$$TITOLO

AD 1.2 RESCUE AND FIRE FIGHTING SERVICES AND SNOW PLAN

1.	~~SCOPE:~~ RESCUE AND FIRE FIGHTING SERVICES:
1. 1	SCOPE:
1.1.1	The principal objective of a Rescue and Fire Service is to save lives in the event of an aircraft accident or incident occurring at, or in the immediate vicinity of, an airport. The Rescue and Fire service is provided to create and maintain survivable conditions, to provide egress routes for occupants and to initiate the rescue of those occupants unable to make their escape without direct aid.
1.1.2	The Rescue and Fire Service must exit all times for extinguishing Fire and Rescue work at the time of aircraft incident / accident or any emergency.
1.1.3	The Rescue and Fire Fighting may also vigil though discharge of accumulated electrostatic charges at the time of ground contact or during fuelling operations.
1.1.4	The provision of emergency exits and their availability to be opened from the inside and outside the aircraft is of primary importance in Rescue and evacuation operation at the time of incident / accident.
1.1.5	The most important factors bearing on effective rescue in a survivable aircraft accident is the training received the effectiveness of the equipment and the speed with which personnel and equipment designated for rescue and Fire Fighting purposes can be deployed.
1.1.6	The provision of adequate and special means of dealing promptly with an aircraft accident or incident occurring at, or immediate vicinity of, an airport assumes prime importance because it is within this area that there are the greatest opportunities of saving lives.
1.1.7	The extent of aircraft fires which may affect the rescue is influence largely by the quantity and deposition of fuel carried by the aircraft and the location of any fuel release as the result of the accident or incident.
1.1.8	The proposal set out here under concerning these services are intended as a general guide, to be applied to the fullest extent practical.
1.1.9	Where an aerodrome is located close to water/sea/swamp areas, or difficult terrain/environment and where a significant portion of approach or departure operations takes place over these areas, specialist rescue services and firefighting equipment/appliances appropriate to the hazard and risk shall be available.

1.1 2	The principal objective of a Rescue and Fire Service is to save lives in the event of an aircraft accident or incident occurring at, or in the immediate vicinity of, an airport. The Rescue and Fire service is provided to create and maintain survivable conditions, to provide egress routes for occupants and to initiate the rescue of those occupants unable to make their escape without direct aid. ADMINISTRATION
1.2	The Rescue and Fire Service must exit all times for extinguishing Fire and Rescue work at the time of aircraft incident / accident or any emergency.
1.3	The Rescue and Fire Fighting may also vigil though discharge of accumulated electrostatic charges at the time of ground contact or during fuelling operations.
1.4	The provision of emergency exits and their availability to be opened from the inside and outside the aircraft is of primary importance in Rescue and evacuation operation at the time of incident / accident.
1.5	The most important factors bearing on effective rescue in a survivable aircraft accident is the training received the effectiveness of the equipment and the speed with which personnel and equipment designated for rescue and Fire Fighting purposes can be deployed.
1.6	The provision of adequate and special means of dealing promptly with an aircraft accident or incident occurring at, or immediate vicinity of, an airport assumes prime importance because it is within this area that there are the greatest opportunities of saving lives.
1.7	The extent of aircraft fires which may affect the rescue is influence largely by the quantity and deposition of fuel carried by the aircraft and the location of any fuel release as the result of the accident or incident.
1.8	The proposal set out here under concerning these services are intended as a general guide, to be applied to the fullest extent practical.
1.9	Where an aerodrome is located close to water/sea/swamp areas, or difficult terrain/environment and where a significant portion of approach or departure operations takes place over these areas, specialist rescue services and firefighting equipment/appliances appropriate to the hazard and risk shall be available.

1.2.1	~~ADMINISTRATION~~ The Rescue & Fire Service at an airport should be under the administrative control of Airports Authority of India.
1.2.2	The Rescue & Fire Service should be responsible for ensuring that the service provided is organized, equipped, staffed, trained and operated in such a manner to achieve the principal objectives of saving lives in the event of aircraft incident/accident and achieve response time.
1.2.3	Coordination between Rescue & Fire Service at an airport and supporting agencies i.e. local fire department, police force, central industrial security forces posted at airport, ambulance, district administration, disaster management authority, hospitals, coast guard for sea area etc.
1.2.4	A detailed grid map of airport & immediate vicinity should be provided for the use of airport services concerned related to detailed information concerning topography, access roads, location of water supply etc. The grid map should be available/display in the Fire control room, fire watch tower, air traffic control tower, class-rooms, MI Room/fire station etc. including ARFF Vehicles/Ambulance/Supporting vehicles to respond an aircraft accident/incident/emergency/ mock drill. The copy of the grid map should also be distributed to supporting agencies.

