Advisory of Transportation Circular...63. Extinguishing Agent Detection. a. A means shall be provided to ensure the appropriate burner response to extinguishing agent application at

U.S. Departmentof Transportation

Federal AviationAdministration

AdvisoryCircular

Subject: CHANGE 1 TO DESIGN STANDARDS FOR ANAIRCRAFT RESCUE AND FIREFIGHTING TRAININGFACILITY

Date: 11/24/98Initiated by: AAS-100

AC No: 150/5220-17AChange: 1

1. PURPOSE. This Change incorporates Chapter 4, Mobile ARFF Training Devices, which provides the standards,specifications, and recommendations for the design of mobile ARFF training devices.

PAGE CONTROL CHART

Remove Pages Dated Insert Pages Datedv 1/31/92 v through viii 11/24/98

39-56 11/24/98

DAVID L. BENNETTDirector, Office of Airport Safety and Standards

11/24/98 AC 150/5220-17A CHG 1

TABLE OF CONTENTS (CONTINUED)

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CHAPTER 4. MOBILE ARFF TRAINING DEVICES

Section 1. MOBILE ARFF TRAINER (MAT) SYSTEM SAFETY

60. GENERAL DESIGN CRITERIA ........................................................................................................... 3961. COMBUSTION AIR AUGMENTATION .............................................................................................. 3962. EMERGENCY SHUTDOWN ................................................................................................................ 3963. EXTINGUISHING AGENT DETECTION............................................................................................. 3964. FAIL-SAFE PROPANE CONTROL VALVES....................................................................................... 4065. INTERNAL AIR TEMPERATURE MONITORING AND CONTROL ................................................. 4066. HARDWARE MALFUNCTION ............................................................................................................ 4067. PILOT FLAME MONITORING............................................................................................................. 4068. PRE-VENTILATION/VENTILATION .................................................................................................. 4169. PROPANE LEVEL MONITORING....................................................................................................... 41

Section 2. AIRCRAFT MOCK-UP

70. GENERAL DESIGN CRITERIA ........................................................................................................... 4171. DIMENSIONS OF OPERATIONAL MOCK-UP ................................................................................... 4272. FIRE SCENARIOS ................................................................................................................................ 4373. - 79. RESERVED........................................................................................................................................... 43

Section 3. FUEL-SPILL BURN AREA

80. GENERAL DESIGN CRITERIA ........................................................................................................... 4381. DIMENSIONS ....................................................................................................................................... 4382. PERFORMANCE CRITERIA ................................................................................................................ 4383. - 89. RESERVED........................................................................................................................................... 44

Section 4. THE MAT OPERATOR CONTROL CENTER

90. HUMAN FACTORS .............................................................................................................................. 4491. PERFORMANCE CRITERIA ................................................................................................................ 4592. - 99 RESERVED............................................................................................................................................ 45

Section 5. FUEL SYSTEM REQUIREMENTS

100. GENERAL DESIGN CRITERIA ........................................................................................................... 46101. COMPLIANCE WITH STANDARDS ................................................................................................... 46102. PERFORMANCE CRITERIA ................................................................................................................ 46103. - 109. RESERVED....................................................................................................................................... 46

Section 6. ELECTRICAL SYSTEM REQUIREMENTS

110. GENERAL DESIGN CRITERIA .......................................................................................................... 46111. COMPLIANCE WITH STANDARDS ................................................................................................... 46112. PERFORMANCE CRITERIA ................................................................................................................ 47113. - 119. RESERVED....................................................................................................................................... 47

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Section 7. INTEGRATED SIMUJLATOR SYSTEMS REQUIREMENTS

120. GENERAL DESIGN CRITERIA ........................................................................................................... 47121. CONTROL SYSTEM............................................................................................................................. 47122. EXTERIOR AIRCRAFT FIRE INCIDENT SCENARIOS...................................................................... 48123. INTERIOR AIRCRAFT FIRE SCENARIOS (OPTIONAL).................................................................... 50124. - 129 RESERVED........................................................................................................................................ 52

Section 8. COMMUNICATIONS SYTEMS

130. GENERAL DESIGN CRITERIA ........................................................................................................... 52131. PERFORMANCE CRITERIA ................................................................................................................ 52132. RADIO INTERFERENCE ..................................................................................................................... 52133. - 139 RESERVED........................................................................................................................................ 52

Section 9. OPERATOR MANUALS, GUIDANCE, AND TRAINING

140. OPERATOR MANUALS, TECHNICAL SERVICE, AND PERFORMANCE DOCUMENTATION .... 52141. NAME PLATES AND INSTRUCTION PLATES .................................................................................. 53142. TRAINING COURSE REQUIREMENTS .............................................................................................. 53143. OPERATOR PERFORMANCE CRITERIA ........................................................................................... 53144. - 149 RESERVED........................................................................................................................................ 53

Section 10. MOBILE ARFF TRAINER TRANSPORTABILITY

150. GENERAL DESIGN CRITERIA ........................................................................................................... 53151. AIRCRAFT FUSELAGE MOCK-UP ..................................................................................................... 54152. ELECTRICAL POWER SUPPLY .......................................................................................................... 54153. ELECTRICAL CABLING, CONNECTORS, AND WIRING ................................................................. 54154. FUEL-SPILL BURN AREA ................................................................................................................... 54155. PROPANE FUEL SUPPLY.................................................................................................................... 54156. PROPANE HOSES, PIPING, FITTINGS, AND COUPLINGS............................................................... 55157. SIMULATOR CONTROL CENTER...................................................................................................... 55158. - 159 RESERVED........................................................................................................................................ 55

Section 11. QUALITY ASSURANCE AND CRITERIA FOR MAT ACCEPTANCE

160. MANUFACTURER’S CERTIFICATION .............................................................................................. 55161. FUNCTIONAL TESTS .......................................................................................................................... 55162. ACCEPTANCE DEMONSTRATIONS.................................................................................................. 55

Figures/ Tables Page

Figure 1-1. Example of a training facility ......................................................................................................... 1Figure 1-2. Typical relationship between control time and foam agent application rate for AFFF ..................... 2Figure 1-3. The critical fire areas ..................................................................................................................... 4Figure 1-4. Low discharge rates vs training fire area requirements ................................................................... 7Figure 1-5. High discharge rates vs training fire area requirements .................................................................. 8Figure 1-6. Small training fire area vs estimated fuel needed.......................................................................... 12

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Figures/Tables Page

vii (and viii)

Figure 1-7. Large training fire area vs estimated fuel needed.......................................................................... 13Figure 2-1. Example of a concrete burn area structure (not to scale) ............................................................... 16Figure 2-2. Example of a flexible membrane liner burn area structure (not to scale) ....................................... 18Figure 2-3. Example of an aircraft mock-up .................................................................................................. 22Figure 2-4. Metal material selection guide for mock-ups (reprint from NFPA) ............................................... 23Figure 2-5. Example location of a control center ............................................................................................ 25Figure 2-6. Example of an FLH storage tank, pump, supply piping, and independent zonal delivery network. 26Figure 2-7. Example of a fuel/water delivery network with four independent delivery zones........................... 28

Table 1-1. Burn area structures as a function of airport ARFF index ............................................................... 5Table 2-1. Example gradation of backfill material for berm and adjoining inner ring section ........................ 19Table 4-1. Dimensions-Operational Mock-up................................................................................................ 42Table 4-2. Dimensions-Packaged Mock-up ................................................................................................... 42Table 4-3. Dimensions-Control Center.......................................................................................................... 45Table 4-4. Quality Assurance Requirements.................................................................................................. 56

