Engineer Manual PDF

vi **[Preface]** The ability to carry water and provide fire streams are the most basic functions of the fire service. Jacksonville Fire and Rescue utilizes a variety of pumping apparatus -- engines, tankers, brush trucks, airport crash trucks, and fireboats. The engine is the primary pumping app...

vi **[Preface]** The ability to carry water and provide fire streams are the most basic functions of the fire service. Jacksonville Fire and Rescue utilizes a variety of pumping apparatus -- engines, tankers, brush trucks, airport crash trucks, and fireboats. The engine is the primary pumping apparatus and the subject of this book. With over 60 engines city-wide and a variety of pumping apparatus it is important for the Engineer to fully understand the operation of each type. This book provides a comprehensive description of the duties, skills, and responsibilities required of the engine company engineer. A section on JFRD tankers is also included. This book also provides the company officer with minimum skill guidelines for the training of crew members. Therefore, it is essential that all engine company members be familiar with the contents of this book to provide the most efficient pump operations. vii **[Preventive Maintenance]** Fire and Rescue apparatus must be continuously maintained. The engine must always be prepared to respond, provide protection for the crew, and function properly and efficiently on scene. Scheduled inspections and preventive maintenance are crucial to maintaining apparatus readiness. All members of the company shall assist the engineer in the proper care, cleaning, and upkeep, as assigned by the company officer. A daily inspection shall be performed at the beginning of each shift. Each discrepancy shall be recorded in the Daily Apparatus Check Off, located in the JFRD Portal. First click on the Tactical Support tab, then Daily Apparatus Management. Safety or operational concerns shall be brought to the attention of the company officer immediately with an appropriate logbook entry. Equipment used during the shift shall be checked and returned to full operational status as soon as possible. Contact the Tactical Support Facility (TSF) for any maintenance related issues. When any JFRD equipment is noted as being lost, found, stolen, or damaged in any way, notify the company officer immediately. **WARNING**: Diesel exhaust is carcinogenic and there is no level of exposure that can be considered safe (according to NFPA and NIOSH). Take all measures to avoid exposure to diesel exhaust. **[Daily Engine Inspection ]** Conduct a brief conference with the off-going engineer. Ensure proper fluid levels that include motor oil, transmission fluid, coolant, power steering fluid, and diesel exhaust fluid (DEF). Any fluids added shall be indicated in the Daily Apparatus Report. The engineer (or operator of the apparatus for the day) is the ONLY person allowed to place fluids (DEF, diesel, unleaded, oil, etc.) into their respective units. The company officer [must] verify that the proper fluids are being added. Improper fluids being used in apparatus have caused extensive damage, costly repairs, and could cause the apparatus to malfunction on an emergency scene. The engineer and the company officer will be held equally responsible for any damage resulting from improper fluid placement and will result in formal discipline for both individuals. 1 **CAUTION**: All fluids must be of the proper type and grade. Contact TSF with any questions about proper fluids. Booster tank and foam tank levels must be checked by visual observation into the tank. Compare visual levels to gauges for accuracy. Ensure proper air brake pressure both front and rear (\>100 PSI), and proper operation of brakes. Tires and wheels -- check tire pressure, lug nuts, axle seals, and tread depth. Minimum tread depth is 4/32" or when tread wear indicators are even with the tire tread. Seat belts -- ensure all sets operate and adjust properly. Ensure wipers operate properly. With the motor running check all running lights (including brake and backup lights), all visual and audible warning devices, and scene lighting. **NOTE:** Once started the motor must run until it reaches normal operating temperature. Verify normal readings on all cab-mounted gauges. With the pump engaged and TANK-TO-PUMP valve open: \- Verify pressure on the master discharge gauge \- Operate primer until water is discharged \- Ensure proper operation of the governor in both PSI and RPM modes - Ensure proper operation of the transfer valve (if equipped) - Discharge water from at least one discharge opening \- Open and close each 5" intake valve then remove the cap to drain Disengage pump then open/close each manual valve  to verify smooth operation. Open and close all bleeders. Open the PUMP DRAIN valve briefly to flush sediment from the lowest level of the pump. 2 Tilt the cab and inspect all drive belts for tightness and wear. Check batteries for leaks and tight connections (secure loose cab equipment prior to tilting). **WARNING**: Never place any part of your body under the cab while raising or lowering. When fully open ensure the cab tilt lock is in place. **CAUTION**: Do not lower the cab and allow it to rest on the strut -- this places undue stress on the strut assembly. View the underside of the engine for pump or  tank leaks. Check motor, transmission, pump transfer case, and drivetrain for fluid leaks. **WARNING**: Ensure air brakes are set. Do not climb under apparatus while the motor is running. Sweep dirt and debris from the cab and wipe down surfaces as needed. Inspect apparatus exterior and note any new body damage. **[Daily Equipment Inspection ]** Defibrillator -- change batteries and ensure proper operation. Ensure all associated equipment is in place for immediate use. Portable oxygen -- ensure tank pressure is \>1000 PSI and oxygen delivery adjuncts are properly stocked. Medical jump bag and other EMS equipment (backboard, c-collars, and ALS equipment) shall be fully stocked and ready for immediate use. Air chisel -- connect to air bottle and ensure proper operation (bottle pressure \>4000 PSI). Do not trigger the air chisel unless the chisel head is in contact with a solid material. Check each SCBA and spare bottle in accordance with SOG 421. 