REFERENCES:

A. NAVAIR 00-80R-14, NAVY AIRCRAFT FIRE FIGHTING AND RESCUE MANUAL
B. NAVEDTRA 10335, AVIATION BOATSWAIN'S MATE H 3

111.1 STATE THE PRIMARY DUTY OF A FIRE FIGHTER. (REF. C)

SAVE LIVES. SECONDARY, SAVE PROPERTY AND EVIDENCE. ASSIGNED TO PERFORM NECESSARY FIRE RESCUE, SUPPORT AND ADMINISTRATION FUNCTIONS.

111.2 IDENTIFY THE MANUAL THAT PRESCRIBES MINIMUM FIREFIGHTING AND RESCUE OPERATING INSTRUCTIONS AND PROCEDURES. (REF A)

NAVAIR 00-80R-14 AND NAVAIR 00-80R-14-1

111.3 EXPLAIN THE FOLLOWING CLASSES OF FIRES, THEIR CHARACTERISTICS AND THE PRIMARY EXTINGUISHING AGENT FOR EACH: (REF. A)

A. CLASS A - CLASS "A" FIRES INVOLVE SOLID MATERIAL THAT LEAVE AN ASH, SUCH AS WOOD, CLOTH, AND PAPER. WATER IS THE PRIMARY MEANS OF EXTINGUISHING CLASS "A" FIRES. CREATES A WHITE/ GRAY SMOKE. EXTINGUISHING AGENTS ARE HIGH-VELOCITY FOG, SOLID WATER STREAM, AND CO2. FOR EXPLOSIVES AND PROPELLANTS: MAGAZINE SPRINKLING, SOLID WATER STREAM OR HIGH-VELOCITY FOG, AND FOAM.

B. CLASS B - CLASS "B" FIRES INVOLVE FLAMMABLE LIQUIDS SUCH AS OIL, GASOLINE, AND PAINT. THE BEST EXTINGUISHING AGENT FOR CLASS "B" FIRES IS AFFF (AQUEOUS FILM FORMING FOAM). ANOTHER GOOD EXTINGUISHING AGENT IS HALON 1301. NEVER USE A SOLID STREAM ON A CLASS "B" FIRE. THE STREAM WILL SIMPLY PENETRATE THE FLAMMABLE LIQUID'S SURFACE AND HAVE NO COOLING EFFECT, AND WILL SCATTER THE LIQUID THUS SPREADING THE FIRE. CREATES HEAVY BLACK SMOKE. EXTINGUISHING AGENT FOR PAINTS, SPIRITS, FLAMMABLE LIQUID STORES: CO2 (FIXED SYSTEM), FOAM (AFFF), INSTALLED SPRINKLING SYSTEM, HIGH-VELOCITY FOG, PKP, AND CO2. FOR GASOLINE: FOAM (AFFF), CO2 (FIXED SYSTEM), WATER SPRINKLING SYSTEM, AND PKP. FOR FUEL OIL, JP-5, DIESEL, OIL, AND KEROSENE: FOAM (AFFF), PKP, WATER-SPRINKLING, HIGH-VELOCITY FOG, CO2 (FIXED SYSTEM).

C. CLASS C - CLASS "C" FIRES ARE THOSE ASSOCIATED WITH ELECTRICITY OR ELECTRONIC EQUIPMENT. THE PRIMARY EXTINGUISHING AGENT IS CO2, BUT HIGH-VELOCITY FOG MAY ALSO BE USED AS A LAST RESORT. FOAM SHOULD NOT BE USED AS IT WILL DAMAGE THE EQUIPMENT AND MAY PRESENT A SHOCK HAZARD. SOLID WATER STREAM SHOULD NEVER BE USED. IF AT ALL POSSIBLE, THE EQUIPMENT SHOULD FIRST BE DE-ENERGIZED. BLUE-WHITE SMOKE. EXTINGUISHING AGENT: ELECTRICAL AND RATIO APPARATUS: CO2 (PORTABLE OR HOSE REEL), HIGH-VELOCITY FOG, FOG FOAM OR DRY CHEMICAL (ONLY IF CO2 NOT AVAILABLE).