APPENDIX 1. DESIGN AND CONSTRUCTION PRACTICES FOR PETROLEUM FUEL STORAGE TANKS

Section 1. PETROLEUM FUEL TANKS

1. AMERICAN PETROLEUM INSTITUTE (API) ............................................................................................. 12. AMERICAN SOCIETY OF MECHANICAL ENGINEERS (ASME).............................................................. 13. AMERICAN SOCIETY FOR TESTING AND MATERIALS (ASTM)........................................................... 14. UNDERWRITERS LABORATORIES INC., (UL) .......................................................................................... 1

Section 2. VENTING SYSTEMS

5. AMERICAN PETROLEUM INSTITUTE (API) ............................................................................................. 26. NATIONAL FIRE PROTECTION ASSOCIATION (NFPA) .......................................................................... 27. UNDERWRITERS LABORATORIES INC., (UL) .......................................................................................... 2

Section 3. CATHODIC SYSTEMS

8 AMERICAN PETROLEUM INSTITUTE (API) ............................................................................................. 29. UNDERWRITERS LABORATORIES INC., (UL) .......................................................................................... 210. STEEL TANK INSTITUDE No. STIP 3 ......................................................................................................... 211. NAITONAL ASSOCIATION OF CORROSION ENGINEERS (NACE)......................................................... 2

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CHAPTER 4. MOBILE ARFF TRAINING DEVICES.

Section 1. MOBILE ARFF TRAINER (MAT) SYSTEM SAFETY.

60. General Design Criteria. The designobjective for the MAT propane system shall be forthe propane concentration levels within the fuselagenot to exceed 5% of the lower explosive limit (LEL)of propane in air under normal, standby (passive)operating conditions, i.e., the facility is operationaland no fire scenario is running. As a minimum, theMAT system shall contain discreet, identifiablesafety features capable of performing in the mannerdescribed below.

61. Combustion Air Augmentation. A meansshall be provided to ensure adequate combustion airis available to all burners to be operated, singularlyor in combinations, inside the fuselage mock-upwhen interior fire scenario is specified. To beacceptable, the means used to augment thecombustion air must be capable of keeping theconcentration of propane that could build up insidethe mock-up, during extinguishing agentapplication, to a level that is no higher than 10% ofLEL.

62. Emergency Shutdown.

a. Automatic Shutdown. The automaticdevice must be capable of detecting emergencyconditions and of automatically initiating shutdownwhen:

(1) The air temperature at 3 ft. (0.9m)above the floor exceeds 350 °F (177 °C) at thetemperature measuring station,

(2) The propane concentration in themock-up interior reaches 25% of the LEL,

(3) A safety hardware component failureis detected, or

(4) The electric power is lost.

b. Manual Shutdown. A means shall beprovided in the MAT control center for the systemoperator to preempt (E-stop) the automatic system.The E-stop shall be capable of immediately shuttingdown all training fires when the operator, using asingle, one-handed motion, activates a single button,switch, or lever.

c. Remote Shutdown. A network of E-stops shall be provided at all mock-up doorways andemergency exits, and on each fireplace local controlpendant provided. The device shall:

(1) Permit any instructor, safety officeror student to immediately shut down all trainingfires by the activation of a single button, switch, orlever using only a single, one-handed motion, whilewearing standard firefighter hand protection.

(2) Prevent the MAT from beingrestarted until the activated E-stop has beenmanually reset.

(3) Be hardwired to operateindependently of the MAT control center.

63. Extinguishing Agent Detection.

a. A means shall be provided to ensure theappropriate burner response to extinguishing agentapplication at all fire scenarios whether operatedsingularly or in unison.

NOTE: Manual feedback systems are notacceptable because of the delay in gas control thatthe communications between the instructor and thecontrol system operator adds to the operation.

b. An acceptable extinguishing agent burnerresponse device shall be capable of providing aconsistent, realistic flame response in all trainingscenarios. It shall also be capable of keeping thebuild-up of propane inside the mock-up duringextinguishing agent application to a level of 10% orless of the LEL when the combustion airaugmentation device is working normally.

NOTE: Appropriate burner response to agentapplication will ensure a consistent, realistic flameresponse in training scenarios and will furtherserve to reduce any potential accumulation ofunburned propane in the fire areas. It is especiallyimportant to prevent the hazardous build-up ofpropane for any interior fire scenarios. Automatedagent detection sensors provide additional safety byreducing propane flow to the fire area as soon asagent is applied.

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64. Fail-safe Propane Control Valves. Allvalves used to control the flow of either vaporized orliquid propane from the propane supply tank shall beof a type designed to fail safe in the closed position.The valves may be either electric solenoid orpneumatically operated valves that close on loss ofactivating power. Acceptable valves shall haveproof-of-closure switches to send a confirmationsignal to the MAT control center when the valves aredeactivated or on loss of power.

65. Internal Air Temperature Monitoring andControl. A means to monitor and control thetemperature level within the mockup shall beprovided. The following performance criteria are theminimum acceptable.

a. Location. A temperature monitoringsensor assembly shall be installed three feet (+ .25 ft)( 0.9 meter (± 8 cm)) above the passenger cabin floorand 8 feet (+ .25 ft) (2.4 meters (± 8 cm)) from thenearest edge of the fire in the passenger cabin firescenario.

b. Temperature Limits. The sensor shallbe calibrated against a wet bulb/dry globetemperature (WBDGT) measurement during the on-site test and calibration of the MAT by the supplier.

(1) The lower safety limit shall beequivalent to a WBDGT of 200 °F (93 °C) at thesensor location.

(2) The upper limit shall be equivalent toa WBDGT of 350 °F (177 °C) at the sensor location.

c. Temperature Control. The systemshall:

(1) Initiate cabin air augmentation, wheninterior fire scenario is specified, when thetemperature at the sensor location exceeds the lowerlimit and permit the training to continue.

(2) Shut down all burners and smokegenerators in the compartment if the temperatureincreases sufficiently to reach the upper safety limit.

(3) Continue the cabin air augmentationuntil the temperature is below the lower safety limit.

d. Temperature Alerts. A means shall beprovided at the control center to monitor the cabin

interior temperature and to visually and audibly alertthe system operator when the upper temperaturelimit has been reached.

66. Hardware Malfunction. A safety hardwaremalfunction detection and reporting system shall beprovided.

a. The detection system shall be capable of:

(1) Continuously checking for properfunction of the critical safety components within theMAT system.

(2) Alerting the operator when amalfunction is detected.

(3) Initiating appropriate action if thefailure affects system safety.

b. The hardware malfunction reportingsystem shall, in the event of excessive levels ofpropane, unsafe compartment temperatures, orfailures of any safety component, send a warningsignal to the MAT control center identifying theaffected subsystem.

c. The MAT control system, dependingupon the specific warning signal received, shallinitiate purge ventilation, extinguish all flames andpilots, shutdown the propane gas supply, anddisplay applicable alarms and warnings at theoperator control center.

67. Pilot Flame Monitoring. The pilot flame foreach fireplace, including the fuel-spill fire scenario,shall be monitored by a flame safeguard system.

a. The control unit shall be located in theassociated burner control assembly and shall monitorthe pilot flame associated with the burner to ensurethat a pilot flame (positive ignition source) is presentfor the duration of each training exercise.

b. The pilot flame monitoring device shall,upon loss of the pilot flame monitoring signal, becapable of causing the propane fuel valves (vapor orliquid) serving the specific fireplace to automaticallyclose. In addition, the device shall, under nocircumstances, allow a propane burner fuel controlvalve to open if the presence of the associated pilotflame is not confirmed.

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68. Pre-ventilation / Ventilation. The MATfuselage mock-up shall be provided with a means toperform the following functions:

a. Pre-ventilation. A means shall beprovided to ensure that pre-ventilation of the interiorfuselage, when interior fire scenario is specified,must occur upon activation of the trainer at thebeginning of every training day. Power and fuel forall fire generation equipment serving interiorfuselage fireplaces shall be locked out until at least a3-minute pre-ventilation cycle is completed or untildetectable propane levels are below the 5% LELbackground requirement.

b. Control Ventilation. Control ventilationmode shall provide a positive source of combustionair during a training fire scenario in the main cabin.

