rep. International Fire Marshals Association ) Maurice Pilette Mechanical Design Ltd. Robert Rees Sunland Fire Protection Inc.

(Rep. American Fire Sprinkler Association) Joseph Scheffey Hughes Associates, Inc. Mark Workman The Viking Corporation Kevin Wypychoski Precision Mechanical Services, Inc.

Alternates: Rick Jackson

(Alt. to R. Rees) Jackson Associates, Inc. (Rep. American Fire Sprinkler Association)

(* voting) Robert Kasiski (Alt. to M. Daelhousen)

FM Global

Lee Rindfuss* (Alt. to K. Kremkow)

Marsh USA, Inc.

Member Emeritus: L. M. Krasner


CALL TO ORDER – 2:05p James Doctorman, Chairman of the NFPA Committee on Airport Facilities called the meeting to order and

greeted the attendees. Members, alternates and guests were asked to introduce themselves. COMMENTS ON GENERAL PROCEDURE

Barry Chase, NFPA Staff, gave a presentation on the new Doc Info pages to replace the E-Committee pages, the new Codes/Standards process that will begin with the Fall 2013 cycle and reviewed the possible committee actions that were available for action on the public and committee proposals.

ACTION ON PUBLIC COMMENTS

There were no public comments. MINUTES OF THE PREVIOUS MEETING

The committee accepted the minutes from the previous meeting. REPORT OF THE TASK GROUP ON UPDATED REFERENCES IN NFPA 415 (Chair: Robert Tabet)

Report was put on hold and a 2nd meeting is necessary UPDATE FROM THE TASK GROUP ON GLASS BOARDING BRIDGES (Chair: Randy Pope)

Nothing to Report The committee agreed to consider a research proposal to the Code Fund that would investigate whether

Glass Boarding Bridges could be used safely OTHER BUSINESS

Motion to move the next revisions of NFPA 409, 415, and 423 into the Annual 2015 revision cycle o Unanimous

NEXT MEETING - November 2, 2011, 2:00pm ET

Meeting will be a continuation of the ROC, in order to address the reference updates

ADJOURNMENT – 3:58p Respectfully Submitted, Barry D. Chase Staff Liaison


NFPA Technical Committee on Airport Facilities

Fall 2012 (2013 Edition) ROC Meeting

MEETING MINUTES

DAY TWO - November 2, 2011 MS Live Meeting ATTENDANCE:

Chairman: James Doctorman The Boeing Company Staff Liaison: Barry Chase National Fire Protection Association

Principles: Michael Aaron The RJA Group, Inc.

Dennis Banschbach XL Global Asset Protection Services James Blake Vancouver International Airport Authority David Brandenburg Continental Airlines Bob Boyer UTC/ Edwards Company

(Rep. National Electrical Manufacturers Association) David Burkhart Code Consultants, Inc. Patrick Corcoran Wolverine Fire Protection Company Matthew Daelhousen FM Global Scott Enides S.R.I. Fire Sprinkler Corporation

(Rep. National Fire Sprinkler Association) Thomas Gambino Prime Engineering, Inc. Elwin Joyce Eastern Kentucky University

(Rep. International Fire Marshals Association ) Christy Marsolo Tyco International Ltd. Jack Poole Poole Fire Protection, Inc. Randy Pope Burns & McDonnell Engineering Company Robert Rees Sunland Fire Protection Inc.

(Rep. American Fire Sprinkler Association) Joseph Simone US Department of the Navy

Alternates: (* voting)

Andrew Barrowcliffe (Alt. to D. Banschbach)

XL Global Asset Protection Services

Richard DiMisa (Alt. to D. Burkhart)

Code Consultants, Inc.

Rick Jackson (Alt. to R. Rees)

Jackson Associates, Inc. (Rep. American Fire Sprinkler Association)

Robert Kasiski (Alt. to M. Daelhousen)

FM Global

Robert Tabet (Alt. to J Simone)

US Department of the Navy


CALL TO ORDER – 2:08p James Doctorman, Chairman of the NFPA Committee on Airport Facilities called the meeting to order

and greeted the attendees. Attendance was taken. REPORT FROM TASK GROUP ON UPDATED REFERENCES IN NFPA 415 (Chair: Robert Tabet)

The committee heard the report from the task group and generated committee comments The task group on ASTM C569 was retained for next edition with Robert Tabet as Chair.

NEXT MEETING

The next meeting will be scheduled to coincide with the Annual 2015 revision cycle. ADJOURNMENT – 3:34p Respectfully Submitted, Barry D. Chase Staff Liaison

Attachment #2: NFPA 409 Public Input

7/22/13 TerraView™

submittals.nfpa.org/TerraViewWeb/ViewerPage.jsp 1/81

Public Input No. 79-NFPA 409-2013 [ Section No. 1.1 ]

1.1 Scope.

1.1.1

This standard contains the minimum requirements for the proper construction of aircrafthangars and protection of aircraft hangars from fire.

1.1.2

This standard applies only to buildings or structures used for aircraft storage,maintenance, or related activities. Fire protection systems shall be designed tominimize fire damage to the hangar structure, and to the extent practicable, thehangar’s contents, including spare parts, maintenance equipment and aircraft.Other uses within an aircraft hangar shall be protected in accordance with otherapplicable NFPA Standards.

Additional Proposed Changes

File Name Description Approved

NFPA_409_1.1_Extend_scope.docx Cover Sheet

Statement of Problem and Substantiation for Public Input

1.1.1 no change1.1.2 The value of modern commercial and military aircraft within a hangar is often an order of magnitude higher than the hangar itself. NFPA 409 needs to provide in addition to life safety, protection for all the property within a hangar not just for the building. Aircraft are notoriously sensitive to fire, FM Global Loss Prevention Data Sheet 7-93N: “Tests by the US Federal Aviation Authority and others indicate that an aircraft fuselage skin will fail within 45 seconds from a flammable liquid fire exposure” (exposure being interpreted as engulfed in flames). On the other hand NFPA 69 (Explosion Prevention Systems) defines systems that extinguish fires within fractions of a second.

So a fire protection system able to extinguish a fuel spill fire below an aircraft within, 20 to 30 seconds has to be a realistic possibility. Clearly, setting a minimum requirement of “protecting aircraft from any significant damage” is not reasonably practicable, but it would seem to be an acceptable outcome if fire damage is limited to the replacement of a few sections of fuselage skin, which would seem readily achievable using flame detection and fast acting foam delivery.

Submitter Information Verification

Submitter Full Name:RICHARD GILLESPIE

Organization: FIRE ENGR SOLUTIONS P/L

Street Address:

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Zip:



Submittal Date: Fri Jul 12 08:55:24 EDT 2013

Copyright Assignment

I, RICHARD GILLESPIE, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA)

all and full rights in copyright in this Public Input (including both the Proposed Change and the Statement of

Problem and Substantiation). I understand and intend that I acquire no rights, including rights as a joint author, in

any publication of the NFPA in w hich this Public Input in this or another similar or derivative form is used. I

hereby w arrant that I am the author of this Public Input and that I have full pow er and authority to enter into this

copyright assignment.

By checking this box I aff irm that I am RICHARD GILLESPIE, and I agree to be legally bound by the above

Copyright Assignment and the terms and conditions contained therein. I understand and intend that, by checking

this box, I am creating an electronic signature that w ill, upon my submission of this form, have the same legal

force and effect as a handw ritten signature



Public Input No. 41-NFPA 409-2013 [ Section No. 3.3.11 ]

3.3.11 Membrane Hangar .

The flexible structural fabric or film that supports the imposed loads and transmits them tothe supporting structure. The membrane carries only tension or shear in the plane of themembrane.


Definition is for "membrane", not "membrane hangar".


Submitter Full Name:LIANE OZMUN

Organization: FRANKFURT-SHORT-BRUZA

Street Address:

City:

State:

Zip:

Submittal Date: Tue Jul 02 18:32:05 EDT 2013


I, LIANE OZMUN, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA) all and

full rights in copyright in this Public Input (including both the Proposed Change and the Statement of Problem and

Substantiation). I understand and intend that I acquire no rights, including rights as a joint author, in any

publication of the NFPA in w hich this Public Input in this or another similar or derivative form is used. I hereby

w arrant that I am the author of this Public Input and that I have full pow er and authority to enter into this


By checking this box I aff irm that I am LIANE OZMUN, and I agree to be legally bound by the above Copyright

Assignment and the terms and conditions contained therein. I understand and intend that, by checking this box, I

am creating an electronic signature that w ill, upon my submission of this form, have the same legal force and

effect as a handw ritten signature

Public Input No. 78-NFPA 409-2013 [ New Section after 3.3.17 ]

3.3.18 Foam Concentrate.

For the purpose of determining the concentrate percentage, the definition of‘Foam Concentrate’ shall be also mean any substitutes for actual foam producingliquids, such as substituting AFFF with plain or colored water.





nfpapublicinputform_-_Kaare_Holm_NoFoam_Systems_section_3-3-18.pdf

Cover Sheet


NFPA 412 recently adopted the concept of ‘input based testing’ as an optional alternative to ‘output based testing’ (such as the refractometer test for determining the concentrate percentage produced by the proportioner). The proposed new definition above would effectively allow the AHJ the same privilege under this revised NFPA 409.Input based testing simply defines that you can determine the concentrate percentage from the proportioner by measuring the flowrates of both water and foam concentrate being put into the proportioner, and this concentrate proportion will by natural logic be the same as the foam/water solution coming out of the proportioner (which is what is currently being sampled and then analyzed with a refractometer to determine the concentrate percentage). As is well known and accepted, the proportioner does not need to be adjusted when changing from one type of foam concentrate to another, because it will mix any foam concentrate liquid to the same percentage. Likewise, it will mix plain or colored water to the same proportion as well. Therefore, it is possible to test the proportioner by replacing foam concentrate with plain or colored water. Testing with colored water instead of AFFF for that purpose will eliminate significant clean-up cost and associated environmental issues, and in doing so it would be more acceptable for the AHJ to test more frequently.This approach is already demonstrated by the Navy, and accepted broadly by the DoD, and new installations (foam systems in hangers) are in construction with requirements of being able to test with colored water instead of with AFFF concentrate. The basic principle being used is to simultaneously measure the water-pipe’s and the concentrate-pipe’s flow-rates with external flow meters, before they enter the proportioner, and used math to calculate the concentrate percentage.It would be in the interest of this standard to allow the AHJ to perform parts of the testing with water, while still being in full compliance with the NFPA 409.The proposed change is simply an added tool/approach, which does not take away from anyone who wishes to test as has been done in the past. The proposed change also does not modify the requirement to test with actual foam for any other purpose, as required in the standard, other than for testing the proportioner’s performance.