D. CLASS D - CLASS "D" FIRES INVOLVE METALS, SUCH AS MAGNESIUM, SODIUM, AND TITANIUM. THESE METALS ARE USED IN THE MANUFACTURE OF CERTAIN PARTS OF AIRCRAFT, MISSILES, ELECTRONIC COMPONENTS, AND OTHER EQUIPMENT. MAIN CHARACTERISTIC IS VERY BRIGHT GLOW AND GRAY SMOKE. LOW-VELOCITY FOG CAN BE USED WITH LITTLE DANGER, AND THE FIRE CAN BE PUT OUT IN A MATTER OF SECONDS. ANOTHER METHOD IS TO JETTISON THE BURNING OBJECT OVERBOARD. EXTINGUISHING AGENT: MAGNESIUM ALLOYS: JETTISON OVERBOARD; LOW-VELOCITY FOG.

111.4 EXPLAIN THE FIRE TRIANGLE AND THE TERM "REFLASH". (REF. A)

THE ENTIRE CHEMISTRY AND PHYSICS OF FIRE AND BURNING, OR COMBUSTION, CAN BE SIMPLIFIED INTO A RELATIONSHIP BETWEEN THREE COMPONENTS: FUEL (PAPER, WOOD, OIL ETC.); HEAT (TEMPERATURE), AND OXYGEN (AIR). TO HAVE A FIRE IN ANY COMBUSTIBLE SUBSTANCE, THE THREE PARTS OF THE FIRE TRIANGLE MUST BE PRESENT AND ASSISTING EACH OTHER.

O X Y G E N
H F
E U
A E
T L

IF THE FIRE FIGHTER USES AN AGENT THAT PUTS UP A TEMPORARY SCREEN THAT BREAKS THE TRIANGLE, THE FIRE GOES OUT. OBVIOUSLY, THE FIRE CAN QUICKLY START UP AGAIN IF THIS MECHANISM IS USED BECAUSE EACH OF THE THREE NECESSARY COMPONENTS IS STILL THERE WAITING TO START THE FIRE AGAIN. THIS IS A REFLASH, FOR THAT REASON THE ON SCENE LEADER SETS A REFLASH WATCH.

111.5 IDENTIFY THE FLASHPOINT AND FLAMESPREAD RATES OF THE AIRCRAFT FUELS USED BY THE NAVY. (REF A)

JET FUEL FLASHPOINT FLAMESPREAD RATE
JP-4 -10 F (-23 C) 700 TO 800 FEET PER MIN
JP-5 140 F (60 C) 100 FEET PER MIN
JP-8 100 F (40 C) 100 FEET PER MIN

111.6 EXPLAIN THE POSITIONS OF A VARIABLE STREAM FOG NOZZLE. REF B

FORWARD - OFF
STRAIGHT UP (MIDWAY) - FOG
BACKWARD - STEADY STREAM

111.7 DESCRIBE THE PROTECTION PROVIDED BY THE ALUMINIZED PROTECTIVE CLOTHING (PROXIMITY SUIT) AND THE PROTECTION TO THE FIREFIGHTERS. (REF B)

THE CLOTHING OFFERS A MEANS OF PROVIDING PROTECTION TO FIREFIGHTERS BECAUSE OF ITS HIGH PERCENTAGE OF REFLECTIVITY TO RADIANT HEAT.

111.8 EXPLAIN THE PROCEDURES FOR MAKING A RESCUE WHEN THE AIRCRAFT IS ON FIRE. (REF B)

WHEN AN ADEQUATE RESCUE PATH IS PROVIDED, THE SCENE LEADER WILL DIRECT THE RESCUE OF PERSONNEL. HE/SHE REPORTS THE COMMENCEMENT AND COMPLETION OF THE RESCUE AND THE NUMBER OF CASUALTIES. ADEQUATE FIRE PROTECTION SHALL BE MAINTAINED FOR RESCUE PERSONS DURING RESCUE EVOLUTIONS.

111.9 EXPLAIN THE PROCEDURES/SAFETY CONSIDERATIONS WHEN APPROACHING AN AIRCRAFT WITH HOT BRAKES. (REF. A)

THE HEATING OF AIRCRAFT WHEELS AND TIRES PRESENTS A POTENTIAL EXPLOSION HAZARD INVOLVING BUILT-UP AIR PRESSURE IN THE TIRES, WHICH WILL BE GREATLY INCREASED WHEN FIRE IS PRESENT. HOT BRAKES WILL NORMALLY COOL THEMSELVES, WITHOUT THE USE OF AN EXTINGUISHING AGENT. WHEN RESPONDING TO HOT BRAKES OR A BRAKE FIRE, YOU SHOULD APPROACH THE WHEEL WITH EXTREME CAUTION IN A FORE OR AFT DIRECTION, NEVER FROM THE SIDE, OR IN LINE WITH THE AXLE.