(1) If the propane concentrations withinthe fuselage reach 10% of LEL during a trainingexercise, the purge air shall be activated to increaseair flow to the training fires to improve propanecombustion, and training shall be permitted tocontinue.

(2) The purge air shall also be activatedto help maintain safe temperature levels within themockup if lower level temperature warning isdetected, and training shall be permitted to continue.

c. Purge Ventilation, Emergency Mode.The purge ventilation system shall, as indicatedabove, be designed to work in concert with thecontrol ventilation under normal operatingconditions. It shall also be capable of responding toemergency conditions as follows:

(1) The interior temperature at thesensing station exceeds the high level limit.

(2) A training scenario is terminated byany of the manual E-stops.

(3) A training scenario is automaticallyterminated by a safety hardware malfunction.

(4) The propane vapor concentrationmonitoring system reports the concentration ofpropane has exceeded the pre-set upper limit of 25%of LEL.

The system shall be designed to remain at purgeventilation until the emergency condition iscorrected and then to return to control ventilationmode in preparation for the next training exercise.

69. Propane Level Monitoring. The mock-upshall be equipped with a two-channel, drawn-sample, propane detector system to sample theinterior fire area for any buildup of propane thatcould occur when extinguishing agent is applied tothe propane-fueled training fire.

a. The propane detection system shalloperate independently of the MAT control center andshall be capable of activating the ventilation/purge-air system as described above.

b. If the propane concentrations within thefuselage continue to rise during a training scenario,and reach 25% of LEL, the system shall close all gassupply valves and keep the purge ventilation systemactive for a minimum of 3 minutes or until theunburned propane level has been reduced below 10%of LEL, whichever is longer.

Section 2. AIRCRAFT MOCK-UP.

70. General Design Criteria.

a. The design objective is to provide a fire-hardened mock-up that fosters the perception of anaircraft. It shall be capable of presenting the traineewith the complications normally encountered in thesuppression of a variety of realistic jet-fueled exteriorfires, aircraft component fires, and typical interioraircraft fires if specified. The performancerequirements for the specific scenarios are detailedin Section 7.

b. The aircraft mock-up shall be sized andproportioned to represent a commercial passengeraircraft typical of that found at the user’s airport (seeparagraph 71). The overall dimensions whenconfigured for training may be different from thedimensions required for transporting the mock-upbetween training sites. The absolute requirement forpractical, cost-effective transportability will by itsnature limit the upper limit on actual size.Functional realism, not actual size, shall be the

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governing factor in assessing acceptability of theMAT.

c. The mock-up, when deployed fortraining, shall present the student withapproximately the same access constraints as foundon commercial passenger aircraft typical of thatfound at the user’s airport.

(1) The height of access doorways andhatches from ground or wing level shall approximatethose on commercial passenger aircraft typical ofthat found at the user’s airport.

(2) Wing height, engine locations, andwheel locations shall be multi-configurable tosimulate both high and low wing aircraft.

(3) The operation of doors and hatchesshall closely approximate those found on actualaircraft.

(4) At least three replaceable skin paneldevices shall be provided. One located midwayalong the fuselage above the passenger cabin windowline, one giving access to the cargo / luggagecompartment, and one located along the passengercabin wall. These panels shall be suitable to practicefuselage penetration for ventilation and remote,agent-penetrater application training.

(5) In addition to representative crewseating, the cockpit shall be equipped with simulatedthrottles and Tee controls and any other mockinstrumentation needed to support the requiredscenarios.

d. Any purchaser-specific requirementsrelating to functional locations and dimensions ofMAT components which differ significantly from thegeneral requirements presented above or inparagraph 71 below should be clearly addressed inthe purchaser’s request for a proposal.

71. Dimensions of Operational Mock-up.

a. Table 4-1 provides guidance as to anacceptable range for the dimensions of the mock-upin the fully deployed training configuration.

Table 4-1. Dimensions – Operational Mock-upDESCRIPTION Minimum Maximum

Fuselage Feet Feet

Length 50 55

Height-ground to top of tail 13 20

Height-without tail 10.5 12

Width 7 9.5

Interior head height-center line 5.75 7

Aisle width 1.33 2

DoorwaysHeight 5.5 6.5

Width 2.5 3.5

Bottom of door to ground 4 6

Over-wing Escape HatchHeight 3 3.75

Width 1.5 2.5

Bottom edge to ground 5.5 8

Weight of escape hatch 25 Lbs 50 Lbs

WingLength-center line to wingtip, low wing 15 25

Height - low wing top to ground 4 6

Height - High wing top to ground 9 12

Weight of wing assembly none 100 Lbs

b. Table 4-2 provides an acceptable rangefor the packaged dimensions which met USDepartment of Transportation (US DOT) guidelinesfor over-the-road transportation at the time of thiswriting. The supplier shall review the requirementsas of anticipated delivery date and shall make thecustomer aware of any changes needed in the bidrequest to comply.

Table 4-2. Dimensions - Packaged Mock-upDESCRIPTION Minimum Maximum

Fuselage in Transport Mode Feet FeetOverall Length - Trailer & fuselage 50 55Height-ground to highest point None 12Width at widest point None 8.5Undercarrage clearance - lowest point 1.5 None

c. No individual component of the MATwhich requires moving, handling, or repositioningduring the deployment, break-down, andrepackaging process shall weigh in excess of100 pounds (45 kg) unless some mechanical meansto assist the operators is identified/provided.

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NOTE: The weight limit imposed on any singlecomponent of the MAT is to allow two people tosafely deploy the equipment without exceedingOSHA guidelines of a 50-pound weight limit perperson lift.

72. Fire Scenarios.

a. Mandatory.

(1) Class B fire. Fires involvingaviation fuel typical of the following:

(a) For Index A & B airports,simulated fuel-spill fire on the ground. Seeparagraph 81 for the minimum fuel-spill burn area.

(b) Turbo-jet or turbo-prop engine,typical fuel leak fire in engine aft section. Thedevice shall be equipped to provide a cascading(3-dimensional) running fuel fire.

(2) Class A & D fire. Typical of thatencountered in a wheel/brake assembly.

b. Optional- If Specified by the Purchaser.

(1) Class A fire. Passenger and cargocompartment fires typical of those involving aircraftfurnishings and passenger luggage.

(2) Class C fire. Flight deck, typical ofa fire in an electrically-energized instrument panel.

(3) Class B fire. For Index C, D & Eairports, simulated fuel-spill fire on the ground. Seeparagraph 81 for the minimum fuel-spill burn area.

73. to 79. RESERVED.

Section 3. FUEL-SPILL BURN AREA.


a. The design objective of the fuel-spill burnarea is to provide a portable ground fire of sufficientsize and duration to present the trainee with aperceptibly realistic ground fire typical of thoseassociated with an aircraft fuel spill.

b. The operational objective of the fuel-spillburn area is to provide airport ARFF and mutual aidpersonnel with a realistic scenario to practiceresponding to, gaining control of, and extinguishinga ground-based, aviation fuel-spill fire typical oframp service mishaps and aircraft crashes.

81. Dimensions. The area of the fuel spill fire onthe ground for all MATs may be calculated using theDischarge Rate Method (see Chapter 1, Section 3,Paragraph 5b.). However, the minimum area of thefuel-spill fire shall not be less than:

a. Index A, B Airports. 1300 sq.ft.

b. Index C, D, and E Airports. Sincefirefighters at Index C, D, & E airports are requiredto be trained every other year in a facility meetingthe square footage requirements in chapter 1, there isno requirement for a minimum acceptable burn areafor the mobile trainer for these airports. However, it

is recommended that, if the MAT fuel-spill firesimulation is to be included, the minimum squarefootage be no less than 2600 sq. ft.