Submitter Full Name:KAARE HOLM

Organization: NOFOAM SYSTEMS, EGE

Street Address:

City:

State:

Zip:



I, KAARE HOLM, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA) all and








By checking this box I aff irm that I am KAARE HOLM, and I agree to be legally bound by the above Copyright





3.3.x Foam Generators . Foam generators mix air with foam solution to deliverexpanded foam to a fire or risk area.

Low-expansion generators deliver expanded foam with an expansion ratiosapproximately 4 to 10:1.

High-expansion generators deliver expanded foam with an expansion ratiosapproximately 500 to 1200:1.

High expansion generators can be fan-driven or use air-induction to introduce airto the foam solution.

Outside-air high-expansion generators use air from outside the fire compartment.

Inside-air high-expansion generators use air from inside the fire compartment.



NFPA_409_Inside_or_Outside_Air_Foam_Generators.docx Cover Sheet


Definition of the foam generator types is suggested as helpful.Inside air foam generators may fan driven or air inducing type. Given the normally large size and high ceilings of aircraft hangars, the use of flame detectors and the requirements of NFPA 409 and NFPA 11 for rapid fire suppression, it is most likely that there will be no significant smoke or toxic products of combustion captured by the Hi-Ex generators during a discharge in a hangar. It is not prohibited by either NFPA 409 or NFPA 11 to stop the foam discharge automatically when the fire is suppressed, in fact it is advisable to do so because when the foam concentrate runs out a continuing discharge of water will collapse the Hi-Ex blanket formed during the foam discharge. This has the added benefit of stopping the blanket building to above head height, which is likely to place evacuees in danger, not from toxic gasses in the foam but from disorientation and diminished sight and sound.Tests such as the VROM test (copy of test report attached) on the Skum HG-25 illustrate air-induction types of generator, which owe much of their fire resistance and operability to the fact they use no moving parts. Their simplicity offers economy and design flexibility not possible with fan-driven types. Note: Supporting material is available for review at NFPA Headquarters.






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5.2.5 Fixed water or foam-water systems shall be permitted to be used in lieu ofthe passive fire resistance separations detailed in 5.2.1, 5.2.2, 5.2.3 & 5.2.4provided they are automatically operated, installed on both sides of the wall, anddesigned in accordance with 5.6, and other NFPA standards as appropriate.



NFPA_409_5.2_Internal_Separations.docx Cover Sheet


NFPA 409 has long allowed active fire separation, in its requirement to protect steel columns without passive fire rated covering by spraying water on them. This proposal is an extension of that principle.It is intended that this would allow the installation of sprinklers in low rise offices, workshops, etc. adjoining hangars as a substitute for fire rated walls, doors and shutters.




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5.9.1 *

Landing gear pits, ducts, and tunnels tunnels which are located below floor level shallbe designed on the premise that flammable liquids and vapor will be present at all times .Materials , unless they do not connect to the hangar floor or the classified area above thefloor. Materials and equipment shall be impervious to liquids and shall be fire resistant ornoncombustible.


This paragraph before modification appears to apply to open landing pits and ducts and tunnels which connect to the hangar floor or classified area. As written, it also could apply to a tunnel below the hangar floor that does not have openings into the hangar or hangar floor, but only sealed piping or conduit which enters the hangar from the tunnel. It could also apply to a duct which passes below the hangar slab, but does not communicate with the hangar floor.

The modification limits the classified area to the landing gear pits, ducts and tunnels which communicate with the hangar classified areas.




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Public Input No. 81-NFPA 409-2013 [ Section No. 5.11.2.2 ]

5.11.2.2 *

Floor trench drainage systems shall be provided to restrict the spread of fuel in order toreduce the fire and explosion hazards from fuel spillage , and prevent fire spread to aircraftdown-slope from a burning fuel spill .



NFPA_409_5.11.2_Hangar_Floor_Trench_Drainage.docx Cover Sheet


The need for these changes is self evident.




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5.11.2.4 *

Trench drainage systems in aircraft storage or servicing areas shall be designedand constructed so that they have a capacity large enough to prevent buildup offlammable liquids and water over the drain inlet when all fire protection systemsand 125 percent of the sum of all closed head automatic sprinkler systems, hose streamsallowances and hand hose streams are discharging at the design rate. The discharge oflow level foam systems, foam-water deluge sprinklers systems, and supplementary foamsystems are excluded from the required drainage capacity.


This section is a remnant unchanged over the years from older editions of the standard when plain water deluge systems were permitted and the concept was to flush fuel off the floor. Since foam agents blanket and secure spilled fuel, this requirement offers little benefit while imposing a high cost burden. This drainage makes little sense in high expansion foam applications when much of the liquid is bound up in bubbles. 125% is intended to provide a reasonable safety factor in removing plain water from the sprinkler system which will tend to flow beneath the foam.


Submitter Full Name:Michael Aaron

Organization: The RJA Group, Inc.

Street Address:

City:

State:

Zip:

Submittal Date: Sun Jul 07 17:04:41 EDT 2013


I, Michael Aaron, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA) all and






By checking this box I aff irm that I am Michael Aaron, and I agree to be legally bound by the above Copyright







5.11.2.10

Oil separators and flame traps shall be provided for the trench drainage systems servingall aircraft storage and servicing areas. These separators shall be permitted to serve eachhangar trench drainage system or a group of hangar trench drainage systems or beinstalled as part of a general airport trench drainage system.



NFPA_409_5.11.2_Hangar_Floor_Trench_Drainage.docx Cover Sheet


The need for these changes is self evident.




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5.12.2

In aircraft storage and servicing areas, no heating, ventilating, and air-conditioningequipment employing an open flame or glowing element shall be installed, other than asprovided for in 5.12.5 . Open flame shall mean burners that utilize combustion air fromwithin the aircraft storage and servicing area. Equipment with sealed burners and ductedcombustion air shall be permitted to be installed within the aircraft the aircraft storage andservicing area.


Use of term "open flame" needs clarification. The HVAC industry defines this as a visible flame or a flame that pulls air from within the space the the equipment is installed.


Submitter Full Name:STEPHEN TAMANKO

Organization: Bascon Inc.

Street Address:

City:

State:

Zip:

Submittal Date: Tue Mar 05 13:07:21 EST 2013


I, STEPHEN TAMANKO, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA)






By checking this box I aff irm that I am STEPHEN TAMANKO, and I agree to be legally bound by the above






Public Input No. 31-NFPA 409-2013 [ Section No. 5.12.4 [Excluding any

Sub-Sections] ]

In aircraft storage and servicing areas, heating, ventilating, and air-conditioning systemsemploying recirculation of air within aircraft storage and servicing areas with open flame orglowing element shall have return air openings not less than 3 m (10 ft) above the floor andin addition must be in accordance with 5 .12.5. Supply air openings shall not be installedin the floor and shall be at least 152 mm (6 in.) from the floor measured to the bottom of theopening.


The way this is written, no air rotation type heaters can be utilized including but not limited to hot water coil type.


Submitter Full Name:STEPHEN TAMANKO

Organization: Bascon, Inc.

Street Address:

City:

State:

Zip:

Submittal Date: Tue Mar 05 14:05:22 EST 2013


I, STEPHEN TAMANKO, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA)






By checking this box I aff irm that I am STEPHEN TAMANKO, and I agree to be legally bound by the above







5.15.1*

Aircraft storage and servicing areas, shall be provided with grounding facilities for removaland control of static electrical accumulations on aircraft while aircraft are stored orundergoing servicing in a hangar shall be permitted in accordance with 5.15.2 and5.15.3.


Aircraft owners have objected to enforcement of this provision of NFPA 409 and indicate grounding of their aircraft is potentially harmful to aircraft electronics. This revision allows the designer to work with aircraft owner and appropriately protect their investment.


Submitter Full Name:Donald Cook

Organization: Shelby County Department of De

Street Address:

City:

State:

Zip:

Submittal Date: Thu Feb 28 15:46:30 EST 2013


I, Donald Cook, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA) all and






By checking this box I aff irm that I am Donald Cook, and I agree to be legally bound by the above Copyright







5.15.2

Floor-grounding receptacles shall be provided permitted and where installed shall beeither grounded through individual driven electrodes or electrically bonded together in agrid system and the entire system grounded to underground metal piping, such as coldwater piping, or driven electrodes. Where driven electrodes are used, they shall consist of15.9 mm ( 5⁄8 in.) diameter or larger metal rods driven at least 1.5 m (5 ft) into the ground.Floor-grounding receptacles shall be designed to minimize the tripping hazard.






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5.17.1

Draft curtains shall be required in Group I hangars where heat actuated fire detectiondevices are located below the roof .



NFPA_409_5.17_Draft_Curtains.docx Cover Sheet


Draft curtains are designed to collect and concentrate hot air and fire gasses to increase the speed at which thermal devices respond. When other types of fire detection are used draft curtains do not assist fire protection, and are not economically justified.




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new 6.1.6

Each foam protection system shall be designed, installed, and maintained in accordancewith NFPA 11, except that foam system piping shall not be required to be galvanized.


NFPA 11 (2010 edition) 4.7.2.1 states "Galvanized pipe shall be used." While this requirement maybe useful for tanks farms it is inappropriate for foam systems inside hangars. Galvanized piping is generally incompatible with the foams. It contributes nothing to system corrosion resistance and may be harmful when the zinc coating deteriorates causing galvanic cell corrosion and potentially releasing flakes of zinc which may clog orifices. FM Global and others are eliminating requirements for galvanized piping.




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6.1.1

The protection of aircraft storage and servicing areas for Group I aircraft hangars shall be inaccordance with any one of the following:

(1) A foam-water deluge system, as specified in 6.2.2. In addition, supplementaryprotection systems as specified in 6.2.3 shall be provided in hangars housing singleaircraft having wing areas greater than 279 m2 (3000 ft2).

(2) A combination of automatic sprinkler protection in accordance with 6.2.4 and anautomatic low-level low-expansion foam system in accordance with 6.2.5.

(3) A combination of automatic sprinkler protection in accordance with 6.2.4 and anautomatic low-level high-expansion foam system in accordance with 6.2.5.

(4) A combination of automatic sprinkler protection in accordance with 6.2.4 and a fuelcontainment floor system in accordance with 6.2.X


The Fuel Containment Floor System can be an alternative to the current accepted foam based fire suppression systems, that for certain hangars can be a better suited solution in terms of fire protection.