21.1 3.	~~The Rescue & Fire Service at an airport should be under the administrative control of Airports Authority of India.~~ AIRPORT CATEGORY
2.2	The Rescue & Fire Service should be responsible for ensuring that the service provided is organized, equipped, staffed, trained and operated in such a manner to achieve the principal objectives of saving lives in the event of aircraft incident/accident and achieve response time.
2.3	Coordination between Rescue & Fire Service at an airport and supporting agencies i.e. local fire department, police force, central industrial security forces posted at airport, ambulance, district administration, disaster management authority, hospitals, coast guard for sea area etc.
2.4	A detailed grid map of airport & immediate vicinity should be provided for the use of airport services concerned related to detailed information concerning topography, access roads, location of water supply etc. The grid map should be available/display in the Fire control room, fire watch tower, air traffic control tower, class-rooms, MI Room/fire station etc. including ARFF Vehicles/Ambulance/Supporting vehicles to respond an aircraft accident/incident/emergency/ mock drill. The copy of the grid map should also be distributed to supporting agencies.

1.3. .1	~~AIRPORT CATEGORY~~ The level of protection to be provided at an aerodrome should be based on the dimensions of the aeroplane normally using the airport as adjusted for their frequency of operations.
1.3.2	The airport category for Rescue & Fire Services should be based on the overall length of the longest aeroplane normally using the airport and their maximum fuselage width.
1.3.3	The airport category should be determined from Table-1 by categorization the aeroplanes using the airport, by first evaluating their overall length and second, their fuselage width. If, after selecting the category appropriate to an aeroplane’ s overall length that aeroplane’ s fuselage width is greater than the maximum width in column 3 of Table-1 for that category, then the category for that aeroplane is actually on category higher.
1.3.4	Airport should be categorized for RFF purposes by counting the aeroplane movements in the busiest consecutive three months of the year when the number of movements of the aeroplane in the highest category normally using the airport is 700 or greater in the busiest consecutive three months, then that category should be the airport category and when the number of movements of the aeroplanes in the highest category normally using the airport is less than 700 in the busiest consecutive three months, then the airport category may be one less than highest aeroplane category as per Table-1 and also shall not be less than one category below the determined category.
1.3.5	The movement of aeroplane based on the take-off or landing scheduled non-scheduled and general aviation operations should be counted in determining the airport category.
1.3.6	Availability of ARFF Services including level of protection and watch hours will be notified through aeronautical information publication and any temporary change in the status of service will be notified through NOTAM.
1.3.7	During the anticipated periods of activity, the airport category may be reduced to the highest category of aeroplane planned to the use the airport during that time irrespective of number of movement

31.1 4	~~The level of protection to be provided at an aerodrome should be based on the dimensions of the aeroplane normally using the airport as adjusted for their frequency of operations.~~ AERODROME CATEGORY FOR RESCUE AND FIREFIGHTING
3.2	The airport category for Rescue & Fire Services should be based on the overall length of the longest aeroplane normally using the airport and their maximum fuselage width.
3.3	The airport category should be determined from Table-1 by categorization the aeroplanes using the airport, by first evaluating their overall length and second, their fuselage width. If, after selecting the category appropriate to an aeroplane’ s overall length that aeroplane’ s fuselage width is greater than the maximum width in column 3 of Table-1 for that category, then the category for that aeroplane is actually on category higher.
3.4	Airport should be categorized for RFF purposes by counting the aeroplane movements in the busiest consecutive three months of the year when the number of movements of the aeroplane in the highest category normally using the airport is 700 or greater in the busiest consecutive three months, then that category should be the airport category and when the number of movements of the aeroplanes in the highest category normally using the airport is less than 700 in the busiest consecutive three months, then the airport category may be one less than highest aeroplane category as per Table-1 and also shall not be less than one category below the determined category.
3.5	The movement of aeroplane based on the take-off or landing scheduled non-scheduled and general aviation operations should be counted in determining the airport category.
3.6	Availability of ARFF Services including level of protection and watch hours will be notified through aeronautical information publication and any temporary change in the status of service will be notified through NOTAM.
3.7	During the anticipated periods of activity, the airport category may be reduced to the highest category of aeroplane planned to the use the airport during that time irrespective of number of movement