82. Performance Criteria. The fuel-spill burnareas specified above shall be divided intocontrollable segments.

a. The control segments shall be designed tosupport the weight of teams of three ARFF personnel(assume average weight of each individual to be190 lb. (87 kg)) plus full protective gear as they walkacross the surface with a charged hand line.

b. The segments shall be sized, configured,and operated in a manner that will present a realisticvisual impression to firefighters approaching thescene and for a realistic response of the fire to agentapplication from hand lines or ARFF vehicle turrets.

c. The fire presented within the fuel-spillburn area (when totally involved) shall cover at least95% of the surface of the burn area. Whenconfigurations other than the entire area are used,92% of the surface area represented by the activesegments shall be covered with fire.

d. The control segments which make-up theburn area, the control valve assemblies which control

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propane flow to the individual segments, and thepilot ignition system used to ignite the fuel-spill burnarea shall be designed for convenient set-up, break-down, and repackaging by instructors.


Section 4. THE MAT OPERATOR CONTROL CENTER.

90. Human Factors.

a. Environmental Control. The purpose ofthe MAT operator control center is to provide anenvironmentally controlled operating environmentwhich minimizes the distractions to the operator ofthe MAT. The control center space shall bedesigned to house the control system components.These components shall have a Heating, Ventilation,and Air Conditioning (HVAC) controlledenvironment to maximize usefulness and minimizemaintenance costs to the equipment.

b. Communications. The control centershall be radio-equipped in a manner that will allowthe system operator to maintain audio contact withan instructor and a safety officer when either or bothare inside the fuselage, outside the fuselage, or at thefuel-spill burn area at any given time.

c. Emergency Stops. The control centershall be equipped with a manual emergency shut-down device (E-stops) for each fire scenario. Uponactivation of any of the emergency stops, all flamemust be extinguished within ten seconds.

d. Operational Warnings. The controlsystem shall be configured so that the safety systemsdefined in Section 1 above will, if an unsafecondition occurs, override the operation of thecontrol center, and cause rapid shut down of fuelsupply and initiate ventilation of the mock-up.

e. Performance Documentation. A meansto record training scenarios, student rosters, andperformance logs, and to generate copies of the logsshall be provided for the system operator in thecontrol center.

f. Sizing. The maximum practical size(height, width, length, and weight) shall be governedby the limits imposed by the need for the controlcenter to be transportable. Given this limitation, thedecision criteria for the physical dimensions of andthe amenities provided in the control center shall bebased on the following considerations:

(1) The operator will be working in thisarea for long periods of time and is the primaryperson tasked with protecting the safety of personnelin and around the trainer. Therefore, the workingenvironment shall be relatively comfortable (withrespect to temperature and humidity) and conduciveto concentration (with respect to noise and outsidedistractions) on the procedures associated with theoperation of the MAT.

(2) Space shall be provided totemporarily accommodate at least one additionalperson (either a student dressed for training or anobserver dressed in street clothes) without interferingwith the operator while the MAT is active.

(3) The control center shall also provideadequate space to allow the operator to performnominal clerical work such as filling out reports andevaluating student performance while the MAT isinactive.

(4) Additional space shall be providedfor the storage of radio control system components, abattery recharging capability, and the stowage ofspecialized tools and spare parts for maintenance ofthe MAT. Table 4-3 defines the acceptable range forthe physical characteristics of the control center.

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Table 4-3. Dimensions - Control CenterDESCRIPTION Minimum Maximum

Exterior Dimensions Feet Feet

Length 6 7

Height-ground to top in transport mode None 12.5

Width 5.5 6

DoorwaysHeight 6.33 6.75

Width 2.5 3.25

Number of full size doors 1 1

Emergency Escape HatchHeight 2.75 None

Width 2.75 None

Bottom edge to ground / escape route None 5

WindowsDegrees of unobstructed visibility 180 None

Height - sill to floor None 3

Height – glass area 3.5 None

Width 3 None

Interior DimensionsLength 5.5 6.5

Height 7 7.5

Width 5 5.5

g. Visibility. The control center shall be soarranged and provided with sufficient window areato allow the operator, while operating the controlsystem, a 180° view of the exterior. Depending onthe specific site set-up, that view should allowoversight of the active, exterior side of the fuselage,the fuel-spill burn area and the propane storage anddelivery system.

91. Performance Criteria. The operationalcharacteristics of the MAT shall be designed toensure that the safety of personnel operating in andaround the device is of highest priority.

a. Control System. The MAT controlsystem shall be designed to provide consistenttraining from one student to the next.

(1) The control system shall permit thefire control variables associated with each of thetraining fire scenarios to be configured by the systemoperator so as to repeat a given training scenario,and that scenario must reliably react to similarstudent firefighting actions in the same manner.

(2) The MAT control system shall havethe capability to record student participation in a

given training scenario and the level of performanceachieved, and to permit recall of that data.

(3) The MAT control system shall havean automatic control feedback system whichmeasures agent application rate and provides controlof the fire, including the increase/reduction of thefire based on firefighter performance. Each firescenario shall have sufficient thermo heat sensorpositions to detect the agent application across thefull coverage area of the fire.

(4) The MAT automatic control systemshall provide for setup and calibration andcontinuous monitoring and troubleshooting of allsafety systems. It shall provide for auto-shutdownunder any conditions warranting such action.

(5) The MAT automatic control systemshall be capable of recording and providing hardcopies of setup and calibration and training events.

b. Operator’s Station. Access to theoperator control station shall be protected by areliable security device.

(1) The control station shall beconfigured to allow the operator to rapidly configure,reconfigure, and run the training scenarios.

(2) It shall provide the operator with ameans to identify potential problems associated withthe various training scenarios by warnings andalarms with both visual and audible cues.

(3) The operator’s station shall beprovided with a means to facilitate subsystemtesting, maintenance, and trouble-shooting. Built indiagnostics shall be provided to assist the operator inidentifying and isolating items in the system whichmay require calibration and/or replacement.

(4) A means shall be provided for theoperator to log the individual students participatingin a given fire scenario and the student’s actualperformance. The instructor(s) and the systemoperator shall be permitted to add comments to thelog relative to the performance of individualstudents.


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Section 5. FUEL SYSTEM REQUIREMENTS.


a. The primary design objective is to providea propane supply and distribution system thatensures all interior (enclosed compartment) firescenarios can only be supplied with vaporizedpropane fuel.

b. The functional objective of the simulatorfuel system shall be to provide the ground firescenario and other exterior aircraft component firesimulations on and around the mock-up (e.g.,engine, brake, and wheel fires) with either or bothvaporized or liquid propane as may be required topresent a realistic, controllable fire scene.

101. Compliance with Standards.

a. Supply. The fuel supply system is to bedesigned to meet NFPA 54, National Fuel GasCode, and NFPA 58, Standard for LP Gas Storageand Use.

b. Propane Hoses, Piping, Fittings, andCouplings. The propane hoses, piping, fittings, andcouplings shall conform to the guidelines establishedin NFPA 54 and NFPA 58.

NOTE: It may, in some cases, be necessary for theMAT to comply with state or local codes regardingthe storage and use of propane in addition to theNFPA references cited above.

102. Performance Criteria.

a. Supply. If a propane storage tank is to betransported, it shall be in an approved, transportable,self-contained system. The size of this storage

facility shall be adequate to support a typical 8-hourtraining day. It shall have a fill connection that iscompatible with commercial propane fuel serviceequipment.

(1) The vapor supply system shallprovide adequate pressure and volume to allow anythree fuselage-based fireplaces and the fuel-spillburn area pilot ignition system to function at thesame time.