Submitter Full Name:TRISTAN MACKINTOSH

Organization: Fireless Flooring

Street Address:

City:

State:

Zip:



I, TRISTAN MACKINTOSH, hereby irrevocably grant and assign to the National Fire Protection Association

(NFPA) all and full rights in copyright in this Public Input (including both the Proposed Change and the Statement

of Problem and Substantiation). I understand and intend that I acquire no rights, including rights as a joint author,

in any publication of the NFPA in w hich this Public Input in this or another similar or derivative form is used. I



By checking this box I aff irm that I am TRISTAN MACKINTOSH, and I agree to be legally bound by the above







6.2.2.3

In aircraft storage and servicing areas, the protection area as projected on the

floor shall be limited to 12 m 2 (130 ft 2 ). The maximum distance between sprinklerseither on branch lines or between branch lines shall be 3.7 m (12 ft). In buildings withstorage bays 7.6 m (25 ft) wide, a distance of 3.8 m (12 ft 6 in.) shall be permitted.


Allow NFPA 13 to set parameters for spacing along and between branchlines. Note this section is also referenced by also 7.2.3 and 9.14.2(3)(c).




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6.2.3.3

Each supplementary protection system shall be designed, installed, and maintained inaccordance with NFPA 11.


Delete as redundant with proposed new 6.1.6 to apply to all foam systems: "Each foam protection system shall be designed, installed, and maintained in accordance with NFPA 11, except that foam system piping shall not be required to be galvanized." See PI 51.

Related Public Inputs for This Document

Related Input Relationship

Public Input No. 51-NFPA 409-2013 [New Section after 6.1.1]




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Public Input No. 84-NFPA 409-2013 [ Sections 6.2.3.5.1, 6.2.3.5.2,



6.2.3.5.3, 6.2.3.5.4, 6.2.3.... ]

Sections 6.2.3.5.1, 6.2.3.5.2, 6.2.3.5.3, 6.2.3.5.4, 6.2.3.5.5

6.2.3.5.1

Supplementary high

-expansion foam systems shall

utilize surfactants as the foaming ingredient and shall be designed for local application.comply with 6.2.

35 .5

.2 *

These systems shall be designed to discharge at a rate to cover the protected area to adepth of at least 0.9 m (3 ft) within 1 minute.

6.2.3.5.3 Discharge rates shall take into consideration the sprinkler breakdown factorrequired in 6.12.8.2.2(2) of NFPA 11.except that they shall be designed for local or portable application including all parts of thehangar floor beneath an aircraft’s wings when parked in the hangar. This shall allowadditional foam as necessary to maintain the application density over all alternative winglocations.

6.2.3.5.

4

The foam generators shall be located at the ceiling or on exterior walls in such a way thatonly air from outside the aircraft storage and servicing area can be used for foamgeneration. Roof vents shall be located to avoid recirculation of combustion products intothe air inlets of the foam generators.

6.2.3.5.5 * Generators shall be powered by reliable water-driven or electric motors.Electric power reliability for generators shall be in accordance with electric fire pumprequirements of NFPA 202 Supplementary high expansion foam system generators may be fixed or portable asnecessary to facilitate aircraft movement and types, and shall be supported by work

procedures to ensure they are used when aircraft with wing areas above 279 m 2 areparked in the hangar .



NFPA_409_6.2.3.5_6.2.5.5_Rationalisation.docx Cover Sheet


6.2.3.5 and 6.2.5.5 largely repeat each other and this proposed arrangement reduces this duplication6.2.3.5.2 Guidance of high-expansion foam local delivery.6.2.5.5 The term low level is not defined and following the inference that outside-air high-expansion generators should be mounted in hangar walls, not practicable for Group I hangars which have with only two or three exterior walls. Due to the slow horizontal spread of Hi-Ex the



use of wall mounted generators should be discouraged.6.2.5.5.1 changed to be used defining all types of Hi-Ex generation.6.2.5.5.2 changed to be consistent with the requirement to follow NFPA 11 calculation methodology.6.2.5.5.3 Expanded to allow zoning of large systems6.2.5.5.4 Changed to better describe the requirements of general area coverage and supplementary systems6.2.5.5.5 & 6 Changed to allow inside-air generators 6.2.5.5.6 Minimum quality statement for inside-air generatorsInside-air generators offer several advantages over fan driven and outside-air types, the main advantages being :-• They have no moving parts thus require less maintenance• They are light weight reducing hangar roof loads• They are better able to withstand fire conditions before use.• They cost less than fan driven generators and deliver a more fluid foam blanket which improves the horizontal spread velocity, offering quicker fire suppression.• They offer significant economies in water and foam consumption and discharges into the environment




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Public Input No. 74-NFPA 409-2013 [ Section No. 6.2.3.5.3 ]

6.2.3.5.3

Discharge rates shall take into consideration the sprinkler breakdown factorrequired in 6.12.8.2. 3. 2 (2) of NFPA 11 using the total actual discharge from thenumber of sprinklers expected to operate in L/min (gpm) .



nfpa409_PI_Kasiski_6-2-3-5-3.pdf Cover Sheet


The revised wording provides clarity on how to properly design a high expansion foam system compensating for breakdown of the foam blanket by using the actual discharge from the sprinkler system. If the design discharge from a sprinkler is used the total rate of discharge from the generator may be incorrect and impact the performance of providing adequate fire protection.


Submitter Full Name:Robert Kasiski

Organization: FM Global

Street Address:

City:

State:

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Submittal Date: Thu Jul 11 13:28:18 EDT 2013


I, Robert Kasiski, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA) all and






By checking this box I aff irm that I am Robert Kasiski, and I agree to be legally bound by the above Copyright






Public Input No. 89-NFPA 409-2013 [ Sections 6.2.3.5.4, 6.2.3.5.5 ]

Sections 6.2.3.5.4, 6.2.3.5.5

6.2.3.5.4

The Outside-air foam generators shall be located at the ceiling or on exterior walls in sucha way that only air from outside the aircraft storage and servicing area can be used forfoam generation. Roof vents shall be located to avoid recirculation of combustion productsinto the air inlets of the foam generators.

6.2.3.5.5 *

Generators Outside-air generators shall be powered by reliable water-driven orelectric motors. Electric power reliability for generators shall be in accordancewith electric fire pump requirements of NFPA 20.

6.2.3.5.6 Inside-air generators shall be listed and shall be oriented and located inaccordance with the manufacturer's approvals in respect to air inlet clearance and directionof discharge.





Definition of the foam generator types is suggested as helpful.Inside air foam generators may fan driven or air inducing type. Given the normally large size and high ceilings of aircraft hangars, the use of flame detectors and the requirements of NFPA 409 and NFPA 11 for rapid fire suppression, it is most likely that there will be no significant smoke or toxic products of combustion captured by the Hi-Ex generators during a discharge in a hangar. It is not prohibited by either NFPA 409 or NFPA 11 to stop the foam discharge automatically when the fire is suppressed, in fact it is advisable to do so because when the foam concentrate runs out a continuing discharge of water will collapse the Hi-Ex blanket formed during the foam discharge. This has the added benefit of stopping the blanket building to above head height, which is likely to place evacuees in danger, not from toxic gasses in the foam but from disorientation and diminished sight and sound.Tests such as the VROM test (copy of test report attached) on the Skum HG-25 illustrate air-induction types of generator, which owe much of their fire resistance and operability to the fact they use no moving parts. Their simplicity offers economy and design flexibility not possible with fan-driven types. Note: Supporting material is available for review at NFPA Headquarters.




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6.2.3.5.5*

Foam Generators shall be powered by reliable water-driven or electric motors. Electricpower reliability for generators foam generators shall be in accordance with electric firepump requirements of NFPA 20.


Clarifies that the section is specifically addressing foam generators.


Submitter Full Name:John Chartier

Organization: Northeastern Regional Fire Cod

Street Address:

City:

State:

Zip:

Submittal Date: Thu Aug 16 11:27:16 EDT 2012


I, John Chartier, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA) all and






By checking this box I aff irm that I am John Chartier, and I agree to be legally bound by the above Copyright





6.2.4.5

The design Regardless of the ceiling slope, the design density of water from sprinkler

systems shall be a minimum of 6.9 L/min/m 2 (0.17 gpm/ft 2 ) over any 1394 m 2 (15,000

ft 2 ) area, including the hydraulically most demanding area as defined in NFPA 13.




There is a great deal of confusion regarding the rules of NFPA 13 and the 30% increase to the design area for buildings with a ceiling/roof slope of more than 2 in 12. As far as NFPA 13 is concerned, this 30% increase only applies to light, ordinary and extra hazard situations (it is in Chapter 11, which only applies to those hazard classifications). But many people try to apply it to other occupancies.

Other occupancies need to clarify whether their density/area criteria applies to sloped roof/ceilings. It is our understanding that the criteria in NFPA 409 was developed to be used regardless of the shape or slope of the roof/ceiling. The hanger rules have been sufficiently used to protect barrel shaped roofs that have a slope much greater than 2 in 12. The safety factors involved in the criteria in NFPA 409 allow the discharge criteria in this document to adequately protect sloped roof/ceilings without the 30% increase in the design area.

NFPA 409 needs to definitively state that the 30% increase does not apply. We have chosen to do this by inserting the phase, "regardless of the ceiling slope", which should clarify the situation sufficiently.


Submitter Full Name:Kenneth Isman

Organization: National Fire Sprinkler Association

Affilliation: NFSA E&S Committee

Street Address:

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Submittal Date: Sat Jun 29 13:11:06 EDT 2013


I, Kenneth Isman, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA) all and






By checking this box I aff irm that I am Kenneth Isman, and I agree to be legally bound by the above Copyright







6.2.5.2

Each low-level foam protection system shall be designed, installed, and maintained inaccordance with NFPA 11.


Delete as redundant with proposed new 6.1.6 to apply to all foam systems: "Each foam protection system shall be designed, installed, and maintained in accordance with NFPA 11, except that foam system piping shall not be required to be galvanized." See PI 51.







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6.2.5.5 Low-Level High-Expansion Foam Systems.

6.2.5.5.1

Low High - level high- expansion foam systems shall be designed and installed inaccordance with requirements for local application systems of NFPA 11 6 . 12.4.

6.2.5.5.2

The minimum application rate shall be a minimum of 0.9 m 3 /min/m 2 (3

ft 3 /min/ft 2 ) determined for a flammable liquids hazard using the calculationmethod of NFPA 11, Section 6.12 .

6.2.5.5.3

The discharge rate of the system shall be based on the application rate multipliedby the entire aircraft storage and servicing zone floor area. The application totaldischarge rate shall include the sprinkler breakdown factor specified in 6.12.8.2.2(2)of NFPA 11. rate, unless there are no sprinklers or low expansion deluge nozzles

above. Zones shall be the larger of 2500 m 2 (27,000 ft 2 ), or the area assigned toa single aircraft.