4.	AERODROME CATEGORY FOR RESCUE AND FIREFIGHTING
	TABLE - 1

AERODROME CATEGORY	AEROPLANE OVERALL LENGTH	MAXIMUM FUSELAGE WIDTH
(1)	(2)	(3)
1	0 m up to but not including 9 m	2 m
2	9 m up to but not including 12 m	2 m
3	12 m up to but not including 18 m	3 m
4	18 m up to but not including 24 m	4 m
5	24 m up to but not including 28 m	4 m
6	28 m up to but not including 39 m	5 m
7	39 m up to but not including 49 m	5 m
8	49 m up to but not including 61 m	7 m
9	61 m up to but not including 76 m	7 m
10	76 m up to but not including 90 m	8 m

51.5	AIRPORT CATEGORY FOR ALL CARGO AEROPLANE
	TABLE-2

AERODROME CATEGORY	RE-CLASSIFICATION OF AERODROME CATEGORY FOR ALL CARGO AEROPLANES
1	1
2	2
3	3
4	4
5	5
6	5
7	6
8	6
9	7
10	7

a. All cargo aeroplanes is an aeroplane operated for the transportation of the goods without passengers.

b. The level of protection at aerodromes used for all cargo aeroplane may be reduced accordance with Table -2

c. The airport category for cargo aircraft is based on the need to protect only the area around the cockpit in the critical area concept.

61.6

MINIMUM NUMBER OF ARFF (ACFT/RIV) AMBULANCE & PERSONNAL PROTECTIVE EQUIPMENTS

TABLE-3

AERODROME CATEGORY	RESCUE AND FIRE FIGHTING VEHICLES (ACFT/RIV)	AMBULANCE (4- STRECHER)	AMBULANCE (6 - STRECHER)
1	1	1
2	1	1
3	1	1
4	1	1
5	1	1
6	2	2
7	2	3	2
8	3	4	2
9	4	4	3
10	4	4	3

TABLE 4

S. No	AIRPORT CATEGORY	BA SET	SPARE BA Cylinder	AIR COM	PRO SUIT	SPARE PRS	PDS	HYD UNIT
1	1 &2	2	2	1	2	1	1 +1	1 +1
2	3 &4	3	2	1	3	2	1 +1	1 +1
3	5 &6	6	3	1	6	3	2 +1	2 +1
4	7	9	4	1	9	4	3+1	3+1
5	8	12	5	1	12	5	4+1	4+1
6	9	15	6	1	15	6	5+1	5+1
7	10	18	6	2	18	6	6+1	6+1

1.7.	TYPE OF EXTINGUISHING AGENT
	a. Both principal and complementary agents should be provided/available at an airport. b. Principal agents produce a permanent control i.e. for a period of several minutes or longer. c. Complementary agents have rapid fire suppression capacity but offer a transient control which is usually only available during applications.
	(A) PRINCIPAL EXTINGUISHING AGENTS:
	(i) A foam meeting the minimum performance level B as per ICAO specifications or (ii) A foam meeting the minimum performance level C as per ICAO specifications or (iii) A Combination of these agents.
	(B) COMPLEMENTARY EXTINGUISHING AGENTS:
	(i) Dry chemical powders as per ICAO specifications. (ii) Other extinguishing agents with same firefighting capabilities.

8. 1.8	AMOUNT OF EXTINGUISHING AGENTS

1.8.1	The amount of water & water for foam production and the complementary to be provided on the ARFF Vehicles should be accordance with the airport category under Table -5
1.8.2	The minimum amount of extinguishing agents are based on the average overall lengths of aeroplanes in a airport fire category as per Table -5
1.8.3	The amount in Table -5 have been determined by adding the quantity of extinguishing agents which are required to obtained a one-minute control time in the practical critical area as per ICAO and the quantity for extinguishing agents which are required for continue control of the fire thereafter and/or for possible complete extinguishment of the fire.
1.8.4	Control time is the time required to reduce the initial intensity of the fire by 90 percent.
1.8.5	Where operations by aeroplanes larger than the average size in a given category are planned, the quantity of water shall be re-calculated and the amount of water for foam production and the discharge rate for foam solution shall be accordingly.
1.8.6	The quantity of foam concentrates separately provided on vehicles for foam production shall be in proportion to the quantity of water provided and the foam concentrate selected.
1.8.7	The amount of foam concentrate should be sufficient to supply at least two full loads of such quantity of water where sufficient additional water supply is immediately available to the ensure rapid replenishment of the water contained carried.
1.8.8	The amounts of water specify for foam production are predicated on an application rate of 5.5 liter/min/m2 performance level B and 3.75 liter/min/m2 for a foam meeting performance level C.