(2) The liquid propane supply systemshall be designed to provide for a fully functionalfuel-spill burn area operation in conjunction with thesimultaneous operation of up to three fuselagefireplaces with no degradation of systemperformance as it relates to realistic fire scenarios.

b. Propane Hoses, Piping, Fittings, andCouplings.

(1) The system shall be designed to takeadvantage of rated, quick-disconnect fittings andcouplings wherever possible.

(2) The fittings and couplings for theliquid supply system and vapor supply system shallbe marked, coded, or otherwise identified to preventaccidental connection of the liquid supply to vaporburners and pilots.

(3) The hoses, piping, fittings andcouplings shall be of sufficient diameter to permitadequate flow of fuel to fire scenarios to meet theoperating requirements for a visually realistic firescenario.


Section 6. ELECTRICAL SYSTEM REQUIREMENTS.

110. General Design Criteria. The designobjective of the electrical system is to provide apower source and a power distribution grid for theMAT that will permit it to operate at any locationwithout the need to connect to any outside electricalpower supply.

111. Compliance with Standards.

a. Power Supply. The unit shall be acommercially available unit which complies with allexisting engine and generator standards for outdoorindustrial applications.

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b. Electrical Wires, Cables, andConnectors. All wires, cables, and connectors shallcomply with the National Electric Code with regardsto voltage and current carrying capacity, insulation,jacketing, and protection. The jacketing andprotection of all interconnect cabling shall beappropriate for current carrying capacity. Inaddition, the jacketing and protection of allinterconnect cabling shall be appropriate for theaggressive nature of this application.

112. Performance Criteria.

a. Electrical Power Supply. The generatorshall operate on commercial, automotive grade dieselfuel. The fuel tank shall be adequate to provide fullpower to the MAT for up to ten hours of continuousoperation. In addition, the generator shall havesufficient capacity to support the “as-built” MAT andto have a spare load capacity of approximately 25 %.

b. Electrical Wiring, Cabling, andConnections.

(1) All electrical connections between thevarious components, the power supply, and controlsystems shall be prominently identified, marked, and

polarized in a manner that will prevent improperconnection. Whenever possible, quickconnect/disconnect electrical connectors shall beused.

(2) Outdoor rated, Ground FaultInterrupted (GFI) convenience receptacles (duplex)shall be provided. The inside of the control centershall be provided with sufficient receptacles tosupport the control system requirements without theuse of extension cords. In addition, at least one GFIreceptacle shall be on the outside of the controlcenter and at least one GFI receptacle at each end ofthe fuselage mock-up. These shall be sized to allowthe operation of common electrical power tools.

(3) All wiring within the system shall beclearly identified by color coding or some otheracceptable means of circuit identification. A systemwiring diagram shall be provided as part of thedeliverable MAT documentation. It shall clearlyshow the means of identification used in thecompleted MAT.


Section 7. INTEGRATED SIMULATOR SYSTEMS REQUIREMENTS.

120. General Design Criteria. The overall designobjective of the MAT is to provide a safe trainingenvironment that is also visually and tactuallyrealistic, repeatable, and able to be documented. Thefunctional design objective is to provide a means ofcontrol for all of the fire scenarios that will ensureachieving the design objective.

121. Control System.

a. Operator Control Station. A meansshall be provided to run each fireplace (exceptinterior fuselage scenarios) from either the operatorcontrol station with radio communications amongthe operator, one or more instructors, and a safetyofficer or by an instructor from a local controlpendant. In the latter case, the system operator shallbe able to monitor performance and activate an E-stop for each fire scenario from the operator controlstation.

(1) Each scenario shall have specific firebehavior variables associated with the characteristicsof the fire being simulated and operational featuresassociated with the extinguishing of that particulartype of fire.

(2) A means shall be provided toconfigure the various fireplace variables from theoperator control station. Access to the controlsystem configuration, operation, and maintenancefunctions shall be through a reliable security device.

(3) A means shall be provided to ensurethat the variables are configured prior to the start ofa training scenario. Once the scenario has begun,the variables shall be locked and cannot be changeduntil after the completion of the training exercise.

(4) A means shall be provided to ensurethat the variable settings used for a given trainingexercise become a part of the student’s performancelog.

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b. Pendant Control Stations. A localcontrol pendant shall be provided for each interiortraining fire scenario (when specified) on thefuselage mock-up. The pendants shall allow aninstructor to activate the interior fuselage trainingscenarios from inside the fuselage mock-up.

(1) Prewired stations located near eachof the other fire scenarios shall be provided withquick connect fittings to facilitate connecting a localcontrol pendant. All pendants provided shall havesufficient, but not less than ten feet, control cable toallow the instructor to observe student performancewithout interfering with student access to thescenario.

(2) All pendants provided shall beequipped with an emergency shut-down switchwhich shuts-off all propane supply to the trainer,and, for interior fire scenarios, automaticallyventilates the fuselage mock-up.

(3) Other controls on the pendants shallinclude smoke emit, pilot enable, fire start, and (forinterior fires only) ventilation enable. An indicatorshall also be provided to inform the instructor thatthe control system is detecting agent application.

(4) An unused switch and sufficientunused control wires shall be provided to allow theconnection of an optional fireplace function whichmay be added to the MAT at a later date.

c. Remote E-stops. A means shall beprovided to comply with the requirement for E-stopsgiven in each of the following paragraphs:

Section Paragraph Subparagraph1. 62. c.

4. 90. c.

7 121. a. & b.(2)

d. General Control Procedures. Themethod provided to activate each fire scenario shallbe designed and constructed to operate in a logicaland predictable manner. They shall, in general,operate using the following sequence of events:

(1) The selected fire scenario mustalways be started by first initializing the pilot flame.Under no circumstances shall any valve which

controls the flow of propane to a fireplace be able tobe opened without the confirmed presence of a pilotflame.

(2) Once the pilot is confirmed, thevalves controlling the flow of vaporized or liquidpropane shall be opened by a separate “fire control”command from the control station (or a local controlpendant as applicable) and allow fuel flow to thefireplace where the vapors shall be ignited by theconfirmed pilot.

122. Exterior Aircraft Fire Incident Scenarios.

a. Ground Fuel Spill. The purpose of thisscenario is to present realistic and challengingexercises upon which both new and experiencedfirefighters can develop a level of confidence andproficiency necessary for them to position themselvesproperly, to utilize proper agent applicationtechniques, to manage limited extinguishing agentresources to fight the fire, and to create a safepathway to the aircraft mock-up.

(1) The fuel-spill burn area shall be sizedas defined in Section 3, paragraph 81.

(2) It shall be designed and constructedto operate in a manner that will provide ARFFpersonnel with exposure to a radiant heat loadapproximating that commonly associated withaviation fuel-spill fires of similar size.

(3) It shall also be designed andconstructed to operate in a manner that will ensurethat responding firefighters get a visual perceptionthat they are approaching a fire size typical of acommercial passenger aircraft fuel-spill fire.

(4) The design and construction of thecontrols for this scenario shall provide the operatorwith the means to define the size, shape (within thepredefined grid of control segments), and theextinguishing difficulty level of the fire scenario tobe presented for each training exercise.

(5) A means of control shall be providedto ensure that once the operator has selected thevariable settings, the fire scenario can only beignited from the operator control station.

(6) Once ignited, the ground fire shallthen begin to grow by spreading from segment to

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segment within the fuel-spill burn area. The fireshall spread from one segment to the next only afterpresence of flame on the adjoining segment isdetected. The fire shall grow in this manner until allof the preselected segments are covered in fire. Theflame height on the fuel-spill fire area shall beproportional to the number of burning segments.