3 Pre-connected hoselines and supply hose shall be stacked properly and ready for deployment. Nozzles must be properly set and free of debris. Compartments -- ensure proper operation of compartment doors and verify all equipment is in place and ready for use. Chainsaw -- ensure chain is sharp and properly adjusted. Ensure fuel and oil levels are full. Verify proper operation. Use motor oil for bar lubricant. Ensure each portable radio has a fully charged battery. eDRAULIC tools (if equipped) -- ensure proper operation of motor and pump. Store hydraulic spreaders with a ½" gap between the tips. Generator (if equipped) -- check oil and coolant levels, run generator until fully warmed up (approximately 5 minutes). **CAUTION:** Shut off fuel supply to portable gas motors and run until the motor stalls. This clears fuel lines and prevents damage from gasoline additives. Gas cans - ensure an adequate supply of gasoline, both straight gas and gas/oil mix as needed. Add fuel stabilizer to newly acquired gas. Rotate older gas to use with lawn equipment and keep fresh gas on apparatus. **[Weekly Inspection and Maintenance ]** A more thorough inspection of the apparatus and all equipment shall be performed each Monday. The following procedures shall be completed in addition to the daily inspection. Although each of the following steps may not need to be completed each week, use proper judgment to maintain your engine and pump. The company captain shall establish a maintenance schedule. 4 **[Weekly Engine Inspection ]** Apparatus cab shall be thoroughly cleaned. Ensure all map books, reference books, and keys are accounted for. Clean all glass and mirrors. Wipe down interior surfaces. Clean the thermal imaging camera and verify proper charging. Clean exterior of apparatus. Apply wax monthly or in accordance with the company maintenance schedule. Each compartment shall be emptied, and shelves cleaned. Remove dirt and old lubricant from roll-up door tracks and  apply silicone spray. Apply light oil to both sides of the door hinges and operate the door several times. Remove excess oil. Bleed all air tanks beneath the engine. Although these tanks are equipped with relief valves that periodically purge, these are not automatic bleeders. Open the valve and bleed until the discharging air is free of moisture. **[Weekly Pump Service ]** Remove each pump cap, elbow, and wye. Clean all threads on the pump and appliances and apply grease as needed. Inspect gaskets and replace if necessary. Ensure strainers are present in 2-½" intakes. Operate all pump valves and clean or lubricate as needed. Note resistance or improper operation of any valve. The intake valve shall be removed and cleaned. Inspect internal casing for rust or sediment buildup and proper operation of the valve. Clean and lubricate the Storz connection gasket, internal threads (piston intakes) and bleeder valve. If the swivel does not move freely apply soapy water and work until loose. 5 Inspect the steamer intake strainers. These function as an anode, protecting the pump housing from rust. It is normal for the strainer to oxidize with regular use. If the deterioration becomes excessive TSF will provide a replacement. The strainer must also fit tight within the steamer intake pipe to work properly. Backflush the pump. With the pump disengaged pressurize the **discharge** side of the pump from a hydrant. Briefly open each intake and discharge valve to flush the pump (it is not necessary to flush cross lay piping).  After disconnecting from the hydrant ensure the pump is primed: place the engine in pump gear, open the TANK-TO-PUMP valve and operate the primer. **[Weekly Equipment Checks ]** All hand tools shall be cleaned and moving parts lubricated. Check axe heads for tightness, inspect handles for damage. Use soap and water to clean then dry thoroughly. Apply light oil to steel surfaces and moving parts. Apply linseed oil to wood handles as needed. Ladders shall be cleaned with soapy water and all moving parts manipulated. Inspect heat indicators for discoloration and inspect the entire ladder for physical damage. Use light oil sparingly to lubricate roof hooks. Rinse dirt and debris from ladder compartments. Clean nozzles with soapy water and a soft brush. Immerse nozzle in warm soapy water and operate all moving parts. Do not use lubricants! 