111.10 EXPLAIN THE USE OF FUSIBLE PLUGS. (REF A)

FUSIBLE PLUGS HAVE BEEN INCORPORATED INTO THE WHEEL RIMS. THESE FUSIBLE PLUGS ARE DESIGNED TO AUTOMATICALLY DEFLATE THE TIRES WHEN A TEMPERATURE OF APPROXIMATELY 400 F (204 C) IS REACHED. (FAILURE OF FUSIBLE PLUGS TO FUNCTION PROPERLY HAS OCCURRED). RELEASING THE TIRE PRESSURE WILL REDUCE THE PRESSURE ON THE WHEEL AND THUS ELIMINATE THE POSSIBILITY OF EXPLOSION.

111.11 EXPLAIN THE PROCEDURES FOR EXTINGUISHING INTERNAL AIRCRAFT ENGINE/TAIL PIPE FIRES. (REF. A)

A. INTERNAL ENGINE FIRES - SHUTDOWN AND SECURE ENGINE IAW NATOPS PROCEDURES FOR ENGINE FIRE. WHEN STARTING EQUIPMENT AND QUALIFIED STARTING PERSONNEL ARE IMMEDIATELY AVAILABLE, THESE FIRES MAY BE CONTROLLED BY WINDMILLING THE ENGINE. IF THIS PROCEDURE FAILS OR IF THE EQUIPMENT AND PERSONNEL ARE NOT AVAILABLE, AN EXTINGUISHING AGENT MUST BE DIRECTED INTO THE ENGINE. HALON 1211 OR CO2 IS THE PRIMARY AGENT FOR INTERNAL ENGINE FIRES.

B. TAIL PIPE FIRES - WHEN A FIRE OCCURS IN THE TAILPIPE OF AN AIRCRAFT DURING START OR SHUTDOWN, THE AIRCRAFT ENGINE SHOULD BE STARTED BY AUTHORIZED PERSONNEL IN ORDER TO ATTEMPT EXTINGUISHMENT THROUGH EXHAUST PRESSURE. IF THIS OPERATION DOES NOT EXTINGUISH THE FIRE, THE CRASH CREW SHOULD DIRECT CO2 INTO THE TAILPIPE. IF THE FIRE IS NOT EXTINGUISHED, DIRECT THE STREAM OF EXTINGUISHER AGENT INTO THE INTAKE DUCT.

**WARNING**
DO NOT STAND DIRECTLY IN FRONT OF THE INTAKE DUCT OR DIRECTLY BEHIND THE TAIL PIPE.

111.12 IDENTIFY THE PRIMARY/LOCAL AIRFIELD FIRE EXTINGUISHER. (REF A)
THE PRIMARY FLIGHT LINE EXTINGUISHERS ARE 150 POUND, WHEELED , HALON 1211 FIRE EXTINGUISHERS. CURRENT INSERVICE PKP EXTINGUISHERS ARE ACCEPTABLE UNTIL HALON UNITS CAN BE PLACED IN SERVICE.

111.13 EXPLAIN THE CHARACTERISTICS AND HAZARDS RELATED TO THE FOLLOWING COMPOSITE FIRES: (REF. A)

A. CARBON/GRAPHITE FIBERS - PROVIDE A HIGH STRENGTH-TO-WEIGHT RATIO, AND EASE OF FABRICATION. CARBON OR GRAPHITE FIBERS CAN BE RELEASED INTO THE ATMOSPHERE IF THEIR EPOXY BINDER BURNS. ONCE FREE, THESE SMALL LIGHTWEIGHT FIBERS CAN BE TRANSPORTED UP TO SEVERAL MILES BY AIR CURRENTS AND, BECAUSE OF THEIR HIGH ELECTRICAL CONDUCTIVITY, CAN DAMAGE UNPROTECTED ELECTRICAL/ELECTRONIC EQUIPMENT.