The design shall allow for the worst case number of wall openings to have foam spillingout to form a wedge outside. Openings shall include hangar doors, workshop hatches,boundaries between zones, etc. unless there is a wall or barrier able to contain the foam.The foam angle of repose used for these calculations shall be determined by testing andconfirmed during commissioning.

6.2.5.5.4

The high-expansion foam generators shall be arranged to achieve initial foamcoverage in the expected aircraft parking potential fuel spill area.

6.2.5.5.5

Foam Outside-air foam generators shall be supplied with air from outside theaircraft storage and servicing area. Roof vents shall be located to avoidrecirculation of combustion products into the air inlets of the foam generators.

6.2.5.5.6 *

Foam Outside-air generators shall be powered by reliable water-driven or electricmotors. Electric power reliability for foam generators shall be consistent inaccordance with electric fire pump requirements specified in Chapters 6 and 7 ofNFPA 20.

6.2.5.5.7 Inside-air generators shall be listed and shall be oriented and located inaccordance with the manufacturer’s approvals in respect to air inlet clearance and directionof discharge.



NFPA_409_6.2.3.5_6.2.5.5_Rationalisation.docx Cover Sheet


6.2.3.5 and 6.2.5.5 largely repeat each other and this proposed arrangement reduces this duplication6.2.3.5.2 Guidance of high-expansion foam local delivery.6.2.5.5 The term low level is not defined and following the inference that outside-air high-expansion generators should be mounted in hangar walls, not practicable for Group I hangars which have with only two or three exterior walls. Due to the slow horizontal spread of Hi-Ex the



use of wall mounted generators should be discouraged.6.2.5.5.1 changed to be used defining all types of Hi-Ex generation.6.2.5.5.2 changed to be consistent with the requirement to follow NFPA 11 calculation methodology.6.2.5.5.3 Expanded to allow zoning of large systems6.2.5.5.4 Changed to better describe the requirements of general area coverage and supplementary systems6.2.5.5.5 & 6 Changed to allow inside-air generators 6.2.5.5.6 Minimum quality statement for inside-air generatorsInside-air generators offer several advantages over fan driven and outside-air types, the main advantages being :-• They have no moving parts thus require less maintenance• They are light weight reducing hangar roof loads• They are better able to withstand fire conditions before use.• They cost less than fan driven generators and deliver a more fluid foam blanket which improves the horizontal spread velocity, offering quicker fire suppression.• They offer significant economies in water and foam consumption and discharges into the environment




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6.2.5.5.3

The discharge rate of the system shall be based on the application rate multipliedby the entire aircraft storage and servicing floor area. The application totaldischarge rate shall include the sprinkler breakdown factor specified in6.12.8.2. 3. 2 (2) of NFPA 11 using the total actual discharge from the number ofsprinklers expected to operate in L/min (gpm) .





The revised wording provides clartiy on how to properly design a high expansion foam system compensating for breakdown of the foam blanket by using the actual discharge from the sprinkler system. If the design discharge from a sprinkler is used the total rate of discharge from the generator may be incorrect and impact the performance of providing adequate fire protection.




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6.2.5.5.5

Foam generators shall be supplied with air from outside the or inside the aircraftstorage and servicing area. Roof vents shall be located to avoid recirculation ofcombustion products into the air inlets of the foam generators. area in accordance with theprovisions of 6.9 of NFPA 11.


In past NFPA 409 TC meetings inside air test data was presented by Ansul which demonstrated compliance with NFPA 11 6.9.1 and 6.9.2 for high expansion foam produced with inside air. At the time the TC rejected the proposal to allow inside air with some members citing life safety concerns. However there is no compelling reason to believe that life safety is more at risk in an aircraft hangar than in a flammable liquids warehouse with aisles of rack storage. Therefore it is recommended that the TC accept this proposal which will allow HEF systems to be implemented more reliably by eliminating roof penetrations and dampers.




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Public Input No. 90-NFPA 409-2013 [ Sections 6.2.5.5.5, 6.2.5.5.6 ]



Sections 6.2.5.5.5, 6.2.5.5.6

6.2.5.5.5

Foam Outside-air foam generators shall be supplied with air from outside the aircraftstorage and servicing area. Roof vents shall be located to avoid recirculation of combustionproducts into the air inlets of the foam generators.

6.2.5.5.6 *

Foam Outside-air generators shall be powered by reliable water-driven or electricmotors. Electric power reliability for foam generators shall be consistent withelectric fire pump requirements specified in Chapters 6 and 7 of NFPA 20.

6.2.5.5.7 Inside-air generators shall be listed and shall be oriented and located inaccordance with the manufacturer’s approvals in respect to air inlet clearance and directionof discharge,





Definition of the foam generator types is suggested as helpful.Inside air foam generators may fan driven or air inducing type. Given the normally large size and high ceilings of aircraft hangars, the use of flame detectors and the requirements of NFPA 409 and NFPA 11 for rapid fire suppression, it is most likely that there will be no significant smoke or toxic products of combustion captured by the Hi-Ex generators during a discharge in a hangar. It is not prohibited by either NFPA 409 or NFPA 11 to stop the foam discharge automatically when the fire is suppressed, in fact it is advisable to do so because when the foam concentrate runs out a continuing discharge of water will collapse the Hi-Ex blanket formed during the foam discharge. This has the added benefit of stopping the blanket building to above head height, which is likely to place evacuees in danger, not from toxic gasses in the foam but from disorientation and diminished sight and sound.Tests such as the VROM test (copy of test report attached) on the Skum HG-25 illustrate air-induction types of generator, which owe much of their fire resistance and operability to the fact they use no moving parts. Their simplicity offers economy and design flexibility not possible with fan-driven types.Note: Supporting material is available for review at NFPA Headquarters.




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6.2.6 * Foam Concentrate Supply.

The friction losses in piping carrying foam concentrate shall be calculated using the Darcyformula, also known as the Fanning formula.

6.2.6.1 *

The quantities of low-expansion foam concentrate , either protein foam, fluoroprotein,or AFFF, shall be large enough for a 10-minute foam discharge based on the supplycalculation in 6.2.2.4 and NFPA 16 .

6.2.6.2 *

The quantity of high-expansion foam concentrate shall be large enough for a12 15 -minute discharge at the water flow rate based on the supply calculationmethod required in 6.2.2.4 . of NFPA 11.

6.2.6.3

A reserve supply of foam concentrate of compatible type for the system shall be directlyconnected to the system and immediately available. The reserve supply shall be in thesame quantity as the main supply. To prevent accidental depletion of this reserve supply, itshall be available to the system only by intentional manual operation.

6.2.6.4

Control valves, foam concentrate liquid storage tanks, concentrate pumps, controllers,and bypass balancing equipment shall be located outside the aircraft storage and servicearea.

6.2.6.5 Where possible all foam systems within a hangar should use the same foamtype, in terms of foam concentrate compatibility and expansion ratio. Differing types shallonly be permitted where the combination is endorsed by the foam manufacturer(s).

6.2.6.6 To prevent unnecessary sprinkler breakdown, low-expansion foam shall not beapplied above high-expansion foam unless the low-expansion foam is released undercontrol of heat detectors and the high-expansion foam by flame detectors.





NFPA_409_6.2.6_Foam_Concentrate_Supply.docx Cover Sheet


6.2.6.1 Protein foam is no longer manufactured, and Lo-Ex foam types do not include FFFP, this level of detail does not seem necessary.6.2.6.2 NFPA 409 requires compliance with NFPA 11, which requires 2x 15 minute supplies. The calculation method in 6.2.2.4 is only part of the necessary calculation, and NFPA 11 offers a better calculation method.6.2.6.5 Since the formulation of high-expansion foam concentrate is significantly different to all other types of foam, it is unlikely that any manufacturer would endorse Lo-Ex and Hi-Ex in combination.6.2.6.6 It is necessary for Group I hangars (6.1.1 (1)) for aircraft with wing areas over 279 m2 to allow AFFF deluge with Hi-Ex supplementary protection. Given that flame detectors are used to initiate the supplementary Hi-Ex protection, if the heat detectors at roof level operate it can be assumed the Hi-Ex system has failed, one or more aircraft within the hangar will be severely damaged, and the high level system will provide protection to the hangar roof structure. Note: Supporting material is available for review at NFPA Headquarters.




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Public Input No. 45-NFPA 409-2013 [ New Section after 6.2.7.10 ]



6.2.X Fuel Containment Floor System.

6.2.X.1 Hangars protected in accordance with 6.1.1(4) shall be protected with afuel containment floor system.

6.2.X.2 The fuel containment floor system shall be designed to achieve (1)containment of aviation fuel spilled out of aircrafts within the storage and servicearea and prevent the fuel from being (re)ignited. (2) Suppression of burningaviation fuel spilled out of aircrafts within the storage and service area.

6.2.X.3 System floor size

6.2.X.3.1 In aircraft storage and servicing areas where the aircraft parking area isfixed, a fuel containment floor system shall be installed directly underneath theaircraft’s fuel tanks in accordance with 6.2.X.3.2

6.2.X.3.2 The fuel containment floor system shall cover the floor from theperimeter of the aircraft’s fuel tanks and all area within.

6.2.X.3.2.1 The fuel containment floor system shall consist of a single continuousfloor per each aircraft.

6.2.X.3.2 In aircraft storage and servicing areas where the aircraft parking area isflexible, a fuel containment floor system shall cover the entire area where anaircraft can potential be parked in accordance with 6.2.X.3.2

6.2.X.3.3 The edge of the fuel containment floor system should be a minimum of6m. (18 ft.) in horizontal distance from the perimeter of the fuel tanks.

6.2.X.4 Activated water sprinklers as per 6.2.4 shall not affect the performance ofthe fuel containment floor system. The drainage capacity of the system shallinclude the maximum amount of water deployed by the overhead sprinklersystem.

6.2.X.5 Fuel removal

6.2.X.5.1 The system shall have an integrated flush capability to flush outcontained fuel. The flush system shall be discharged into the trench drain systemin accordance with 5.11.2

6.2.X.5.2 In case of existing aircraft storage and service areas where (1) thetrench drain layout is not practically located in relation to the fuel containmentfloor system, (2) or the concrete floor slab does not have sufficient pitch, a suctionsystem may be installed to remove liquids from the system into the nearest trenchdrain or directly to a safe outside location in accordance with 5.11.2.3.






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6.2.7.10

Controllers for foam concentrate pumps shall be as follows:

(1) For electric-drive foam concentrate pumps greater than 22.4kW (30 horsepower) , alisted electric foam pump controller shall be used.