6 Exercise couplings on hard suction hoses. If swivels are frozen or stiff, apply warm soapy water and rotate the swivel. Clean dirt and debris from hard suction hose compartments. Chainsaws shall be thoroughly inspected and cleaned. Inspect air filter, remove, and clean if indicated. Remove the chain assembly and clean chain drive. Use air pressure to remove debris from hard-to-reach areas. Reinstall chain and adjust proper tension (ensure proper direction of the cutting teeth). After reassembly ensure proper operation. Clean air tools with soapy water and dry thoroughly. Lubricate each blade with light oil. Apply 5 drops of air tool oil into the **blade end** and operate. Charge batteries on all battery powered tools and thermal imaging camera as indicated. Ensure all bits and blades are accounted for. Operate each piece of equipment to ensure proper operation. Inspect SCBA buddy breathing hoses. Ensure quick-connect couplings are free of debris and work properly. Clean SCBA backpacks as needed. Check *hydrostatic* dates on each oxygen bottle and SCBA bottle. Refer to SOG 421 for testing requirements. Check portable extinguishers for proper charge and annual inspection date. The inspection label (right) indicates the date of the **last** **inspection**. Rope shall be inspected in accordance with SOG 419. Winch (if equipped) -- install at each connecting point to ensure proper operation of winch and power connections. Clean and lubricate extrication tools as follows: [High-lift jack] -- Clean with soapy water, and dry thoroughly. Wipe down the entire tool with light oil, including all moving parts. Inspect the jack for bent or damaged components. 7 [Chains] -- Clean with soapy water if dirty, and dry [thoroughly]. Wipe down the length of chain with light oil. Inspect links for damage or corrosion. [Come-Along] -- Clean with a dry cloth. Use light oil sparingly on moving parts. Inspect cable for broken strands, corrosion, or wear. Do not apply any lubricant to the wire rope. If the wire rope gets wet or is exposed to moisture it must dry thoroughly. Inspect the handle for straightness. **[Recommended Lubricants and Additives ]** **NOTE**: All lubricants must be used sparingly. Excess oil or grease can attract dirt and compromise proper operation. [Light oil] -- this refers to Liquid Wrench, WD-40, or similar water-displacing lubricating oil, typically in an aerosol can. [Air Tool Oil] -- supplied with the air chisel in a small squeeze  bottle. [Two-Cycle Oil] -- added to gasoline to lubricate two-cycle engines [Silicone Spray] -- used on roll-up door tracks and slide out compartment trays. It leaves minimal residue. Do not use silicone on other moving parts. Remove dirt prior to applying silicone. [Graphite] -- recommended to ease the movement of pump valve handles. It can be applied to the remote control handle shaft and mechanism, from the pump panel to the valve handle attachment. Remove dirt prior to applying graphite. [Grease] -- the only grease permitted is "food grade" machinery grease. Apply to appliance and pump threads as needed. [Fuel Stabilizer] -- add to all newly acquired gasoline according to the label. [DEF] -- diesel exhaust fluid used in some engines to reduce nitrogen oxide emissions (page 93). 8 **[Scheduled and Unscheduled Maintenance ]** Periodically your engine may require service at TSF, Fleet Management, or a private repair facility. Regardless of the source of the maintenance the following procedures shall be performed following maintenance to ensure proper operation of critical components. If the service requires the engine to be out of service for 24 hours or any period that spans two shifts, a complete daily inspection shall be performed immediately, prior to swapping equipment and returning to service. Pay particular attention to any component or system that was serviced to ensure proper operation. If the service was performed and the engine returned on the same shift, the following checks must be completed prior to returning to service: \- Visual verification that the booster tank is full \- Verify the pump and governor operate properly (in both modes) - Verify proper brake pressure and brake operation \- Ensure all equipment is accounted for 9 **[Engine Positioning]** The following procedures are recommended for engine spotting or placement at common emergency scenes and are consistent with SOGs 402 and 406. **[EMS Responses]**  **[Single Family Residence ]** When spotting the engine give priority to the location of the rescue unit and stretcher access. Consider the safety of the patient when loading. On busy streets use the engine to protect the patient loading area. **[Apartments, Assisted Living, & Multi-Story Buildings ]** Due to limited access to entrances, lobbies, and courtyards, the engine may need to park well removed from the location. In tight complexes it may be necessary to park outside, leaving the closest access for the rescue unit. 10 **[Roadway Incidents ]** Safety of the patient and responders is the primary consideration for engine placement. Use the engine as a barricade to block or divert traffic, allowing room to safely manipulate the patient and/or stretcher or to advance hose lines. Consider engine noise and location of the exhaust pipe when treating patients. Spills or leaks may require spotting uphill and upwind. Use police as needed to ensure scene safety. If extrication is required, consider placement needs of the ladder truck or extrication engine. If apparatus is facing oncoming traffic at night, turn off headlights to improve night vision of approaching vehicles. If deploying scene lighting, do not create a hazard for other drivers. **[Structure Fires ]** **[Single Story Structure ]** The first arriving engine and ladder company should be spotted in front of the structure in most cases. Position the engine for placement of attack lines while leaving room in front of the structure for the ladder company. 