B. BORON/TUNGSTEN FIBERS - BORON FIBERS POSE LESS OF A PROBLEM TO UNPROTECTED ELECTRICAL EQUIPMENT THAN CARBON OR GRAPHITE FIBERS, BECAUSE BORON FIBERS ARE MUCH HEAVIER AND ARE LESS LIKELY TO BECOME AIRBORNE. ALSO, BORON FIBERS ARE MUCH LESS ELECTRICALLY CONDUCTIVE. HOWEVER, LOOSE BORON FIBERS ARE STIFF AND SHARP, AND THUS POSE HANDLING PROBLEMS.

**WARNING**

INHALATION OF COMPOSITE FIBERS RESULTING FROM AIRCRAFT FIRES AND/OR AIRCRAFT MATERIAL DAMAGE MAY BE HARMFUL TO PERSONNEL. RESPIRATORY PROTECTION SHALL BE WORN WHEN PERSONNEL ARE EXPOSED TO THESE POTENTIAL HAZARDS. HOWEVER, THE NATURE OF SHIPBOARD AIRCRAFT MISHAPS AND THE NON-AVAILABILITY OF SUCH PROTECTION MAY PREVENT ALL SHIPBOARD FIRE-FIGHTING PERSONNEL FROM COMPLYING WITH THIS WARNING.

111.14 STATE THE PURPOSE OF CONFLAGRATION (CONFLAG) WATCHSTATIONS. (REF. C)

CONFLAG WATCHSTATIONS HAVE THE CAPABILITY OF ACTUATING ALL FIXED FIREFIGHTING SYSTEMS ON THE HANGAR DECK INCLUDING OPERATION OF HANGAR BAY DOORS, ROLLER CURTAINS AND AIRCRAFT ELEVATORS. A MINIMUM OF ONE CONFLAG STATION IN EACH HANGAR BAY (CONTAINING AIRCRAFT) WILL BE MANNED DURING ALL ORDNANCE LOADING/OFF-LOADING EVOLUTIONS.

111.15 EXPLAIN THE POSITION OF THE MOBILE FIREFIGHTING VEHICLE (MFFV) DURING LAUNCH/RECOVERY. (REF A)

SHIPS WITH TWO MFFVs OPERATIONAL--DURING PRELAUNCH STARTS, CHECKOUTS, AND LAUNCH, POSITION ONE MFFV AT A LOCATION WHICH WILL PROVIDE THE BEST VIEW OF THE FLY 2 AREA AND THE BOW CATAPULTS. POSITION THE SECOND MFFV AT A LOCATION WHICH WILL PROVIDE THE BEST VIEW OF THE FLY 3 AREA AND THE WAIST CATAPULTS. SHIPS WITH ONE MFFV OPERATIONAL SHALL POSITION THE MFFV AT A LOCATION WHICH WILL PROVIDE A VIEW OF THE LARGEST NUMBER OF AIRCRAFT. THESE UNITS SHALL BE POSITIONED, MANNED, AND RUNNING FROM THE TIME "START ENGINES" IS ANNOUNCED UNTIL THE LAUNCH IS COMPLETED.

111.16 STATE THE PURPOSE OF THE FLIGHT DECK CRASH CREW TO INCLUDE THE NUMBER OF PERSONNEL ON EACH TEAM AND THEIR INDIVIDUAL FUNCTIONS. (REF A)

THE CRASH, SALVAGE, AND RESCUE TEAM IS THE FLIGHT DECK REPAIR TEAM. FROM ITS STATION IN THE ISLAND STRUCTURE IT SERVES TO EFFECT RESCUE OF PERSONNEL FROM DAMAGED AIRCRAFT, FIGHT FIRES ON AND MAKE MINOR EMERGENCY REPAIRS TO THE FLIGHT DECK AND ASSOCIATED EQUIPMENT.

SCENE LEADER (1)-THIS IS A TRAINED INDIVIDUAL WHO IS PRESENT IN THE VICINITY OF THE INCIDENT, WHO UNDERSTANDS THE REQUIREMENTS OF THE EMERGENCY, AND WHO CAN GET THE REST OF THE CREW TO RESPOND TO HIS DIRECTION. THIS PERSON IS RESPONSIBLE FOR THE DIRECTION AND UTILIZATION OF ALL AVAILABLE FIREFIGHTING ASSETS AT THE SCENE.