(2) For electric-drive foam concentrate pumps not exceeding 22.4kW (30 horsepower), alisted electric foam pump controller or limited-service foam pump controller shall beused.

(2) For diesel engine–driven foam concentrate pumps, a listed fire pump controller shallbe used.



6.2.7.10_1_.pdf Cover Sheet


Foam pumps feed full service controllers and should be no less than full service controllers. Listed full service controllers are now available in horsepowers down to 1.0 Hp. Also, Limited Service Controllers are no longer Listed (Approved) by Factory Mutual.Note: At one time, full service controllers were not available below 30 Hp.Note: Similar proposals have been submitted to NFPA-11 and NFPA-16.


Submitter Full Name:James Nasby



Organization: Columbia Engineering

Street Address:

City:

State:

Zip:

Submittal Date: Fri Mar 01 07:48:06 EST 2013


I, James Nasby, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA) all and






By checking this box I aff irm that I am James Nasby, and I agree to be legally bound by the above Copyright







6.2.7.10


(1) For electric-drive foam concentrate pumps greater than 22.4kW (30horsepower), a listed full service electric foam pump controller shall be used.

(2) For

electric-drive foam concentrate pumps not exceeding 22.4kW (30 horsepower), a listedelectric foam pump controller or limited-service foam pump controller shall be used.

(3) For diesel engine–driven foam concentrate pumps, a listed fire pump controller shallbe used.


Limited service fire pump controllers have been recommended for deletion twice by the NFPA 20 TC. Since full service controllers are available for all pump motor sizes at only a small additional cost, this should be the minimum requirement. To allow limited service foam pump controllers is inconsistent with the reliability and redundancy requirements throughout this standard. Also the language in 6.2.7.10 should be identical to 7.3.3.9 and 9.14.9.3.




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proposed new 6.2.8.1.4

Listed detection systems (such as optical flame detection) shall be acceptable in lieu ofheat detection if both approved by the Authority Having Jurisdiction and installed inaccordance with NFPA 72.


The purpose of this change is to make it clear than an owner and AHJ may agree to adopt an alternate detection system without requiring two detection systems.




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proposed new 6.2.8.4.1

Where wet-pipe sprinkler systems are provided, detection of sprinkler water flow shall beacceptable as the means of heat detection.


This is a clarification of the intent of the standard.




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6.2.8.5.1 *

Actuation of any closed-head sprinkler system shall simultaneously operate the low-levelfoam protection system (s) associated with it's area of coverage .


In Group I hangars low-level foam systems may need to be divided into multiple systems or zones. The standard is very clear that the capability to discharge all zones of a low-level foam system must be provided. For foam-water deluge sprinklers the standard implies that the systems are to be operated on a system by system basis in response to fire alarm initiating devices. Similarly for low-level foam, the standard needs to clarify if the systems or zones must all be discharged simultaneously, or if the response can be zoned in some manner. The recommendation is to allow a zoned response of the low-level systems.




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Submittal Date: Mon Jul 08 23:17:33 EDT 2013














Public Input No. 40-NFPA 409-2013 [ Section No. 6.2.9.3.1.1 ]

6.2.9.3.1.1

Where aircraft storage and servicing areas house only unfueled aircraft, as defined in3.3.15 , hand hose systems shall be provided in accordance with 6.2.9.4 of this standard.


Hand hose systems for hangars housing unfueled aircraft are addressed in Chapter 12, Unfueled Aircraft Hangars. Paragraphs 12.5.10 and 12.5.6.1 indicate inside hand hose systems are not required.

This change relocates unfueled aircraft hangar criteria to the chapter covering the subject, and eliminates conflicting criteria.




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6.2.10.8.2

The total pumping capacity shall be such that the maximum demand is met with thelargest fire pump out of service. be provided using fire pumps of equal capacity. No fewerthan two fire pumps shall be provided.


The "largest fire pump out of service" requirement is a level of redundancy not found in any other NFPA occupancy standard. NFPA 20 takes considerable care in ensuring fire pump reliability. This proposal relaxes the requirement for water supply redundancy in a manner analogous to the divided water supply requirement of.6.2.10.7 and does not allow the hangar to be protected by only a single fire pump.




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6.2.10.9* Flushing Underground Pipe.

Underground mains and each lead-in connection shall be flushed as specified in NFPA15 24 .


The addition of NFPA 24 into this section makes the document more consistent with the flushing guidelines established in the reference for Private Underground Fire Service Mains and is consistent with section 9.14.13.7.


Submitter Full Name:Doug Hohbein

Organization: Northcentral Fire Code Develop

Street Address:

City:

State:

Zip:



I, Doug Hohbein, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA) all and






By checking this box I aff irm that I am Doug Hohbein, and I agree to be legally bound by the above Copyright







6.2.10.9* Flushing Underground Pipe.

Underground mains and each lead-in connection shall be flushed as specified in NFPA15 25 .


NFPA 25 addresses testing, inspection, and maintenance of water based systems.


Submitter Full Name:John Chartier

Organization: Northeastern Regional Fire Cod

Street Address:

City:

State:

Zip:



I, John Chartier, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA) all and






By checking this box I aff irm that I am John Chartier, and I agree to be legally bound by the above Copyright






Public Input No. 52-NFPA 409-2013 [ New Section after 7.1 ]

new 7.1.5

Each foam protection system shall be designed, installed, and maintained in accordancewith NFPA 11, except that foam system piping shall not be required to be galvanized.


See proposed new 6.1.6 which is PI 51.







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Public Input No. 70-NFPA 409-2013 [ Sections 7.1, 7.2, 7.3, 7.4 ]



7.1

Sections 7.1, 7.2, 7.3, 7.4

7.1 General.

7.1.1

The protection of aircraft storage and servicing areas of Group II aircraft hangars shall be inaccordance with any one of the following:

(1) The provisions of Chapter 6 , unless foam-water deluge systems utilizing air-aspirating discharge devices are installed for the protection of Group II aircrafthangars, in which case the discharge rate specified in 6.2.2.12 of this standard is

permitted to be reduced to a minimum of 6.5 L/min/m 2 (0.16 gpm/ft 2 ) of floor area

(2) A combination of automatic sprinkler protection in accordance with Section 7.2 andan automatic, low-level, low-expansion foam system in accordance with Sections7.3 and 7.4

(3) A combination of automatic sprinkler protection in accordance with Section 7.2 andan automatic, high-expansion foam system in accordance with Sections 7.3 and7.5

(4) A closed-head foam-water sprinkler system in accordance with Section 7.6

7.1.2

Group II aircraft hangar storage and service areas housing unfueled aircraft shall beprovided with automatic sprinkler protection as specified in Chapter 12 .

7.1.3

Automatic closed-head sprinkler protection shall be provided inside separate shop, office,and storage areas located inside aircraft maintenance and servicing areas. The design shallbe in accordance with hazard classifications specified in NFPA 13.

7.1.4

In addition to the provision for sprinkler and foam extinguishing systems as required by thischapter, protection as required by 6.2.9 and Sections 6.3 and 6.4 also shall beprovided.

7.2 Closed-Head Water Sprinkler System for Aircraft Storage and Servicing Areas.

7.2.1 *

Sprinkler systems shall be either wet pipe or preaction, designed and installed inaccordance with the applicable sections of NFPA 13 and the provisions of this chapter.

7.2.2

Sprinkler piping shall be hydraulically sized in accordance with NFPA 13.

7.2.3

Sprinkler spacing shall be as specified in 6.2.2.3 .

7.2.4

Where open hangar doors result in interference with the distribution of water from thehangar sprinkler systems, additional sprinklers shall be provided to ensure required floorcoverage.

7.2.5

The design density of water from sprinkler systems shall be a minimum of 6.9 L/min/m 2

(0.17 gpm/ft 2 ) over any 464.5 m 2 (5000 ft 2 ) area, including the hydraulically mostdemanding area as defined in NFPA 13.



7.2.6

Sprinklers shall be nominal K-80 (K-5.6) or K-115 (K-8.0) sprinklers.

7.2.7

Sprinklers shall have a temperature rating of 162°C to 190°C (325°F to 375°F).

7.2.8

Sprinkler systems shall be flushed and tested in accordance with NFPA 13.

7.3 * Foam Concentrate — General.

The friction losses in piping carrying foam concentrate shall be calculated using the Darcyformula, also known as the Fanning formula.

7.3.1

The foam concentrate supplied with the system shall be listed for use with the distributionequipment.

7.3.2

There shall be a reserve of foam concentrate of a compatible type directly connected to thesystem. The reserve supply shall be in the same quantity as the main supply. To preventaccidental depletion of this reserve supply, it shall be available to the system only byintentional manual operation.

7.3.3 Foam Concentrate Pumps.

7.3.3.1

Foam concentrate pump installations shall comply with the applicable provisions of NFPA20, except as modified by this standard.

7.3.3.2

Where foam concentrate is introduced into the water stream by pumping, the total foamconcentrate pumping capacity shall be such that the maximum flows and pressures aremet with the largest foam concentrate pump out of service. The reserve pump(s) shall bearranged to operate only upon failure of the primary pump(s).

7.3.3.3

Piping shall be arranged so that maximum foam concentrate demand is supplied by anyfoam concentrate pump from either primary or reserve foam concentrate tanks.

7.3.3.4

Foam concentrate pumps shall be provided with means of pressure relief from the pumpdischarge to prevent excessive pressure and temperature. Discharge from the relief valveshall be piped back to the foam concentrate storage tank. Connection to the suction pipingshall not be permitted.

7.3.3.5

The pressure-regulating valve shall not be used as the pressure relief valve. Foamconcentrate pumps shall be started automatically by either a pressure drop in the foamconcentrate piping system or a signal from the detection system control panel.

7.3.3.6

A pressure maintenance pump shall be provided to maintain pressure in the foamconcentrate piping system where foam concentrate lines to the protective system injectionpoints are run underground or where they run aboveground for more than 15 m (50 ft).

7.3.3.7

Once started, foam concentrate pumps shall be arranged to run continuously until stoppedmanually. There shall be an audible “pump running” alarm in a constantly attendedlocation.

7.3.3.8



Power supply for the drivers of foam concentrate pumps shall be installed in accordancewith NFPA 20 and NFPA 70 . Power supplies shall be arranged such that disconnectingpower to the protected facility during a fire shall not disconnect the power supply to thefoam concentrate pump feeder circuit.

7.3.3.9


(1) For electric-drive foam concentrate pumps greater than 22.4 kW (30 horsepower), alisted fire pump controller shall be used.

