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CHAPTER 8

AIRCRAFT HANGARSFIRE SAFETY

Scope

8.1

8.1 This chapter details the Defence policy for construction and fixed fire protection for new aircraft hangars. When upgrading existing aircraft hangars, the fire safety requirements will need to be assessed separately for each hangar, but as far as practicable, the requirements for new hangars shall be applied. The Director Estate Engineering Policy (DEEP) must be consulted when determining fire safety requirements for aircraft hangars. References 8.2 Reference is necessary to the current issue of the following documents: a. b. c. d. e. f. g. h. i. j. k. l. m. n. o. Introduction Building Code of Australia (BCA). Australian Standard (AS) 2118.1Automatic Fire Sprinkler SystemsGeneral Requirements. AS 1720.4Timber StructuresFire-resistance for Structural Adequacy of Timber Members. Defence Security Manual (DSM). Defence Construction Security Reference Manual. AS 3000Electrical Wiring Rules. AS 2430Classification of Hazardous Areas(Suite of Australian Standards). AS 1670.1Fire Detection, Warning, Control and Intercom SystemsSystem Design, Installation and CommissioningFire. AS 2419.1Fire Commissioning. Hydrant InstallationsSystem Design, Installation and
8.2

National Fire Protection Association (NFPA) Code 11Standard for Low, Medium and High-expansion foam. Defence policy Environmental Guidelines for Management of Fire Fighting Aqueous Film Forming Foam (AFFF) Products. Chapter 1Fire protection of Defence assets. Chapter 15, annex AGuidelines for Testing Fixed Aqueous Film Forming Fire Suppression Systems. AS 2665Smoke/Heat Venting SystemsDesign, Installation and Commissioning. AS 2427Smoke/Heat Release Vents.
8.3

8.3 Fire protection is a rapidly developing technology and there are often several options for meeting a requirement. Given the options that may be available, each hangar should be separately assessed to determine the optimum solution. Criteria to be used for selecting a level of fire protection for aircraft hangars has been developed and are detailed in the following paragraphs. The level of fire protection selected and its method of operation shall be referred to DEEP for concurrence.

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Definitions 8.4 For the purpose of this chapter, the following definitions apply: a.

8.4

Aircraft area. Any part of a hangar where aircraft may be parked and any adjacent area not divided from that area by fire walls or open space in which fuel vapours can dissipate. Annex. A building space containing servicing or repair facilities, building services and plant and accommodation associated with them and the aircraft area. Hangar. The whole complex including aircraft area and annex.
8.5

b. c.

Fire protection selection criteria 8.5 The level of fixed fire protection for aircraft hangars is based on the following: a. b. c. d. the assessed risk (multiple or single aircraft occupancy); the Defence asset classification as defined in chapter 1, paragraph 1.9; the level of physical security subparagraph 1.9 d. and e.; and proposed in accordance with chapter

1,

the response time and capability of the responding fire brigade.

8.6

Required levels of fire protection for hangars housing two or more aircraft

8.6 Australian Defence Force policy requires that where two or more aircraft that may contain fuel are housed in a hangar, the hangar shall have passive fire separation between each aircraft (see paragraph 8.10 and 8.12), or where for operational reasons passive fire separation between each aircraft cannot be provided, the hangar, shall have a foam suppression system (see paragraph 8.23). 8.7 Hangars designed to house only defuelled aircraft are not required to have fire separation or foam suppression but shall have Level 2 (see annex A) fire protection installed. These hangars shall have signage prohibiting the storage of aircraft that are not defuelled. The fire risk in aircraft hangars
8.8