11 **[Multi-Story Structure]**  Engine placement is the same as for single story structures, but the engine should be placed to leave the building corners open. This permits the ladder company to place the turntable in a position to reach two sides of the structure. **[Tactical and Safety Considerations ]** Do not park under power lines. Do not park too close to involved structures.  Leave room to deploy hose lines. Keep hose away from exhaust pipes. Leave the rear of [all apparatus] unobstructed to facilitate ground ladder and tool access. Some engines need 5 feet of space on the officer's side to lower the ladder rack. Contact TSF prior to attempting removal of  any engine that has become stuck. Do not drive on private driveways or on private bridges except during emergency response. 12 When backing, use a spotter on the engineer's side, 5-10 feet from the tailboard. This places the spotter in the most visible location for the engineer and allows the spotter full view of the rear of the engine. The engineer and spotter must maintain eye contact and the apparatus stopped when the spotter is no longer in view. Use lighting as needed at night. **[Spotter Hand Signals ]** Use the following hand signals to stop (left) or to proceed backing (right).  Use the following hand signals to direct the engineer left or right. 13 **[Fire Ground Water Sources]** Our primary water supply comes from fire hydrants, part of a city-wide distribution network that also consists of wells, treatment plants, pumping stations and water mains operated and maintained primarily by JEA. Most of the populated areas within our city are served by this network which provides potable water through the use of multiple water mains arranged in a grid. The grid design allows most hydrants to be supplied from multiple directions to enable a higher flow at a more stable pressure. The main sizes range from 6" to 24" in diameter and average 70 PSI static pressure. This provides for adequate water delivery during normal and peak load periods, including firefighting. Dead end mains are common with dead end streets but can be found in other areas as well. These can limit the available flow so it's important to know the location of dead-end hydrants in your territory. The communities of Atlantic Beach, Neptune Beach, and Baldwin operate their own water utilities, and the system parameters may differ from the majority of Jacksonville served by JEA. In some cases, hydrant pressure is provided by *head pressure* from water towers.  An alternative to the water main system is a *static* source, which has no pressure. Fire pumps must be utilized to move the water by *drafting*. Static sources include portable tanker basins, lakes, rivers, swimming pools, storage tanks, and retention ponds. **[Fire Hydrants ]** All city hydrants are equipped with a 6" inlet and are supplied by the water main system. The flow (GPM) will vary based on the diameter of the water main and the water main pressure. Dead end mains or loops, partially closed street valves, sediment buildup, and damaged mains can interfere with hydrant flow. 14 **[City Fire Hydrants ]** Color "YELLOW" ----------------------- ---------- Thread Sizes Steamer 4-1/2" Side outlets 2-1/2" Static Pressure Approximately 70 PSI Supply Mains Residential 6" to 10" Commercial 8" to 24" There are some older hydrants that do not have steamer connections. This may appear to be a handicap in terms of flow but a 2-1/2\" discharge into 5" hose can still flow a significant volume. If the steamer is damaged or not accessible one 2-1/2\" connection can be utilized, or to maximize flow use both 2-1/2\" discharge connections. **[Private Systems ]** Commercial plants, schools, shopping  centers, aircraft hangars, and apartment complexes may utilize a private water supply. This could be independent of city mains and be supplied by a private well and pump. Another type of private system consists of a private main that is connected to a city main through a meter and backflow preventer. The diameter of the backflow preventer is the same as the water main. The private system flow could differ greatly from city hydrants in the same area and could even present with variable pressure and variable flow. High pressure systems may be located at high-risk facilities (chemical or petroleum) that require immediate firefighting pressure but don\'t have fire engines on site to boost pressure. Therefore, all pressure for firefighting is supplied within the private pump and main system. Pre-planning is essential to become fully aware of these systems in your district. For additional information on high-pressure systems see page 69. 15 **[Private Fire Hydrants (Industrial Facilities) ]** Color **"RED"** ------------------------------------------------------------------ ----------- Thread Sizes Steamer 4-1/2" Side outlets 2-1/2" Some may not have a steamer, and individual outlets may be gated Static Pressure In excess of 175 PSI  **[Private Fire Hydrants (Apartment and Business Complexes) ]** +-----------------------------------+-----------------------------------+ | Color | **"RED"** | +===================================+===================================+ | Thread Sizes | | +-----------------------------------+-----------------------------------+ | Steamer | 4-1/2" | +-----------------------------------+-----------------------------------+ | Side outlets 2-1/2" | | +-----------------------------------+-----------------------------------+ | Static Pressure | | +-----------------------------------+-----------------------------------+ | Approximately | 70 PSI | +-----------------------------------+-----------------------------------+ | Supply Mains | | +-----------------------------------+-----------------------------------+ | Dead end | 6" to 10" | | | | | mains or loops | | +-----------------------------------+-----------------------------------+  Private hydrants are typically red but may be yellow or another color. Become familiar with those in your district. All Hydrants (COJ & Private) may utilize NFPA Color Codes for the caps and bonnet. **NOTE:** Private hydrants are transitioning to the color white as of 2016. **Blue -- 1500 GPM or more** **Green -- 1000 -- 1499 GPM** **Orange -- 500 -- 999 GPM** **Red -- Below 500 GPM** 16 **NOTE**: Regardless of the number of hydrants on a private system the flow may not be sufficient. The presence of dead-end mains or dead-end loops within the complex may require secondary methods to supply large volumes of water. These secondary methods could include a tanker shuttle, laying from a nearby city main or from an adjoining private system.  Purple hydrants may be found on reclaimed water mains. These mains are for irrigation and not intended for firefighting use. Hydrants are installed on these mains for maintenance flushing. Sound barrier walls along limited access highways may incorporate access holes (about 12") to reach hydrants on nearby streets. Pre planning is essential to become fully aware of these in your district. 17 **[Static Water Supply]** *Static* sources require pumping apparatus to draft. Drafting utilizes *atmospheric pressure* to supply a fire pump through hard suction hose. Fire department pumps are equipped with a primer to reduce pressure inside the pump below atmospheric pressure. This creates a *vacuum*, allowing static water to be drawn into the pump where it is then pressurized and discharged to handlines or supply lines. If water from a [natural] static source enters the booster tank and pump, both must be thoroughly flushed after use. Refer to page 28 for information on priming pumps, and page 69 for information on drafting. **[Booster Tank ]** The booster tank is also a static supply and is located higher than the pump intake manifold to take advantage of *head pressure*. The size of the TANK-TO PUMP valve and head pressure determines the flow from the booster tank. Each JFRD engine has a 3-4" TANK-TO-PUMP valve. Flow from the booster tank is limited to 700-800 GPM on all JFRD engines. Booster tanks shall be refilled only from city hydrants and always from the nearest supply point. Do not refill from private hydrants. **[Dry Hydrants ]** A dry hydrant consists of a pipe with a threaded  4-1/2\" steamer connection attached to a static water supply. The pipe is commonly PVC but could be cast iron or stainless steel. These will be found near commercial structures (usually at retention ponds) where city hydrants are not within reach. An engine connected to a dry hydrant will have to hook up to the dry hydrant and draft through hard suction hose as there is no positive pressure supplying the hydrant. 18 **[Considerations before using a dry hydrant ]** Is the hydrant maintained by the property owner? The strainer could be obstructed with sediment or vegetation. PVC pipes are easily damaged by vehicles, vandalism, and prolonged UV exposure. If the cap is missing the pipe could contain trash. Can the engine gain easy access to the hydrant? Often, they are placed some distance from the road or parking lot. Is there sufficient water available? The water level in a retention pond fluctuates with rainfall. **Hydrant and Main Locations** Hydrant locations for Duval County can be found on the JAXGIS site: ([https://maps.coj.net/FireHydrantProximity]) Water main Locations and sizes can also be found on the JAXGIS site: ([http://jaxgis.coj.net/Infrastructure]) 19 **[Fire Pump Theory and Operation]** JFRD engines are built by Pierce and are fitted with midship mounted Waterous *centrifugal* pumps. These are either single-stage or two-stage and rated at 1500, 1750, or 2000 GPM *capacity*. The basic specifications for each type of engine are listed in Appendix B. Even though the various pumps differ in appearance at the pump panel, they operate in a similar manner and share construction features. In simplest terms the modern fire pump has three primary sections.  Intake manifold (lower half of the pump body -- green arrows) Discharge manifold (upper half of the pump body -- red arrows) Centrifugal pump assembly (including impeller(s) -- yellow arrow) The transfer case mounted below the pump (blue arrow) transfers power from the diesel motor to the drivetrain (in the ROAD position) or to the pump impellers (in the PUMP position). JFRD engines are powered by six-cylinder turbo-charged diesel motors, manufactured by Caterpillar (C12 or C13) or Cummins (ISL series). 20 **[Centrifugal pumps share the following characteristics: ]** The centrifugal pump assembly contains one or two rotating impellers. *If equipped with two impellers (two-stage), they are mounted on a common shaft and rotate at the same speed (RPM).* The impeller has a \"flow-through\" design allowing water under pressure to pass through the impeller when the pump is not engaged, and the impeller is stationary. *A pressurized water supply to the pump can be distributed to the various discharges even with the pump disengaged.* Intake pressure adds directly to the pressure produced by the pump. *For example, if you are discharging a handline at 100 PSI from the booster tank and then connect to a hydrant, the hydrant pressure will be added to the pump discharge pressure. The handline pressure will increase, possibly to unsafe levels.