(2) For electric-drive foam concentrate pumps greater than 11 kW (15 horsepower) butnot exceeding 22.4 kW (30 horsepower), a listed fire pump controller or listed limitedservice controller shall be used.

(3) For electric foam concentrate pumps less than 11 kW (15 horsepower), a listedlimited service controller shall be used.

(4) For diesel engine–drive foam concentrate pumps, a listed fire pump controller shall beused.

7.3.4

The control valves, foam–liquid concentrate storage, injection system, and foamconcentrate pump shall be located outside aircraft storage and servicing areas.

7.3.5

Plans and specifications for closed-head foam-water sprinkler systems shall provide theinformation required by 6.2.1 of this standard and NFPA 16. Plans and specifications forother foam extinguishing systems shall provide the information required by 6.2.1 .

7.3.6 Acceptance Tests.

7.3.6.1

Acceptance tests for closed-head foam-water sprinkler systems shall be performed inaccordance with NFPA 16.

7.3.6.2

Acceptance tests for foam extinguishing systems shall be performed in accordance with6.2.11.1 , 6.2.11.2 , 6.2.11.6 , and 6.2.11.8 .

7.3.6.2.1

The systems shall be subjected to flow tests, with foam flowing from the maximumnumber of foam distributors expected to operate, in order to ensure that the hangar isprotected in conformance with the design specifications and to determine if the flowpressures, agent discharge capacity, foam coverage, and percentage of concentration aresatisfactory.

7.3.6.2.1.1

A flow test shall be performed with only the foam system operating.

7.3.6.2.1.2

A flow test shall be performed with the foam system operating at the design pressure withthe sprinkler system and hose demand.

7.3.6.3 *

The timing of foam system discharge shall be measured beginning at the time of systemactuation.

7.3.7



The installing company shall furnish a written statement to the effect that the work hasbeen completed in accordance with approved plans and specifications and tested inaccordance with the provisions of 7.3.6 .

7.4 * Low-Expansion Foam System.

7.4.1

Foam systems shall be of the fixed type and shall be designed and installed in accordancewith the requirements for fixed-type systems in NFPA 11.

7.4.2

The minimum application rate of foam solution shall be 6.5 L/min/m 2 (0.16 gpm/ft 2 )where protein-based or fluoroprotein-based concentrate is used. Where AFFF concentrate

is used, the minimum application rate of foam solution shall be 4.1 L/min/m 2 (0.10

gpm/ft 2 ).

7.4.3 *

The discharge rate of the system shall be based on the rate of application multiplied by theentire aircraft storage and servicing floor area.

7.4.4

The foam system shall use low-level monitor-type discharge nozzles, with individual manualshutoff valves for each nozzle. The discharge nozzles shall be arranged to achieve initialfoam coverage in the expected aircraft parking area.

7.4.5 *

The quantity of foam concentrate shall be calculated for a 10-minute discharge at the waterflow rate based on the supply calculation method.

7.4.6 The low-level foam system shall be designed to achieve distribution of foam over theentire aircraft storage and service area. The design objective shall be to achieve coverage ofthe entire aircraft storage and servicing area to within 1.5 m (5 ft) of the perimeter walls anddoors within 3 minutes of system actuation.

We propose that subparts (1), (2), (3), and (4) of 7.1.1 be removed and replaced with thefollowing amendment:

(1) Group II hangars used for storage of aircraft and routine maintenance only shall havean automatic sprinkler protection system in accordance with Section 7.2, but thehangar shall be exempt from foam requirements per 412.4.6 of the InternationalBuilding Code.

(2) Hazardous operations and equipment (doping, hot work, fuel transfer, fuel tankrepair/maintenance, and spray finishing) per International Building Code412.4.6.1 and 412.4.6.3 is prohibited in Group II hangars without a foam firesuppression system in accordance with sections 7.3, 7.4, 7.5, and 7.6.



NFPA_Letter_2_.docx NFPA Ch. 7 proposed changes


Group II Hangars would no longer be required to install foam fire suppression systems. See letter attached.




Submitter Full Name:Will Hickman

Organization: City of Fort Worth

Affilliation: Fort Worth Spinks Airport

Street Address:

City:

State:

Zip:



I, Will Hickman, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA) all and






By checking this box I aff irm that I am Will Hickman, and I agree to be legally bound by the above Copyright





7.1.1

The protection of aircraft storage and servicing areas of Group II aircraft hangars shall be inaccordance with any one of the following:

(1) The provisions of Chapter 6, unless foam-water deluge systems utilizing air-aspirating discharge devices are installed for the protection of Group II aircrafthangars, in which case the discharge rate specified in 6.2.2.12 of this standard ispermitted to be reduced to a minimum of 6.5 L/min/m2 (0.16 gpm/ft2) of floor area

(2) A combination of automatic sprinkler protection in accordance with Section 7.2 andan automatic, low-level, low-expansion foam system in accordance with Sections 7.3and 7.4

(3) A combination of automatic sprinkler protection in accordance with Section 7.2 andan automatic, high-expansion foam system in accordance with Sections 7.3 and 7.5

(4) A closed-head foam-water sprinkler system in accordance with Section 7.6

(5) A combination of automatic sprinkler protection in accordance with 7.2 and a fuelcontainment floor system in accordance with 7.X








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7.2.5

The Regardless of the ceiling slope, the design density of water from sprinkler systems

shall be a minimum of 6.9 L/min/m 2 (0.17 gpm/ft 2 ) over any 464.5 m 2 (5000 ft 2 ) area,including the hydraulically most demanding area as defined in NFPA 13.



Other occupancies need to clarify whether their density/area criteria applies to sloped



roof/ceilings. It is our understanding that the criteria in NFPA 409 was developed to be used regardless of the shape or slope of the roof/ceiling. The hanger rules have been sufficiently used to protect barrel shaped roofs that have a slope much greater than 2 in 12. The safety factors involved in the criteria in NFPA 409 allow the discharge criteria in this document to adequately protect sloped roof/ceilings without the 30% increase in the design area.






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7.3.3.9


(1) For electric-drive foam concentrate pumps greater than 22.4 kW (30 horsepower), alisted fire pump controller shall be used.

(2) For electric-drive foam concentrate pumps greater than 11 kW (15 horsepower) butnot exceeding 22.4 kW (30 horsepower), a listed fire pump controller or listed limitedservice controller shall be used.


For diesel engine–drive foam concentrate pumps, a listed fire pump controller shall beused.(1) Controllers for foam concentrate pumps shall comply with the requirements ofsection 6.2.7.9.



7.3.3.9.pdf Cover Sheet


Foam pumps feed full service controllers and should be no less than full service controllers. Listed full service controllers are now available in horsepowers down to 1.0 Hp.Note: At one time, full service controllers were not available below 30 Hp.Note: Similar proposals have been submitted to NFPA-11 and NFPA-16.


Submitter Full Name:James Nasby

Organization: Columbia Engineering

Street Address:

City:

State:

Zip:

Submittal Date: Tue Feb 26 09:05:04 EST 2013


I, James Nasby, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA) all and






By checking this box I aff irm that I am James Nasby, and I agree to be legally bound by the above Copyright







7.3.3.9


(1) For electric-drive foam concentrate pumps greater than 22.4 kW (30horsepower), a listed full service fire pump controller shall be used.

(2) For

electric-drive foam concentrate pumps greater than 11 kW (15 horsepower) but notexceeding 22.4 kW (30 horsepower), a listed fire pump controller or listed limited servicecontroller shall be used.


(4) For diesel engine–drive foam concentrate pumps, a listed fire pump controller shallbe used.


See proposed change to 6.2.7.10 which is PI 57.



Public Input No. 57-NFPA 409-2013 [Section No. 6.2.7.10]




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7.4.4

The foam system shall use low-level discharge nozzles Where monitor -typedischarge nozzles are used , they shall be provided with individual manual shutoff valvesfor each nozzle. The discharge nozzles shall be arranged to achieve initial foam coveragein the expected aircraft parking area.


This comment is to make 7.4.4 read the same as 6.2.5.4.3. There is no reason to restrict low-level low expansion foam systems in Group II hangars to be only monitor nozzles, while allowing other foam delivery systems such as grate nozzles in Group I hangars.




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7.5.4

The discharge rate of the system shall be based on the application rate multipliedby the entire aircraft storage and servicing floor area. The application totaldischarge rate shall include the sprinkler breakdown factor specified inin 6.12.8. 2.3. 5. 2 (b) of NFPA 11 using the total actual discharge from the number ofsprinklers expected to operate in L/min (gpm) .



nfpa409_PI_Kasiski_7-5-4.pdf Cover Sheet






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7.5.5

Foam generators shall be supplied with air from outside the or inside the aircraftstorage and servicing area. Roof vents shall be located to avoid recirculation ofcombustion products into the air inlets of the foam generators. area in accordance with theprovisions of 6.9 of NFPA 11.


See proposed revision to 6.2.5.5.5 which is PI 60.



Public Input No. 60-NFPA 409-2013 [Section No. 6.2.5.5.5]




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7.6.2

The Regardless of the celing slope, the minimum discharge density shall be 6.5

L/min/m 2 (0.16 gpm/ft 2 ) of foam solution over the entire storage and service area.









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7.X Fuel Containment Floor System.

7.X.1 Hangars protected in accordance with 7.1 (5) shall be protected with a fuelcontainment floor system.

7.X.2 The fuel containment floor system shall be designed to achieve (1)containment of aviation fuel spilled out of aircrafts within the storage and servicearea and prevent the fuel from being (re)ignited. (2) Suppression of burningaviation fuel spilled out of aircrafts within the storage and service area.

7.X.3 System floor size

7.X.3.1 In aircraft storage and servicing areas where the aircraft parking area isfixed, a fuel containment floor system shall be installed directly underneath theaircraft’s fuel tanks in accordance with 7.X.3.2

7.X.3.2 The fuel containment floor system shall cover the floor from the perimeterof the aircraft’s fuel tanks and all area within.

7.X.3.2.1 The fuel containment floor system shall consist of a single continuousfloor per each aircraft.

7.X.3.2 In aircraft storage and servicing areas where the aircraft parking area isflexible, a fuel containment floor system shall cover the entire area where anaircraft can potential be parked in accordance with 7.X.3.2

7.X.3.3 The edge of the fuel containment floor system should be a minimum of6m. (18 ft.) in horizontal distance from the perimeter of the fuel tanks.

7.X.4 Activated water sprinklers as per 7.2 shall not affect the performance of thefuel containment floor system. The drainage capacity of the system shall includethe maximum amount of water deployed by the overhead sprinkler system.