8.8 The fire risks within an aircraft hangar are a function of hangar operation. Activities in the hangar during the normal work routine have historically resulted in the greatest incidence of fires or potential fire situations. The presence of personnel trained in first attack firefighting provides for fire situations during working hours being controlled early with little damage resulting. The risk of an accidental fire outbreak is low during stand-down hours, but the damage risk is increased considerably because of the inherent delay in detection and suppression. The greatest potential fire risk within a hangar is that presented by a large fuel spill, which if ignited and not detected early could rapidly engulf an aircraft. The incidence of sabotage or arson can be equally devastating and appropriate security measures should be incorporated during the design stage of any hangar facility. Objectives 8.9 To meet the perceived risk, a hangar fire protection system should: a. b. c. d. e. detect a fire in its incipient stage, control a fire in the shortest possible time, minimise damage to aircraft and equipment, minimise disruption to hangar operations, and minimise the incidence of false alarms.
8.9

Other criteria will apply, but may vary from hangar to hangar and hence the need to analyse fire protection requirements for each hangar separately.

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PASSIVE FIRE PROTECTION MEASURES

Hangar construction and separation

8.10

8.10

8.10 Where hangar facilities are required for more than one aircraft and real estate permits, consideration shall be given to housing each aircraft separately to negate the requirement for fixed fire suppression systems. This may be achieved by providing fire compartmentation appropriate to the structure (see paragraph 8.12) between each aircraft. This approach has been successfully applied to a number of Defence hangar construction projects and is the Defence preferred design option. 8.11 The complexity of fixed fire suppression systems is reflected in high installation and annual maintenance costs. Disruption to hangar operations is often required to carry out the required annual testing. Project Directors should challenge user requirements specifying two or more high value/strategic aircraft in one hangar to ensure users are aware of these aspects and have addressed them in the development of the user requirement. 8.12 Type of construction required for hangars shall be as detailed in table C2.2 of the BCA. Particular care must be exercised where sprinkler protection is not being installed, ie maximum size of a fire compartment in Type C construction (without sprinkler protection) is 2000 m2 (BCA part C2 refers). Compartmentation
8.13

8.13 Wherever possible, annexes should be separated from the aircraft area to avoid the imposition of respective hazards from one area to another. Separation distances shall be in accordance with BCA requirements. Where an annex forms part of a hangar, it shall be fire isolated from the aircraft parking area by a fire wall with an FRL as required by the BCA for the appropriate type of construction, ie Type C construction FRL 90/90/90, Type B construction FRL 240/240/240. Ventilation
8.14

8.14 Smoke/heat vents and draught curtains shall be installed in hangars over 1500 m2 to minimise smoke and heat damage to aircraft and the hangar structure. Smoke/heat venting systems (including draught curtains) shall be installed in accordance with the requirements of AS 2665Smoke and Heat Venting SystemsDesign, Installation and Commissioning and vents shall comply with AS 2427Smoke/Heat Release Vents. Automatic operation of the vents shall be initiated by the detection system. All vents shall open as one. 8.15 Where manual control of vents is provided for environment control in hangars with conventional closed head sprinkler systems, the system shall be designed so that an alarm from the fire detection system shall override the manual control and close the vents so that sufficient heat build up will occur to operate the sprinkler system. The vents shall reopen once the sprinkler system has operated. Floor drainage
8.16

8.16 Floor drainage is a critical aspect of hangar design and construction. A floor drainage system incorporating flame traps is to be provided in the hangar area to control the flow of spilt fuel and other flammables. The drainage system is also required to clear the hangar door tracks and hangar walls of flammable liquids. The drainage system shall be of sufficient capacity to remove the calculated discharge of aerated foam liquid from any installed fixed foam suppression system. Discharged foam is to be contained and uncontrolled discharge to stormwater or sewerage systems must be avoided (chapter 15, annex A of this manual refers). The floor gradient shall be not less than 0.5 per cent and shall incorporate the requirement for floor drainage away from hangared aircraft. 8.17 Hanger floor drainage systems shall include appropriate floor drains, strategically located within the aircraft area to reduce fuel pool size and potential fire severity. If there is a risk of a large fuel pool fire accuring as a result of fuel spill remaining undetected for a considerable period of time or until ignition (eg large undetected fuel spill when aircraft hanger is unoccupied). The floor drains shall incorporate monitored hydrocarbon detectors installed and configured to raise an alarm and call the fire brigade in the event of a fuel spill. Hangar doors
8.18

8.18 At least one leaf of any hangar door system is to be openable from the outside. The openable leaf is to be provided with a towing lug for emergency movement of the doors by vehicle or by hand.