(7) Sensors within the individual controlsegments shall provide feedback to the controlsystem. Based upon the predetermined settings ofthe extinguishing difficulty level, the fire shallrespond to proper agent application by receding in arealistic manner and eventually extinguishing.

(8) If sensors within the individualcontrol segments detect that the application of wateris stopped too early (based on the preselected level ofsoak time), the fire shall be allowed to rekindle.

(9) A means shall be provided to ensurethat once a control segment has been extinguished(proper soak time per preselected variable) it shallremain inactive until the completion of a trainingscenario.

NOTE: Although this inability to reflash aftercomplete extinguishing is not an entirely realisticfire response situation, this safety feature isrequired to eliminate a potentially unsafecondition, i.e., a control segment becoming alivewhile firefighters are standing on it.

b. Engine Nacelle Fires. The purpose ofthis scenario is to present a realistic training exerciseto teach the proper fire area approach and to developthe agent application techniques needed to achievesafe engine fire extinguishing. The MAT shall bedesigned and constructed to provide students theopportunity to deal with a turbo prop engine and/or ajet engine.

(1) The MAT shall be designed andconstructed to provide the following mountinglocations for an engine fire scenario:

(i) One above, on, or in a low-wingfuselage configuration;

(ii) One below the wing on a high-wing type aircraft; and

(iii) One on the side of the rearfuselage area (typical DC-9) of a low-wing typefuselage.

(2) The design and construction of thecontrols for this scenario shall provide the operatorwith the means to define both the complexity (engineoff or engine running) and the level of extinguishingdifficulty (static internal fuel fire or fire withflowing/3-dimensional fuel fire running to theground) of the fire scenario to be presented for eachtraining exercise.

(3) The engine-off internal fires shall belocated in the exhaust area of the engine and give theappearance of a small fuel leak fire.

(4) The engine-running fire scenarioshall have the complication of a flaming exhaustplume added to the engine-off scenario. Thisscenario shall require that action be taken to shutdown the engine fuel supply, i.e., close the mockthrottle from the flight deck before extinguishing canbe accomplished.

(5) A fireplace element that gives theappearance of a fire with fuel flowing out of theengine (3-dimensional fuel fire) and running to theground shall be provided as a selection to increaselevel of difficulty for the engine fire scenarios.

(6) The engine-off and engine-on firesshall be designed and constructed to respond to theappropriate direct application of agent (water) to thehot exhaust area or to agent applied through anaccess panel located on the side of the engine mock-up. When the 3-dimensional fuel fire element isactive, the design shall provide for a means to keepthe basic engine fire burning until the 3-dimensionalfire has been extinguished.

(7) Once the operator has selected thevariable settings from the control station, the meansof control for this scenario shall permit pilot and fireinitiation by either the operator from the controlstation or by an instructor from the local controlpendent near the engine on the fuselage mock-up.

(8) A means shall be provided to ensurethat the fire (after being ignited by the pilot) willthen grow to the flame height appropriate for thelevel of difficulty selected, e.g., engine exhaust area,the engine exhaust with exhaust fire plume, and

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either of the above with the 3-dimensional fuel flowcomplication added.

(9) A means shall be provided so thatsmoke can be emitted from the engine exhaust areaat any time. It shall be operated independently of thefire.

(10) Sensors within the engine fireplaceshall provide feedback to the control system. Basedupon the predetermined settings of the extinguishingdifficulty level, the fire shall respond to proper agentapplication by receding in a realistic manner andeventually extinguish.

(11) If sensors within the engine or the3-dimensional fireplace detect that the application ofwater is stopped too early (based on the preselectedsoak time) the fire shall be permitted to rekindle.

c. Hot Brake/Wheel Fire. The purpose ofthis scenario is to provide students the opportunity todeal with the hazardous conditions associated withoverheated brakes. The fireplace shall be designedand fabricated to present a realistic training exerciseto teach the proper fire area approach and to developthe agent application techniques needed to achievesafe wheel and brake fire extinguishing.

(1) The MAT shall be designed andconstructed so that the wheel/brake fire scenario canbe located underneath the wing, in the low-wingconfiguration and along side the fuselage in thehigh-wing configuration. The fire and smokeemission area shall be located between the dualwheels of a mockup landing gear assembly.

(2) A means shall be provided for thisfire scenario to operate in either a smoke only or afire and smoke mode.

(3) The design and construction of thecontrols for this scenario shall provide the operatorwith the means to define both the intensity (smokeonly or smoke and fire) and the level ofextinguishing difficulty (short soak or long soak) ofthe fire scenario to be presented for each trainingexercise. The fires shall respond to the directapplication of water fog to the hot brake area.

(4) A means shall be provided to ensurethat the wheel / brake fire will grow within the brake

area to the flame height appropriate for the level ofdifficulty selected, e.g., short soak or long soak.

(5) Sensors within the fireplace shallprovide feedback to the control system. Based uponthe predetermined settings of the extinguishingdifficulty, the fire and/or smoke shall respond toproper agent application by receding in a realisticmanner and eventually extinguish.

(6) A means shall be provided for the on-site instructor to activate a device that will simulatethe explosive, pressure-releasing sounds of a wheelsafety-plug blow-out .

(7) If sensors within the fireplace detectthat the application of water is stopped too early(based on the preselected level of difficulty), the fireshall be permitted to rekindle.

d. 3-Dimensional Running Fuel Fire. Thisfire scenario shall be incorporated into the enginefire scenarios as described above.

123. Interior Aircraft Fire Scenarios (Optional).

a. Passenger Compartment. The purposeof this scenario is to provide students a safeopportunity to deal with the hazardous conditionsassociated with gaining entry into the limited spacetypical of a commercial passenger aircraft,maneuvering hand lines under low-visibility in acongested space, and a realistic Class A fire typicalof that produced by the interior furnishings of anaircraft.

(1) The fireplace shall be designed andfabricated to give the perception of being a mainpassenger compartment fire and shall be designed toprovide control of the following variables:extinguishing difficulty, flame growth rate,maximum flame height, soaking time, and visibility.It shall be possible to emit smoke into the fuselage atany time and it shall function independently of thefire.

(2) After the scenario variables havebeen selected by the system operator, the interiorcabin fire scenario shall only be capable of initiationby the instructor from the local control pendentlocated inside the fuselage mock-up.

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(3) The fireplace shall be designed andconstructed to respond to water spray from either adirect hose attack or as applied by a penetratingnozzle through the skin penetration area.

(4) A means shall be provided to ensurethat the interior cabin fire will grow at thepredetermined rate and to the predetermined flameheight in the main passenger compartment. The fireshall cover approximately 1/4 of the length of theinterior of the fuselage in flames when the maximumflame height setting has been selected. Flame heightshall reach at least the top of the luggage rack.

(5) Sensors within the fireplace shallprovide feedback to the control system. Based uponthe predetermined settings of the extinguishingdifficulty, the fire and/or smoke shall respond toproper agent application by receding in a realisticmanner and eventually extinguish.

(6) If sensors within the fireplace detectthat the application of water is stopped too early(based on the preselected soak time) the fire shall bepermitted to rekindle.

b. Flight deck. The purpose of thisscenario is to provide students a safe opportunity todeal with the hazardous conditions associated withmaneuvering hand lines and applying extinguishingagent under low-visibility, congested conditions, andto deal with a realistic Class C fire.

(1) The fireplace shall be designed andfabricated to give the perception of being aninstrument panel fire in the flight deck compartmentand shall be designed to provide control of thefollowing variables: extinguishing difficulty, flamegrowth rate, maximum flame height, soaking time,and visibility. It shall be possible to emit smoke intothe flight deck at any time, independently of the fire.

(2) After the scenario variables havebeen selected by the operator, the flight deck firescenario shall only be capable of initiation by theinstructor from a local control pendent located insidethe fuselage mock-up.