* The impeller(s) will rotate continuously when the pump is engaged, even when hoselines are shut down. *This "slippage" prevents a continuous rise in discharge pressure but can generate excessive heat within the pump.* Centrifugal pumps cannot pump air due to their open design. *Air can cause loss of prime and inhibit the ability of the pump to build pressure.* The pump cannot be operated dry. *The engineer must begin circulating water immediately after engaging the pump. Running the pump dry for more than a few minutes may cause excessive heat and pump damage.* 21 **[Centrifugal Pump Theory of Operation]** The centrifugal force theory states that a spinning object will exert force from the center towards the outer edge. It is this energy that propels water from the center (the eye) to the outer edge of the impeller vanes. The impeller discharges water into the *volute*, the chamber which directs the pressurized water into the discharge manifold. As motor speed (RPM) increases, the *velocity* of the impeller(s) increases. This results in a corresponding increase in *pump discharge pressure* (PDP). As water enters the impeller(s) at low pressure the centrifugal force of the rotating impeller(s) increases *pressure.* **[Pump Shift ]** The pump shift control is a pneumatic switch located in the cab at the engineer position. There are 3 positions -- ROAD, NEUTRAL, and PUMP. The pump shift controls a ring gear within the transfer case. In the ROAD position  this ring gear engages the road gear, allowing the engine to be driven. In the PUMP position this gear disengages the road gear and engages the pump gear, applying power to the impeller(s). The transfer case cannot engage both PUMP and ROAD simultaneously. The NEUTRAL position is used only in the event of a failure with the pump shift requiring use of the manual pump shift control (see Appendix E). **NOTE**: When shifting between ROAD and PUMP **do not** stop in the NEUTRAL position. Allow a few seconds before shifting the transmission into DRIVE. 22 **[Pump Testing ]** Centrifugal pumps are tested by Underwriters Laboratories (UL) in accordance with NFPA 1911\. A data plate is affixed to the pump panel with results of the initial pump test. The pump test measures *volume* at three pressures while drafting. The volume at 150 PSI is called the *rated capacity*. [For example, a 1500 GPM engine must pump ] 100% of rated capacity at 150 PSI (1500 GPM) 70% of rated capacity at 200 PSI (1050 GPM) 50% of rated capacity at 250 PSI (750 GPM) The data plate may also indicate the test RPM and governed speed. It is important to understand that centrifugal pumps can pump **more** than their rated capacity if supplied from a pressurized source. **[Pump Stages]** Centrifugal pumps can be *single* *stage* or *two stage* design. A single stage has a single *impeller* and is the simplest to build and operate. The two-stage pump has two impellers mounted on a common shaft. **[Two-Stage Pumps ]** A two-stage pump can operate in one of two settings - pressure or volume. In **PRESSURE** each impeller provides pressure in *series*. The pressure produced by the first impeller is routed to the eye of the second impeller, where pressure is increased further. In simple terms, where a single impeller can produce 60 PSI, two impellers operating in *series* can produce 120 PSI at the same RPM. Roughly 50% of the total pressure is produced by each impeller. 23 In **VOLUME,** the supply is divided, and water is routed to both impellers at the same time. The pressure produced by each impeller is the same, but the volume of water is double with each revolution of the impeller. This allows the pump to move a greater volume of water at the same RPM. 50% of the volume is pumped through each impeller and the discharge pressure of each impeller is the same. The VOLUME position is also called *parallel* or *capacity.* The advantage of the two-stage design is the ability to  operate in either setting: **PRESSURE** (series) for maximum pressure or **VOLUME** (parallel) for maximum volume. However, pumping in the wrong setting can hinder pump performance. Attempting to pump high volume in PRESSURE will not be successful. Attempting to pump high pressure in VOLUME will require excessive RPM. When pumping beyond 50% of a pump's rated capacity, you must be in VOLUME. Changing between the two settings is accomplished by the *transfer valve,* which must be fully engaged in either PRESSURE or VOLUME (there is no intermediate position). The transfer valve is electrically-driven but also has a manual override (below) in case of electric switch failure. Utilize a ¾" socket and socket wrench to change settings if the electric valve fails. The normal position of the transfer valve is VOLUME which will produce maximum pump performance for most pumping scenarios. High pressure needs such as a high-rise fire would require changing to the PRESSURE setting. The Engineer should anticipate the requirements of the fire operation and properly set the transfer valve as early as possible. **CAUTION**: To minimize water hammer temporarily reduce RPMs before operating the transfer valve. However, do not sacrifice handlines already in use. If unable to lower pressure, reduce discharge pressure and operate the transfer valve slowly, allowing time for the governor to adjust. **[Single-Stage Pumps ]** The main difference in operation of a single stage pump from a two-stage pump is motor speed. To pump high pressures the single stage pump requires higher RPM. In most pumping situations there will be minimal difference in pump performance between a single stage and two-stage pump. A single-stage pump will operate much like a two-stage pump in VOLUME. 