9. 1.9	MINIMUM USAUBLE AMOUNTS OF EXTINGUISHING AGENTS
	TABLE-5

Aerodrome Category	Foam Meeting Performance Level “B”		Foam Meeting Performance Level “C”		Complementary Agents
Aerodrome Category	Water (L)	Discharge Rate Foam Solution/Minute (L)	Water (L)	Discharge Rate Foam Solution/ Minute (L)	Dry Chemical Powders (KG)	Discharge Rate (KG/ Second)
1	230	230	160	160	45	2.25
2	670	550	460	360	90	2.25
3	1200	900	820	630	135	2.25
4	2400	1800	1700	1100	135	2.25
5	5400	3000	3900	2200	180	2.25
6	7900	4000	5800	2900	225	2.25
7	12100	5300	8800	3800	225	2.25
8	18200	7200	12800	5100	450	4.5
9	24300	9000	17100	6300	450	4.5
10	32300	11200	22800	7900	450	4.5

2	RUNWAY SURFACE CONDITION ASSESSMENT AND REPORTING
2.1	ICAO Global Reporting Format (GRF)
2.1.1	The following information are based on the implementation of the new ICAO methodology for assessing and reporting runway surface conditions, commonly known as the ICAO Global Reporting Format (GRF). Aircraft operators should utilize the information in conjunction with the performance data provided by the aircraft manufacturer to determine if landing or take-off operations can be conducted safely and provide runway braking action special air reports (AIREP) to ATC.
2.2	Assessment and Reporting
2.2.1	Runway surface conditions are assessed and reported whenever water or contaminants are present on an operational runway.
2.2.2	A Runway Condition Report (RCR) is disseminated when there are significant changes in the runway surface condition.
2.2.3	The RCR contains a Runway Condition Code (RWYCC) and information that describes the runway surface condition, i.e., type of contaminants, depth, and coverage for each runway third. Other relevant information is reported in the situational awareness section of the RCR.
2.2.4	The RWYCC is derived from the Runway Condition Assessment Matrix (RCAM but the descriptors used in India are limited to the information relevant to the range of meteorological conditions likely to be experienced in India.

Runway condition assessment matrix (RCAM)

Assessment criteria

Downgrade assessment criteria

RWYCC

Runway surface description

Aeroplane deceleration or directional control observation

Pilot report of runway braking action

DRY

---

· FROST

· WET (The runway surface is covered by any visible dampness or water up to and including 3 mm depth)

Up to and including 3 mm depth:

· SLUSH

· DRY SNOW

· WET SNOW

Braking deceleration is normal for the wheel braking effort applied AND directional control is normal

GOOD

-15ºC and Lower outside air temperature:

· COMPACTED SNOW

Braking deceleration OR

directional control is between Good and Medium.

GOOD TO MEDIUM

· WET (“slippery wet” runway)

· DRY SNOW or WET SNOW (any depth) ON TOP OF COMPACTED SNOW

More than 3 mm depth:

· DRY SNOW

· WET SNOW

Higher than -15ºC outside air temperature:

· COMPACTED SNOW

Braking deceleration is noticeably reduced for the wheel braking effort applied OR directional control is noticeably reduced.

MEDIUM

More than 3 mm depth of water or slush:

· STANDING WATER

· SLUSH

Braking deceleration OR

directional control is between Medium and Poor.

MEDIUM TO POOR

ICE

Braking deceleration is significantly reduced for the wheel braking effort applied OR directional control is significantly reduced.

POOR

· WET ICE

· WATER ON TOP OF COMPACTED SNOW

· DRY SNOW or WET SNOW ON TOP OF ICE

Braking deceleration is minimal to nonexistent for the wheel braking effort applied OR directional control is uncertain.

LESS THAN POOR

2.3	Dissemination of RCR
2.3.1	ATIS
	ATIS is the primary means for communicating the RCR information. The RCR will describe the conditions for each runway third in the direction of landing/take-off.
2.3.2	Air-Ground Voice Communications
	Only the Runway Condition Code (RWYCC) for each runway third will be communicated through the frequency. The contamination type, contamination depth and coverage will be provided upon request by the pilot. The information is communicated for each runway third in the direction of landing/take-off.
2.3.3	SNOWTAM
	The SNOWTAM will be promulgated whenever RWYCC 2 is reported. The assessment and reporting of runway surface conditions continue until the runway is no longer contaminated. The RCR is communicated from the lowest runway designation number.
2.4	Pilots are to make special air reports (AIREP) whenever worse braking action than previously reported is experienced. Otherwise, the pilots may be asked by the ATC to report their assessment of the braking performance. The terms to describe braking action are provided in the RCAM in para 2.2.4.