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Separation of aircraft

8.19

8.19 A minimum separation distance between aircraft within a hangar shall be determined on a case by case basis. The aim is to minimise the risk of radiated heat from one burning aircraft, damaging adjacent aircraft and to facilitate extraction of aircraft from a hangar if a fire occurs. The selection of an appropriate separation distance between aircraft is dependent on an evaluation of the following criteria: a. b. c. d. e. f. g. the type of aircraft housed (rotary/fixed wing); the configuration of the aircraft housed (stripped to air frame, with/without wings, wings/rotors extended/folded etc); aircraft fuelled/defuelled; type of installed detection/suppression; response time of fire brigade; the ease with which aircraft can be extracted; and the physical limitations imposed by existing hangars.

Although increased separation distances may be imposed on a case by case basis after consideration of the above factors, a minimum separation distance between aircraft of four metres should be maintained. Electrical services
8.20

8.20 The electrical wiring and fittings within the aircraft area of the hangar shall conform to subparagraph 8.2 f. and g. Means of egress and access for firefighting
8.21

8.21 Exits from aircraft areas should normally be provided at intervals not exceeding 60 metres, as required by the BCA. However, depending on the width of the hangar, distances between exit doors may have to be reduced to keep the maximum travel distance to a required exit within the 40 metres required by the BCA for this class of occupancy.

ACTIVE FIRE PROTECTION MEASURES

Fire detection

8.22

8.22

8.22 Early fire detection is to be provided by a system designed to detect any two of the following fire products: smoke, flame or heat. Currently, flame and smoke detectors offer faster detection than available thermal detectors. The operation of a single detector shall activate a local alarm and transmit an alarm to the responding fire brigade. After hours and during periods when the hangar is unmanned, the receipt of an alarm from both detection systems shall activate the suppression system. When the hangar is manned, the automatic operation of the suppression system shall be isolated and manual operation selected. This sequence must be incorporated into the security and operating procedures for the hangar. Fire suppression
8.23

8.23 The fundamental purpose of hangar fire suppression systems is to achieve rapid knockdown of a fuel spill fire. This may be achieved by a combination of the following methods: a. b. c. fire points with portable/mobile fire equipment such as fire-extinguishers and foam proportioning devices attached to fire hose reels; low level foam systems such as pop-up sprinklers and/or oscillating foam monitors; or overhead high velocity foam deluge systems designed to operate in single module form or all modules operating simultaneously.

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8.24

When an overhead deluge system is specified, the following points must be considered: a. b. c. d. the detrimental effects of firefighting foam on aircraft avionics and components, the down time required for clean up after a discharge, the increased water storage requirement, and the additional firefighting foam to be contained and disposed of after a discharge.

8.25 The control panels which comprise the foam suppression control system shall be secured in such a manner that prevents unauthorised interference. Firefighting foam
8.26

8.26 In the past only aqueous film forming foam (AFFF) supplied under Defence contract to DEF(AUST) 5603D for six per cent AFFF or DEF(AUST) 5639 for three per cent AFFF, could be used in Defence foam suppression systems. However, as some firefighting foams contain perfluorooctanyl sulfonate (PFOS) chemicals, which have recently been found to be a concern because of their persistence in the environment and long-term health and environmental effects, the type of firefighting foam to be used in Defence foam suppression systems has been reviewed and the following shall apply: a. Defence AFFF stocks shall be used in existing suppression systems subject to compliance with chapter 15, annex A and Defence Environmental Guidelines for Management of Firefighting AFFF Products. After exhaustion of existing AFFF stocks, the fire suppression foam purchased to operate existing Defence suppression systems shall not contain any PFOS chemicals. Any new foam purchased shall be compatible with existing installations and shall not adversely affect or diminish the firefighting performance of existing suppression systems. New Defence suppression systems shall use firefighting foams that do not contain any PFOS chemicals. The suppression systems shall be designed to deliver the required performance using the alternative firefighting foam.
8.27

b.

c.