24 **[Piping, Valves and Pump Gauges]**  **[Intake Piping ]** The intake side of a centrifugal pump is an open manifold directing water to the impeller(s). All intake connections share this common manifold. Due to this design, there is only one **intake gauge**. If the pump is being supplied by a hydrant at 70 PSI, the entire intake manifold will be pressurized to 70 PSI. JFRD engines have four or five intakes. There are two 6" *steamer* intakes and two 2-1/2\" auxiliary intakes (often called \"pony\" intakes) on each engine. Some engines have an additional 5" intake on the front with an electrically controlled valve. Each steamer intake has installed a piston intake valve (PIV, right) or ball intake valve (BIV, below). Both types of intake valves incorporate a water control valve, a spring-operated pressure relief valve, a bleeder valve to bleed air from supply hose, and a 5" Storz adapter. The newer BIV is less restrictive (allowing higher GPM) and is rated for drafting. The pump is protected by an intake  pressure relief valve built into the pump, protecting the pump from excess intake pressure. The PIV/BIV also includes a pressure relief valve that can provide redundant pump protection but can also protect supply hose from excess pressure when the intake valve is closed. Both the internal pressure relief valve and PIV/BIV are preset to 150 PSI. PIV/BIV relief valves are not routinely adjusted. Periodic adjustment may be necessary which can be performed by the engineer. 25 The diameter of the intake pipe is determined by the *rated* *capacity* of the pump. All JFRD engines have 6" steamer intakes which allow the pump to draw the rated capacity at draft through one steamer intake (1500 GPM) or both steamer intakes (1750 and 2000 GPM). The front intake pipes are 5\" in diameter and are capable of drafting, and in some situations, will be the preferred intake for drafting. Because of the reduced diameter, the front intake will flow less than the steamers (1000 GPM at draft, 1500 GPM from a hydrant). E-7 and E-21 have an additional intake  inside the tailboard compartment. This intake is a **direct tank fill**. These engines are equipped with *foam proportioners,* for more accurate finished foam. The water for the foam solution is metered from the booster tank, through the direct fill rear intake. On a hazmat incident this intake may be the preferred connection for the hydrant or tanker supply line. **[Valves ]** Most intake and discharge valves are quarter-turn ball valves which can be operated directly or by remote control handle at the pump panel (commonly called "pull handles"). These valve handles, when opened, can be turned 45 degrees to "lock" the valve in position. The valves should **not** be placed in this position when closed. Large diameter intakes and discharges use quarter turn ball valves controlled by a hand wheel (left) or an electronic control. Due to the large water volumes, they must be of the "slow operating" type to prevent water hammer. The electric front and rear intake valve take 15-20 seconds to fully open or fully close. **NOTE**: The electric front and rear intake valve may be held closed by hydrant pressure. Partially open the valve before charging the supply line. 26 The most commonly used valves are **TANK TO PUMP** and **TANK FILL**. The TANK TO PUMP valve allows booster tank water to be drawn into the pump to be pressurized and discharged. If tank water is used and an external supply is later established, the engineer should refill the booster tank as soon as possible. Once hoselines are properly set and there is enough residual pressure, open the TANK FILL valve just enough to supply water to the tank without reducing residual pressure. **NOTE**: When the water supply is from a source other  than the booster tank the TANK TO PUMP valve must be closed. Bleeder valves are installed at each intake and discharge connection to bleed incoming air (intake) or bleed water pressure when taking up lines (discharge). Keep closed unless in use. Bleeding air from intake lines is critical to avoiding loss of prime. **[Discharge Piping ]** JFRD engines have a wide range of discharge options ranging from a 1" booster line to a 4" LDH discharge. Each discharge valve has a corresponding discharge gauge, allowing the engineer to monitor and adjust pressure to each individual discharge. The **master discharge gauge** reads the discharge manifold pressure while the remote discharge gauges indicate pressure within that discharge piping and hose line only. Be sure to view the discharge gauge for the line charged when setting PDP. **[Gauge Construction ]** Each gauge is of the *compound* type. Compound gauges have a pressure scale (PSI) and a vacuum scale (inHg, or inches of Mercury). The pressure scale reads from 0-600 PSI (Master gauges) or 0-400 PSI (Remote gauges), and the vacuum scale reads 0 to -30 inHg. While the pressure scale is graduated and easy to read, the vacuum scale is not. You cannot accurately measure vacuum at the pump panel. The photo above shows both master gauges -- pump intake on the left, pump discharge on the right. The threaded plugs in between are only used for pump testing. 