(3) A means shall be provided to ensurethat the instrument panel fire will grow at thepredetermined rate and to the predetermined flameheight in the flight deck compartment.

(4) The fireplace shall be designed andconstructed to respond to water spray only afteraction has been taken to “turn off” electrical powerto the instrument panel. If agent is applied prior tothe power disconnect action, an alarm shall sound tohighlight the improper technique and the fire shallbe allowed to grow according to the preset variables.

(5) Sensors within the fireplace shallprovide feedback to the control system. Based uponthe predetermined extinguishing difficulty settings,the fire and/or smoke shall respond to proper agentapplication by receding in a realistic manner andeventually extinguish.

(6) If sensors within the fireplace detectthat the application of water is stopped too early(based on the preselected soak time) the fire shall bepermitted to rekindle

c. Cargo compartment. The purpose of thisscenario is to provide students a safe opportunity todeal with the hazardous conditions associated withgaining access to the cramped space typical of acommercial passenger aircraft cargo / luggagestowage area, maneuvering hand lines under low-visibility, congested condition, and to deal with arealistic fire involving packaged Class A materialstypical of airline passenger luggage and air freight.

(1) The fireplace shall be designed andfabricated to give the perception of being a cargo /luggage compartment fire and shall be designed toprovide control of the following variables:extinguishing difficulty, flame growth rate,maximum flame height, soaking time, and visibility.It shall be possible to emit smoke into thecompartment at any time, independently of the fire.

(2) After the scenario variables havebeen selected by the operator, the cargo fire scenarioshall be capable of initiation only by an instructorfrom a local control pendent located outside thefuselage mock-up.

(3) The fireplace shall be designed andconstructed to respond to water spray from either adirect hose attack or as applied by a penetratingnozzle through a skin penetration area.

(4) A means shall be provided to ensurethat the cargo compartment fire will grow at thepredetermined rate and to the predetermined flame

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height in the compartment. The fire shall coverapproximately 1/2 of the interior of the cargo area inflames when the maximum flame height setting hasbeen selected. At maximum flame height, fire shallreach the ceiling of the compartment.

(5) Sensors within the fireplace shallprovide feedback to the control system. Based uponthe predetermined settings of the extinguishingdifficulty, the fire and/or smoke shall respond to

proper agent application by receding in a realisticmanner and eventually extinguish.

(6) If sensors within the fireplace detectthat the application of water is stopped too early(based on the preselected soak time), the fire shall bepermitted to rekindle.


Section 8. COMMUNICATIONS SYSTEMS.

130. General Design Criteria. The overall designobjective is to provide a communications system thatwill fulfill the command and control needs of thesystem operator, a safety officer, and one or moreinstructors for a simple, reliable means ofcommunicating during system operation.

131. Performance Criteria. The functionalobjective is to provide a system that meets the overalldesign objective and is compatible with existinglocal communication systems. The purchaser shouldclearly define the local requirements for thiscommunication system in their request for bids.

132. Radio Interference. Radio suppression ofthe MAT electrical system interference shall be inaccordance with SAE J 551, Standard onPerformance Levels and Methods of Measurementsof Electromagnetic Radiation from Vehicles andDevices (20 - 1000 MHz), or an equivalent radiointerference suppression standard.


Section 9. OPERATOR MANUALS, GUIDANCE, AND TRAINING.

140. Operator Manuals, Technical Service, andPerformance Documentation. The MATdocumentation package shall include six copies eachof an Operators Manual, a Parts Manual, and theMaintenance/Service Manual applicable to thespecific MAT. All Original EquipmentManufacturer (OEM) documentation related tomajor components and subsystems shall be included.The documentation package shall also include onesigned copy of each certification and each test reportrequired by Section 11, Quality Assurance. Thesedocuments shall be packaged in a manner suitablefor filing.

a. Operator’s Manual. The Operator'sManual shall include all information required for thesafe and efficient operation of the control system, theelectrical power supply, the propane supply, and anyspecial attachments or auxiliary equipmentassociated with the set-up, calibration, operation,break-down, and repackaging of the MAT fortransport. The manual shall at least:

(1) Cover the procedures required tomake the MAT operational upon its arrival at atraining site.

(2) Give a general description of andstep-by-step instructions for the operation of eachfireplace.

(3) Provide checklists for the dailymaintenance inspections, mission readiness checks,and any safety system calibrations that the operatoris expected to perform prior to each new trainingday.

(4) Provide schedules for requiredcalibrations, preventive maintenance, and requiredperiodic maintenance.

(5) Provide a recommended spare partslist.

b. The Parts Manual. The Parts Manualshall include illustrations and exploded views, as

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needed, to properly identify all parts, assemblies,subassemblies, and special equipment. The parts listshall indicate the quantity of each item required inthe MAT. The manual shall contain an alphabeticaland a numerical parts list in addition to a table ofcontents. It shall also contain an appendix listingthe name and phone number for at least one sourceof all purchased parts.

(1) All components of assemblies shownin illustrations or exploded views shall be identifiedby reference numbers which correspond to thereference numbers in the parts lists.

(2) All purchased parts shall be cross-referenced with the OEM's name and part number.

141. Name Plates and Instruction Plates.

a. All nameplates shall be made of amaterial which is not degraded by weathering orexposure to water, heat, or firefighting agents. Theinformation may be engraved, stamped or etched onthe plate. All plates shall be securely mounted in aconspicuous place on or near the item it identifies orfor which it gives instructions.

b. Nameplates shall show make, model,serial number, and other such data as may beappropriate for positive item identification.

c. Instruction plates shall provide specificdirections to be followed for safe, efficient operation,or servicing the MAT. These plates shall includespecific warnings or cautions as may be necessary toprotect operation and maintenance personnel fromsuch hazards as high voltage, pressure andtemperature, sharp edges, moving parts, orhazardous materials. These plates shall be so locatedand of sufficient size to be readily seen under normaloperating and service conditions.

142. Training Course Requirements.

a. The functional objective of MATOperator Training Course is to provide thedesignated operator(s) with the skills and knowledgeneeded to perform the manufacturer’s recommendedinspections, calibrations, and preventivemaintenance and to ensure that the operator isqualified to operate the MAT in a consistent,efficient, and safe manner.

b. The training course shall include at least40 hours (over 5 days) of combined class room andhands-on instruction on the use of the MAT andshall cover at least the following topics:

(1) A functional description of the MATcontrol system, the electrical power supply, and thepropane fuel supply.

(2) The theory of the MAT operation.

(3) Detailed operational procedures,including the hands-on operation, of each fireplace.

(4) Detailed procedures for performingall required calibrations.

(5) Frequency and procedures for alloperator required maintenance.

(6) Set-up, break-down and repackagingprocedures.

143. Operator Performance Criteria. To receivea qualified operator’s certificate, each trainee mustbe present for and complete 100% of the specifiedtraining course, pass a written review/test coveringthe safety critical elements (to be identified by thetraining provider) of the MAT operation, anddemonstrate an ability to properly and independentlyoperate each of the fire training scenarios.


Section 10. MOBILE ARFF TRAINER TRANSPORTABILITY.


a. The overall design objective is to providea training device that can simulate the specifiedaircraft fires and can be transported from airport to

airport or to any other suitable (accessible) locationwithin a given geographic region.

NOTE: The specific, intended area of operationshould be clearly defined by the purchaser in therequest for bids. The purchaser should also

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determine whether or not there are any restrictedbridges, tunnels, or any other traffic restrictions inthe area where the MAT would be prohibited orwhether the MAT will require unique design orpackaging to ensure that it can be movedthroughout the intended area of operation.

b. The functional objective of the MAT’stransportability is to minimize the number of person-hours and specialized equipment or tools required toset up or to disassemble and re-pack the MAT.Safety considerations dictate that three operators arethe minimum number of personnel needed toperform actual training. Hence, this would be a cost-effective design target for the set up and re-packfunctions.

c. The packaging of all of the MATsubsystem components shall be designed andfabricated so that the equipment is packaged fortransport in the same manner each time.