Water supply

8.27 Reliability. The water supply for a foam suppression system shall have the reliability of a Grade 1 supply, in accordance with the requirements of subparagraph 8.2 b. 8.28 Duration. The water supply shall be sufficient to operate the foam zone in alarm and all immediately adjacent foam zones, for a minimum of 10 minutes. The water supply must then be able to supply a further 20 minutes of water from those zones. The full 30 minutes must be at the pressure and flow that meet the requirements of the system design. Fire points
8.29

8.29 Fire points are to be established on the walls of the aircraft area within four metres of exits and should incorporate the manual foam control panels for suppression systems. Fire points shall consist of a small-bore hose reel, a foam liquid proportioner and hand held extinguishers. The floor area adjacent to each fire point should be marked to designate a clear area. Commissioning and maintenance requirements
8.30

8.30 The commissioning of foam suppression systems shall include the physical testing of all possible combinations of detection circuits (smoke and flame) to ensure that only the designed circuits (one smoke and one flame in foam zone of fire source) operate the automatic foam suppression sequence. Care must be taken to ensure that two or more smoke detection circuits or two or more flame detection circuits, do not initiate a foam discharge. Detailed commissioning requirements and maintenance tests to confirm system design parameters are provided in chapter 15, annex A and NFPA Code 11.

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Fire hydrants

8.31

8.31 An external hydrant system shall surround the hangar. The system shall be designed to provide a minimum total output of 45 L/sec from the four hydrants in closest proximity to the hangar. Hydrant spacing shall be not more than 90 metres and hydrants shall not be within six metres of the building being protected. External hydrants should normally be of the ground ball type and internal hydrants (where required) should be of the above ground type. Hydrant locations are to comply with AS 2419.1. Housekeeping
8.32

8.32 A high standard of housekeeping forms an essential part of the overall hangar fire protection measures. Typical housekeeping measures include: a. b. c. d. e. minimising the storage of flammable and combustible goods in the hangar; maintaining clear egress paths to fire escapes; ensuring fire equipment is correctly maintained; maintaining aircraft separation distances; and ensuring that only approved electrical equipment is employed in the zoned hazardous areas (subparagraph 8.2 f. and g. refer).
8.33

Levels of protection

8.33 Four levels of protection are provided to meet the varying degrees of risk, asset classification, physical security and fire brigade response: a. Level 1. Level 1 incorporates basic requirements such as necessary first attack appliances including small bore hose reels, foam liquid proportioners where necessary, and hand held extinguishers. Adequate means of egress and access for firefighting are also to be provided. Level 1 is the minimum requirement for any hangar housing aircraft. Level 2. Level 2 incorporates level 1 protection plus a dual system fire detection system, an Emergency Warning and Intercommunication System (EWIS), smoke/heat vents and draught curtains. The opening of the smoke/heat vents shall be initiated by the fire detection system and shall be capable of manual operation for testing. Level 3. Level 3 incorporates levels 1 and 2 protection plus the provision of a manually operated foam suppression system. Level 4. Level 4 incorporates levels 1, 2 and 3 plus the automatic operation of the foam suppression system.

b.

c. d. Notes

An EWIS system is not required if:

it is not required by the BCA, the fire alarm can be heard throughout all areas of the hangar, hangar standard operating procedures require evacuation on receipt of fire alarm, and the hangar contains no more than three storeys.

When an EWIS is not required, an occupant warning system complying with AS 1670.1 shall be provided.

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8.34 Annex A summarises the various components required for each of the four levels of hangar fire protection comprising of fire system components detailed in earlier paragraphs of this chapter. The four levels of fire protection represent the most practical staging of hangar fire protection requirements and it is envisaged that with each level of fire protection, corresponding physical security measures will be implemented. Annex: A. Fire protection levels in aircraft hangars