7.X.5 Fuel removal

7.X.5.1 The system shall have an integrated flush capability to flush out containedfuel. The flush system shall be discharged into the trench drain system inaccordance with 5.11.2

7.X.5.2 In case of existing aircraft storage and service areas where (1) the trenchdrain layout is not practically located in relation to the fuel containment floorsystem, (2) or the concrete floor slab does not have sufficient pitch, a suctionsystem may be installed to remove liquids from the system into the nearest trenchdrain or directly to a safe outside location in accordance with 5.11.2.3.








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Public Input No. 68-NFPA 409-2013 [ New Section after 7.7 ]

proposed new 7.7.5

Listed detection systems (such as optical flame detection) shall be acceptable in lieu ofheat detection if both approved by the Authority Having Jurisdiction and installed inaccordance with NFPA 72.


See proposed new 6.2.8.1.4 which is PI 67. The purpose of this change is to make it clear than an owner and AHJ may agree to adopt an alternate detection system without requiring two detection systems.



Public Input No. 67-NFPA 409-2013 [New Section after 6.2.8.1]




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Public Input No. 87-NFPA 409-2013 [ Section No. 7.7 ]

7.7 Detection and Actuation Systems.

7.7.1

Detectors for actuating high- or low-expansion foam systems and for actuatingpreaction sprinkler systems shall be rate-of-rise, fixed-temperature, or rate-compensationtype. deluge and sprinkler systems at ceiling or roof height, shall be heat detectorsor flame detectors.

Detectors and systems for initiating discharge of expanded foam onto a fuel spill or fireshall be flame detectors configured to actuate foam discharge in less than 10 seconds.Flame detectors shall be arranged optimize detection of fires at floor level below aircraftfuel tanks at planned aircraft parking areas.

The first detector to operate shall signal alarm, but two detectors shall operate beforeinitiating a foam discharge. Flame detectors shall be aligned to, and provided in sufficientquantity to ensure proper coverage in the event of any single detector being out of service.In multiple zone systems sharing a common water or foam supplies, the first zone toactuate shall prevent later zones from operating to avoid unnecessary depletion of foamconcentrate supplies. Manual controls shall be configured to override this selection ifnecessary.

7.7.2

These detectors shall be installed in accordance with NFPA 72 .

7.7.3

Detection systems shall be provided with supervision as required by NFPA 72 .

7.7.4

Manual actuation stations shall be located so that each system can be individuallyoperated from both inside and outside the aircraft storage and servicing area. The manualstations shall be installed so that they are unobstructed, readily accessible, and located inthe normal paths of exit from the area.



NFPA_409_7.7_Flame_Detectors.docx Cover Sheet


In high roof buildings like hangars, thermal detection responds fast enough to protect the building structure but too slowly to deliver effective fire protection to high value property within the hangar at low level such as spare parts and aircraft. To meet the fuel spill foam suppression criteria of NFPA 11 fire suppression is required in 2.5 minutes, 30 seconds to start the foam delivery and 2 minutes to generate a foam blanket of adequate depth to submerge the risk. Flame detectors can be, and are often allowed to start hangar foam systems using the provisions of NFPA 409 1.3 & 1.4, however many AHJs are reluctant to deviate from the letter of NFPA codes, and in the past some have simply refused to allow such deviation. Although it is expected that each zone would have 4 flame detectors, where there are two parking



areas sharing a hangar doorway, with no convenient flame detector mounting available air-side between the two parking areas it is possible to meet these requirements with 3 flame detectors per parking area.Note: Supporting material is available for review at NFPA Headquarters.




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proposed new 7.7.1.1

Where wet-pipe sprinkler systems are provided, detection of sprinkler water flow shall beacceptable as the means of heat detection.


See proposed new section 6.2.8.4.1 which is PI 65. This is a clarification of the intent of the standard.



Public Input No. 65-NFPA 409-2013 [New Section after 6.2.8.4]




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8.7.1*

Grounding facilities shall be provided for removal and control of static electricalaccumulations on aircraft while aircraft are stored or are undergoing servicing in a hangarshall be permitted .






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8.7.2

Floor-grounding receptacles shall be provided permitted and where installed shall beeither grounded through individual driven electrodes or electrically bonded together in agrid system and the entire system grounded to underground metal piping or drivenelectrodes. Where driven electrodes are used, they shall consist of 15.9 mm ( 5⁄8 in.)diameter or larger metal rods driven at least 1.5 m (5 ft) into the ground. Floor-groundingreceptacles shall be designed to minimize the tripping hazard.






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Public Input No. 26-NFPA 409-2013 [ Sections 9.12.1, 9.12.2 ]

Sections 9.12.1, 9.12.2



9.12.1

Membrane-covered rigid-steel-frame-structure hangars housing other than unfilled aircraftshall be provided with grounding Grounding facilities for the removal and control of staticelectrical accumulations on aircraft while aircraft are stored or undergoing servicing in ahangar. membrane-covered rigid-steel-frame-structure hangars housing other than unfilledaircraft shall be permitted.

9.12.2

Floor-grounding receptacles shall be provided. The permitted. Where installed, thereceptacles shall be either grounded through individual driven electrodes or electricallybonded together in a grid system and the entire system grounded to underground metalpiping, such as cold water piping, or driven electrodes. Where driven electrodes are used,they shall consist of 15.9 mm ( 5⁄8 in.) diameter or larger metal rods driven at least 1.5 m(5 ft) into the ground. Floor-grounding receptacles shall be designed to minimize thetripping hazard.






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9.14.5.3

Each protection system shall be designed, installed, and maintained in accordance withNFPA 11 , except that foam system piping shall not be required to be galvanized .


See proposed new 6.1.6 which is PI 51.







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9.14.7.5.3

The discharge rate of the system shall be based on the application rate multiplied by theentire aircraft storage and servicing floor area. The application total discharge rate shallinclude the sprinkler breakdown factor specified in 6.12.8.2. 3. 2 of NFPA 11 using thetotal actual discharge from the number of sprinklers expected to operate in L/min (gpm) .









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9.14.7.5.5

Foam generators shall be supplied with air from outside outside or inside theaircraft storage and servicing area. Roof vents shall be located to avoid recirculation ofcombustion products into the air inlets of the foam generators. area in accordance with theprovisions of 6.9 of NFPA 11.


See proposed revision to 6.2.5.5.5 which is PI 60.







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9.14.9.3


(1) For electric-drive foam concentrate pumps greater than 22.4kW (30horsepower), a listed full service fire pump controller shall be used.

(2)

(3) For

electric-drive foam concentrate pumps greater than 11kW (15 horsepower) but notexceeding 22.4kW (30 horsepower), a listed fire pump controller or listed limited-servicecontroller shall be used.

(4) For electric-drive foam concentrate pumps less than 11kW (15 horsepower), a listedlimited-service controller shall be used.

(5) For diesel engine–drive foam concentrate pumps, a listed fire pump controller shallbe used.


See proposed change to 6.2.7.10 which is PI 57.



Public Input No. 57-NFPA 409-2013 [Section No. 6.2.7.10]




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9.14.13.2

The total pumping capacity shall be such that maximum demand shall be met withthe largest fire pump out of service. provided using fire pumps of equal capacity. No fewerthan two fire pumps shall be provided.


See proposed change to 6.2.10.8.2 which is PI 63.







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10.2.1

The Regardless of the ceiling slope, the protection of aircraft paint hangars shall be inaccordance with either Chapter 6 or Chapter 7 of this standard, whichever is applicable.









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Public Input No. 69-NFPA 409-2013 [ Chapter 11 [Title Only] ]

Final Acceptance Testing and Periodic Inspection and Testing

Proposal is that a new Chapter be created to put all testing requirements for finalacceptance and ongoing maintenance in one place. Centralizing these requirements willgive us an opportunity to eliminate common sources of confusion and make the standardeasier to use. Recommend that a Task Group be formed to accomplish this.


Centralizing all testing requirements will eliminate common sources of confusion and make the standard easier to use.




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Public Input No. 38-NFPA 409-2013 [ Section No. 12.5.6 [Excluding any

Sub-Sections] ]



The Regardless of the ceiling slope, the design density from sprinkler systems shall be a

minimum of 6.9 L/min/m2 (0.17 gpm/ft2) over any 464.5 m2 (5000 ft2) area, including thehydraulically most demanding area as defined in NFPA 13.









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Public Input No. 2-NFPA 409-2012 [ Section No. A.3.3.2 ]

A.3.3.2 Aircraft Hangar.

For overall height of various transport-type aircraft, see Table A.3.3.2. Offices and similaradministrative areas are not considered part of the hangar when properly separated per5.2.3, 8.2.3 and 9.2.3.

Table A.3.3.2 Gross Wing Area and Overall Height for Selected Aircraft

Gross Wing Area Overall Height

Aircraft m 2 ft 2 m ft–in.