(1) The packaging material, methods,and the packed configuration of the MAT systemshall be designed and manufactured for long use anddurability.

(2) The packaging shall also be designedto protect the equipment from shock and vibrationdamage during over-the-road transportation.

(3) The construction materials selectedand the fabrication methods used for the electricaland propane distribution subsystems shall beappropriate for a transportable device that will bedisassembled and assembled numerous times over itsuseful life. Both the design and the functionalobjectives are to provide a MAT that is free of looseelectrical system connections and propane systemleaks.

d. The supplier shall completely describe inthe training material (See Section 9 above) therecommended method for setting up the MAT whenit arrives on site, breaking it down for transportationto another site, and transporting the MAT betweensites.

151. Aircraft Fuselage Mock-up. The mock-upshall be designed to be transported over the interstatehighway system and to meet US Department ofTransportation (USDOT) guidelines for operation onthe public highways without special wide-load orhazardous materials permits.

a. The mock-up may be designed withtrailer components such as hitches, axles(s), brakes,lights, and support jacks incorporated into the mock-up, or it may be designed for deployment from astandard flatbed trailer.

b. Regardless of the method selected, thetrailer shall not require a special tractor or uniquehitch arrangements, i.e., the type of hitch, brake, andlighting connections provided shall be those incommon use in the commercial trucking industry.

152. Electrical Power Supply. The powergeneration subsystem shall be designed so that iteither packs into the mock-up trailer or onto aseparate trailer dedicated for ancillary equipment.Permanent mounting on a dedicated equipmenttrailer is an acceptable means of providingtransportability.

153. Electrical Cabling, Connectors, andWiring. The electrical cabling and connectors shallbe designed either to pack into the fuselage trailer oronto a separate, dedicated ancillary equipmenttrailer. Cables shall be stored on reels andconnectors shall have protective covers.

154. Fuel-spill Burn Area. The fuel-spill burnarea and its support equipment shall be designed toeither park into the fuselage trailer or onto aseparate, dedicated ancillary equipment trailer.

155. Propane Fuel Supply. The fuel supplysubsystem, when being transported as part of theMAT system, shall be designed to be shipped eitheras part of the fuselage trailer or on a separatededicated ancillary equipment trailer.

a. The manufacturer will also provide, aspart of the required training material, a descriptionof the procedure for having the propane subsystempurged and sealed for transport and inspected andfilled once deployed.

b. The manufacturer shall include, as part ofthe subsystem documentation, a description of anylicenses or permits required for interstate transportof the MAT.

NOTE: Purchaser should clearly define theintended area of operation in the request for bids.

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156. Propane Hoses, Piping, Fittings, andCouplings. The propane hoses, piping, fittings, andcouplings shall be designed either to pack into thefuselage trailer or onto a separate dedicated ancillaryequipment trailer. Hoses shall be stored on reels,piping and fittings in dedicated cases or boxes, andcouplings shall be provided with protective covers.

157. Simulator Control Center. The controlcenter shall be designed to ship either as part of thefuselage trailer or on a separate dedicated ancillaryequipment trailer. Permanent mounting on adedicated equipment trailer with the electrical powersupply is an acceptable means of providingtransportability for either or both items.Permanently co-mounting the control center and theelectrical power supply with the propane supply isnot acceptable.

a. The whole control center is to bedesigned so that the operator control system, thecommunications system, specialized maintenancetools, spare parts and materials, the operator’smanuals, books, and the paperwork associated withthe operation of the MAT can be stored in thecontrol center when the system is in transit.

b. The control center and the interiorfurnishings shall be designed and manufactured toprotect the equipment and material stored insidewhen the trainer is in transit and to limit damage tothe interior surfaces of the control center.


Section 11. QUALITY ASSURANCE AND CRITERIA FOR MAT ACCEPTANCE.

160. Manufacturer’s Certification. The MATmanufacturer shall comply with this requirement byproviding a written certification that the item(s) orfunction(s) required by the sections marked with a“C” in Table 4-4 have been provided and that theycomply with this guide specification or themanufacturer’s own advertised specification,whichever is more demanding.

161. Functional Tests. The MAT manufacturershall conduct functional tests on each of thesubsystems marked with a “T” in Table 4-4. Thesetests may be conducted either during theconstruction/installation of the subsystem or as partof a final integrated systems operational check-out.

The results of these tests shall be recorded andsigned by the test manager. A copy of the signed testreport(s) shall be made part of the MATdocumentation package.

162. Acceptance Demonstrations. The MATmanufacturer shall comply with this requirement byconducting a demonstration of the MAT that willverify that each of the items or performance criteriamarked with a “D” in Table 4-4 have been provided.These acceptance demonstrations may be conductedat the manufacturer’s facility, at the purchaser'sairport, or at another mutually acceptabledemonstration site.

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TABLE 4-4. Quality Assurance RequirementsSection/ Type of Date "D" Action Required by the

Para. No. Topic Assurance Completed Manufacturer

Section 1 MAT System Safety C61 Combustion Air Augmentation T D62 Emergency Shutdown T D63 Extinguishing Agent Detection T D64 Fail-safe Propane Control Valves T D65 Internal Air Temp. Monitoring & Control T D66 Hardware Malfunction T D67 Pilot Flame Monitoring T D68 Pre-ventilation / Ventilation T D69 Propane Level Monitoring T D

Section 2 Aircraft Mock-up C

Section 3 Fuel Spill Burn Area C81 Dimensions D82 Performance Criteria T D

Section 4 The MAT Control Center C91 Performance Criteria T D

Section 5 Fuel System Requirements C102.a. Performance Criteria - Supply T D

Section 6 Electrical System requirements C112.a. Performance Criteria - Electrical Power Supply T D

Section 7 Integrated Systems Requirements C122 Exterior Aircraft Fire Incident Scenarios - ALL T D123 Interior aircraft Fire Scenarios - ALL T D

Section 8 Communications Systems C

131 Performance Criteria D132 Radio Interference T

Section 9 Op'r Manuals, Guidance and Training C140 Op'r and Technical Service Documentation

a The Operators Manual Db The Parts Manual D

141 Name Plates and Instruction Plates D142 Training Course Requirements D*

Section 10 Mobile ARFF Trainer Transportability C150 General Design Criteria D151 Aircraft Fuselage Mock-up D**

.

C = The manufacturer shall certify in writing that the items or functions have been provided and that they comply with the general design criteria and that they meet performance requirements of the applicable Section, paragraph, and subparagraph in this guide specification and any referenced consensus standards or with the manufacturer's own advertised specification, whichever is more demanding. The written certification(s) shall be provided as part of the deliverable documentation.

T = The manufacturer shall conduct a performance test for each function as part of the manufacturing process and shall provide a signed test report or memo as part of the deliverable documentation.

D = The function of each item shall be demonstrated to the purchaser. These performance demonstrations shall be part of the acceptance inspection process.. The ability to meet the specified performance criteria shall be witnessed by at least one purchaser's authorized representative.

D* = This requirement will be considered fulfilled at the successful completion of a training session provided for the initial group of the purchaser's designated system operating personnel.

D** = This acceptance test function will require the demonstration of at least one complete cycle of break-down, packaging, over-the-road transportation, unpacking/setup and operation of the MAT. Origin and destination sites should be mutually agreed to by the purchaser and the manufacturer.

Documents

Advisory of Transportation Circular...63. Extinguishing Agent Detection. a. A means shall be provided to ensure the appropriate burner response to extinguishing agent application at