MFFV DRIVER AND OPERATOR (3)-THE DRIVER AND OPERATOR PROVIDE FOR IMMEDIATE RESPONSE AND INITIAL FIREFIGHTING ACTIONS.

HOSE TEAM LEADER (1)-THE HOSE TEAM LEADER IS RESPONSIBLE FOR THE DIRECTION OF ONE HOSE TEAM UNDER THE SUPERVISION OF THE SCENE LEADER.

HOSE TEAM/DEPLOYMENT -AFFF HOSES SHALL BE DEPLOYED TO THE SCENE USING MAXIMUM PERSONNEL PARTICIPATION. WHEN IN PLACE, A HOSE TEAM SHALL CONSIST OF ONE AFFF HOSE WITH A MINIMUM OF FIVE PERSONS (MAXIMUM SEVEN) ON EACH 2-1/2 INCH HOSE AND A MINIMUM OF THREE (MAXIMUM FIVE) ON EACH 1-1/2 INCH HOSE.

MESSENGERS -THE MESSENGER ARE RESPONSIBLE FOR RELAYING INFORMATION FROM THE SCENE LEADER TO FLIGHT DECK CONTROL.

RESCUE PERSONS -RESCUE PERSONS SHALL BE AVAILABLE AND PROPERLY ATTIRED IN FIREFIGHTING PROXIMITY CLOTHING (HOTSUITS). RESCUE PERSONS SHOULD ALWAYS WORK IN PAIRS AS DIRECTED BY THE SCENE LEADER.

AFFF, SALTWATER HOSE STATION OPERATOR (ONE PER PLUG) - THE PLUG PERSON OPERATES THE STATION AT THE DIRECTION OF THE HOSE TEAM. THE AFFF PLUG PERSON ALSO MAINTAINS DIRECT COMMUNICATIONS WITH THE INJECTION STATION OPERATOR.

BACKGROUND ASSISTANCE LEADER (1)-THIS PERSON ORGANIZES AND DISPATCHES BACKGROUND ASSISTANCE PERSONNEL IN SUPPORT OF THE SCENE LEADER.

MEDICAL PERSONNEL (AS REQUIRED) -THESE INDIVIDUALS SHALL BE POSITIONED WELL CLEAR OF THE DANGER AREA TO PROVIDE MEDICAL ASSISTANCE AND SCREEN CASUALTIES.

EOD/WEAPONS PERSONNEL -PROPERLY EQUIPPED EOD/WEAPONS PERSONNEL SHALL BE STATIONED IN FLIGHT DECK CONTROL TO PROVIDE TECHNICAL ASSISTANCE AND WEAPONS DISPOSAL. THE AIR GUNNER/AIR WING ORDNANCE OFFICER SHALL MAINTAIN A STATUS BOARD WHICH CONFIRMS TYPE, QUANTITY, AND LOCATION OF ALL WEAPONS ON THE FLIGHT/HANGAR DECK AND/OR AIRCRAFT. THIS INFORMATION SHALL BE PROVIDED TO THE SCENE LEADER AND AIRCRAFT HANDLING OFFICER.

AVIATION FUEL REPAIR PERSONS -THESE PERSONS SHALL BE AVAILABLE TO PROVIDE TECHNICAL ASSISTANCE AND SYSTEM REPAIR.

AVIATION SQUADRONS -AIRCRAFT SQUADRONS ARE TO PROVIDE A SENIOR MAINTENANCE REPRESENTATIVE FOR TECHNICAL ASSISTANCE TO BE INCLUDED IN THE BACKGROUND ASSISTANCE LEADERS DETAIL. ADDITIONALLY, ALL AIRWING PERSONNEL SHALL PROVIDE IMMEDIATE ASSISTANCE IN ALL FIREFIGHTING OR TRAINING EVOLUTIONS.

111.17 WHAT ARE THE PRECAUTIONS FOR AIRCRAFT WITH EXPENDED FIRE BOTTLES (HALON)? (REF A)

HALON CREATES A HAZARD TO PERSONNEL WHEN DECOMPOSITION OCCURS. WHEN USING EXTINGUISHERS OF THIS TYPE IN UNVENTILATED SPACES OR CONFINED AREAS, OPERATORS SHOULD USE POSITIVE-PRESSURE, SELF CONTAINED BREATHING APPARATUS.