Airbus A-380* 830.0 8920 24.1 † 79–0

Antonov An-124* 628.0 † 6760 21.0 † 69–2

Lockheed L-500-Galaxy* 576.0 † 6200 19.8 † 65–1

Boeing 747* 541.1 † 5825 19.4 † 63–8

Airbus A-340-500, -600* 437.0 † 4703 16.7 † 54–11

Boeing 777* 427.8 † 4605 18.5 † 60–9

Ilyushin II-96* 391.6 † 4215

DC-10-20, 30* 367.7 † 3958 17.7 † 58–1

Airbus A-340-200, -300, A-330-200, -300* 361.6 † 3892 16.7 † 54–11

DC-10-10* 358.7 † 3861 17.7 † 58–1

Concorde* 358.2 † 3856 12.2 † 40–0

Boeing MD-11* 339.9 † 3648 17.6 † 57–9

Boeing MD-17* 353.0 † 3800 16.8 † 55–1

L-1011* 321.1 † 3456 16.9 † 55–4

Ilyushin II-76* 300.0 † 3229 14.8 † 48–5

Boeing 767* 283.4 † 3050 15.8 † 52–0

Ilyushun IL-62* 281.5 † 3030 12.3 † 40–6

DC-10 MD-10 272.4 2932

DC-8-63, -73 271.9 2927

DC-8-62, -72 271.8 2926

DC-8-61, 71 267.8 2883

Airbus A-300 260.0 † 2799 16.5 † 54–3

Airbus A-310 218.9 † 2357 15.8 † 51–10

Tupolev TU-154 201.5 † 2169 11.4 † 37–4

Boeing 757 185.2 † 1994 13.5 † 44–6

Tupolev TU-204 182.4 † 1963 13.9 † 45–7



Boeing 727-200 157.9 † 1700 10.4 † 34–0

Lockheed L-100J Hercules 162.1 † 1745 11.6 † 38–3

Yakovlev Yak-42 150.0 † 1614 9.3 † 32–3

Boeing 737-600, -700, -800, -900 125.0 † 1345 12.5 † 43–3

Airbus A-318, A-319, A-320, A-321 122.6 † 1319 11.8 † 38–8

Boeing MD 80 112.3 † 1209 9.0 † 29–7

MD 90 9.3 † 30–7

Gulfstream V 105.6 † 1137 7.9 † 25–10

Boeing 737-300, -400, -500 105.4 † 1135 11.1 † 36–6

Tupolev TU-334, TU-354 100.0 † 1076 9.4 † 30–9

BAC 1-11-500 95.8 † 1031 7.5 † 24–6

NAMC YS-11 94.8 † 1020 8.9 † 29–5

Fokker 100, 70 93.5 † 1006 8.5 † 27–10

BAC 1-11-300, -400 93.2 1003 7.5 † 24–6

Boeing 717 93.0 † 1001 8.8 † 29–1

DC-9-30 93.0 † 1001 8.4 † 27–6

Boeing 737-200 91.0 † 980 11.3 † 37–0

Gulfstream IV 88.3 † 950 7.4 † 24–5

DC 9-10 86.8 † 934 8.4 † 27–6

BAe 146, RJX-70, -85, -100 77.3 † 832 8.6 † 28–3

Fokker 50, 60 70.0 † 753 2.7 † 27–3

Canadair RJ-700 68.6 † 738 7.6 † 24–10

Dash 8 Q400 63.0 † 679 7.5 † 24–7

ATR 72 61.0 † 656 7.6 † 25–1

Airtech CN-235 59.1 † 636 8.2 † 26–10

Saab 2000 55.7 † 600 7.7 † 25–4

Canadair RJ-100, -200 54.5 † 587 6.2 † 20–5

ATR 42 42.5 † 586 7.6 † 24–10

Dash 8 Q100, Q200 54.3 † 585 7.5 † 24–7

Embraer ERJ-135, -145 51.1 † 550 6.9 † 22–1

Cessna 750 48.9 † 527 5.8 † 18–11

Cessna 680 47.9 † 516 5.5 † 19–2

Saab 340 41.8 † 450 6.9 † 22–1

Embraer EMB-120 39.4 † 424 6.3 † 20–10

Bell Boeing V-22 39.5 † 382 6.6 † 21–9



Britten-Norman BN2 30.2 † 325 4.2 † 13–8

Cessna 650 28.9 † 312 5.1 † 16–9

Beech 1900 28.8 † 310 4.7 † 15–6

Beech King Air C90 27.3 † 294 4.3 † 14–3

*Aircraft with wing area in excess of 279 m2 (3000 ft2).

†Data from Jane’s All the World's Aircraft.


Offices separated from aircraft storage and servicing areas should not be held to the strict standard of a hangar when fire rated construction is provided. This will allow a two-story office area adjacent to but separated from the hangar. Section 8.1.2 would seem to prohibit this arrangement.


Submitter Full Name:Doug Hohbein

Organization: Northcentral Fire Code Develop

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I, Doug Hohbein, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA) all and






By checking this box I aff irm that I am Doug Hohbein, and I agree to be legally bound by the above Copyright






Public Input No. 50-NFPA 409-2013 [ Section No. A.5.11.2.4 ]

A.5.11.2.4

In general, this means that the design has to be adequate to ensure that the liquidlevel at the center of the drain is below the top surface of the drain trench draininlet grating for grated round, rectangular, and long trench-type inlets or below the floorsurface in the case of a slit trench .


Appendix material was not updated when trench drains were required. This is an editorial correction.




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Attachment #3: NFPA 409 Staff Comments

NFPA 409 - 2011 Edition NFPA Staff Comments For the Next Edition

Page 1 of 2

Entire document - Update per the Manual of Style: one requirement per section. Entire document - When does the word “hangar” refer to the entire building and when does it refer only to the aircraft storage and servicing area? For example, does the hangar classification rely only on the size of the aircraft storage and servicing area (i.e., a “single fire area” defined by the internal separations), or does it rely on the entire building area? 3.3.15 - Add annex material for the definition of “unfueled aircraft” to explain the correct interpretation. For example, it has been interpreted that the individual fuel lines can be considered part of the fuel cell to which they are attached, and so they do not need to be drained to 0.5% of their individual capacity. It would be helpful if this could be confirmed by the committee and explained in the document. Chapter 4 - Re-structure the chapter to better explain the thought process of determining the correct hangar group. Chapter 4 - How should the “maximum single fire area” be determined? Could we add examples in the annex? 4.1.4 - Clarify whether a membrane-covered rigid steel frame (MCRSF) structure with an access door >8.5 m is Group I or Group IV 4.1.4 - Could a Group IV hangar be aluminum frame, rather than steel? If not, what group would it be? 5.2.2 - Could there be an allowance for “separation distance equivalence” based on size/construction of the separating spaces between two hangars, rather than using a 3-hour wall, in accordance with 5.2.1? Should there be any consideration for the occupancy / combustible loading of shops/offices that separate hangars? What if it is a warehouse or other high-hazard occupancy versus an office or other low-hazard occupancy? 5.11.2.11 - There are a lot of questions on the requirements for the separator and the design of the tank, cistern, or sump, as required by this section. Would it be possible to explain this further? Perhaps add a drawing to the annex? How should the bypass be arranged? 6.2.5 - Could the foam system be arranged in zones, rather than protecting the entire floor area, if IR detectors are used? 6.2.5.5.3 - Section reference for NFPA 11 (2010 Ed.) is incorrect; recommend to just remove. 6.2.8.2.1 - Why are only heat detectors permitted? Is it acceptable to use IR detectors for actuating the deluge system? 6.2.8.5 - Provide a clarifying statement whether automatic detection, aside from the closed-head sprinkler system, is required for actuating the low-level foam system. 6.2.9 - Conflicts with Chapter 12, which does not require hoses for hangars housing unfueled aircraft. 6.2.10.8 - Requiring a redundant pump is a risk management issue. Is this within the scope of the document? Also, is this necessary, considering the reliability of modern pumps and the ITM schedule in NFPA 25? -Similarly, consider 6.2.10.7, which is also a risk management issue. 8.1.2 - Clarify that the one-story requirement applies only to the portion of the building that is the aircraft storage and servicing area and that it is acceptable to have more than one story in other parts of the building, such as attached shops and offices. OR clarify that no part of the building is permitted to have a second story, if that is the intent of the committee. However, the use of the term “Group III hangar” is confusing, because it could be interpreted to mean the entire building or just the aircraft storage and servicing area.

NFPA 409 - 2011 Edition NFPA Staff Comments For the Next Edition

Page 2 of 2

8.2-8.3 - The concepts of “separation distance”, “hangar building clusters”, “row hangars”, and “internal subdivisions” for Group III hangars are extremely confusing.

Why is there no limitation on the number of individual aircraft storage areas in a single row hangar, as long as the internal separations are in accordance with 8.2.2?

Given that there is no limit to the number of spaces in a single row hangar, why is there a maximum total fire area for hangar building clusters, which is only applicable when these same aircraft storage areas are separated into individual buildings and placed in close proximity? Shouldn’t the rules be less stringent - or at least the same - when some separation exists?

Does the clear space requirement in 8.2.1 only apply between hangars, or does it apply to other building occupancy types, as well? If it applies to other occupancy types, is there any consideration for construction type, given that attached shops and offices only require a 1-hour separation?

Should there be a limit to the overall building size for Group III hangars? 9.14.4 – Add “In protected hangars…” or similar. As written, this section can be interpreted to require a sprinkler system in ALL Group IV hangars with a mezzanine or other enclosed areas, even if the fire area is less than 12,000 ft3 and no hazardous operations are being performed. It has been interpreted that the intent of this section is simply to require the fire protection system to the listed, if one is installed. 9.14.5 – This section reads as if all hangars require protection. -9.14.5 change title to “Foam Protection Systems” -9.14.5.1 add “where required” 9.14.10.2.2 – Replace “low-expansion” with “low-level”. 9.14.11 – Does this require a hand hose for all Group IV hangars, even if the fire area is less than 12,000 ft3 and no hazardous operations are being performed? 10.4 - Conflicts with NFPA 70 for defining the classified area. NFPA 409 extends the Class 1 Division 2 classification to 20 ft above the aircraft, while NFPA 70 Article 513.3 extends this space to 30 ft above the aircraft. 11.1.1 - NFPA 25 is not applicable to NFPA 11 foam systems, fire alarm systems, grounding equipment, floor drainage systems, ventilation systems, or fire doors. This chapter should be expanded to include requirements or references for maintenance of these systems. New annex? - Would it be useful to provide a recommended practice for hangars housing high-value aircraft, such as military hangars, where the intent is to protect the contents, as well as the building? The only guidance provided is found in 6.2.3, where the use of supplemental protection systems is recommended. In such cases, it is not clear how these supplementary systems would fit together with the newer protection schemes that employ a low-level foam system.

Attachment #4: NFPA 415 Public Input




6.2.5 *

During a ramp fire emergency, walkway Walkway interiors shall have a positive air pressureflow delivered from a source that shall remain uncontaminated. This shall be activated byeither a switch at a position that is occupied when aircraft is loading or unloading, or by anautomatic detection system that detects a fire on the apron.


The current standard requires "pressurization" which is an very difficult performance requirement to effectively demonstrate in the wide variety of conditions that bridges are used for. If the goal is to have a pressure differential to the terminal, when the doors between the terminal and the bridge are open (as they normally are during loading and unloading) this is impossible. The bridge overall will be the same pressure as the terminal. If the goal is to have a pressure differential between the bridge and the outside, this will be highly dependent on the weather, what type of aircraft is using the bridge, whether there are any open windows, doors etc.

I would recommend that a specific sized fan or some specific performance criteria be determined. However, based on the investigations I have done, I'm not sure what that should be.

The second issue that the current standard has is that there is no indication on whether this is to be an automatic or manual system. It implies automatic, as it says it should happen when an emergency occurs, however, there is no guidance on how this system would be designed or what it would aim to do. In practice there is in most if not all cases a person at the bridge drive position and would be able to activate a manual button.


Submitter Full Name:James Blake

Organization: Vancouver Airport Authority

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Submittal Date: Tue May 21 23:53:35 EDT 2013


I, James Blake, hereby irrevocably grant and assign to the National Fire Protection Association (NFPA) all and full

rights in copyright in this Public Input (including both the Proposed Change and the Statement of Problem and

Substantiation). I understand and intend that I acquire no rights, including rights as a joint author, in any publication

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