27 **[Primers ]** A primer is required for a centrifugal pump due to the inability of the pump to move air. A small amount of air inside the pump can prevent a large volume of water from being pumped. Activating the primer will remove air from the pump and allow pressure to increase. Once air is removed, the pump is primed. **[Pneumatic Primer]**  Engines utilize a pneumatic primer. Unlike the centrifugal pump, the primer is a positive displacement pump which can pump air and water. The primer is activated by pressing a button on the pump panel. When activated, you will hear air being discharged from the pump. It will prime the pump by displacing air within approximately 45-90 seconds. **NOTE**: Engines with front intakes have two primers which should be operated simultaneously. when utilizing the front intake (right). If your primer is inoperative there are two alternative methods for bleeding air from the pump. The deck gun discharge is the highest discharge on the pump and partially opening this valve will help purge air and prime the pump. Small amounts of air can also be purged by partially opening the TANK FILL valve. Either of these methods may prime the pump faster than using the primer alone. **NOTE**: Both types of priming pumps draw current from the vehicle charging system. Although you can safely operate the primer at any pressure or RPM, for best performance set the RPM between 1000 -1200. 28 **[Other Pump Accessories ]** **[Motor Function Gauges ]** There are four motor functions to be monitored while pumping: coolant temperature, oil pressure, transmission temperature, and voltage. These gauges are located on the pump panel and are redundant of cab gauges. They are connected to audible and visual alarms which will activate when readings are outside of the normal parameters (listed below). Engine motor function gauges are built in the governor control box. If the alarm sounds immediately check all gauges for the one displaying the abnormal reading. If all appear normal, compare the indications with the gauges in the cab. If the cab gauges also appear normal, contact TSF to help identify the problem. +-----------------------------------+-----------------------------------+ | **Oil Pressure** | 15 PSI at idle | | | | | | 35-45 PSI at speed | +===================================+===================================+ | **Coolant** | 180-220 degrees fully warmed up | | | | | **Temperature** | | +-----------------------------------+-----------------------------------+ | **Voltage** | 13 to 14.5 volts | +-----------------------------------+-----------------------------------+ | **Transmission Temperature** | Under 300 degrees is normal | +-----------------------------------+-----------------------------------+  Once an abnormal condition is confirmed or suspected stop operation as soon as possible. A low voltage indication will gradually reduce motor RPM. High coolant temperature or low oil pressure could result in motor damage. If an abnormal indication occurs while on scene take any steps necessary to prevent apparatus damage without endangering handline crews. The tachometer measures motor RPM and is also located on the pump panel. This is digital and is built-in to the governor control panel. Always be aware of the motor RPM while pumping. **NOTE:** The coolant temperature gauge indicates the motor cooling system temperature, not the pump water. Pump water temperature can best be monitored by feeling the pump piping. 29 **[Pump Cooler/Re-Circulator ]** This valve controls a small discharge line that directs pump water to the booster tank. When opened it will flow less than 25 GPM and will remove hot pump water, to be replaced with cooler water from the supply. If the pump is being supplied by a tanker or hydrant and this valve is open, you will eventually overflow the booster tank. This valve is generally only needed when hose lines are charged but not flowing. **[Engine Cooler or Auxiliary Cooler ]** This valve operates as a heat exchanger. To prevent overheating while the pump is operating open this valve to discharge cool pump water through the radiator. Within the radiator is a coil of tubing and pump water flows through this coil to reduce the coolant temperature. Pump water and coolant never mix. This valve should be opened any time the coolant temperature exceeds the normal level. The pump must be engaged for this valve to function. 30 **[Throttles and Pressure Control]** To operate the pump efficiently and safely the engineer needs a device for setting pressure (a throttle) and controlling discharge pressure (pressure relief). Each JFRD engine utilizes an electronic pressure governor which combines the throttle and pressure relief into one device. **[Pressure Governor]** A pressure governor can make automatic adjustments to [discharge] pressure to compensate for variables in [intake] pressure. This device is designed to keep discharge pressure at a constant level making it safer for handline crews. Normally the pressure governor requires little adjustment once set by the engineer and requires no routine maintenance. The governor is integrated into the motor's fuel management system and controls pump discharge pressure (PDP) by changing motor RPM. The pressure governor consists of only two major parts -- the control box (located on the pump panel) and pressure sensor (installed within the discharge manifold). The pressure sensor monitors PDP and transmits the PDP signals to the control box. The control box transmits signals to the motor's fuel management system to increase or decrease RPM as required to maintain the PDP as set by the engineer. When the pump is engaged the cab throttle controls (accelerator pedal and high idle switch) are disabled.  *SENSOR CONTROL BOX MOTOR* 31 **[Types of Governors and Modes of Operation ]** JFRD utilizes two types of pressure governors Pump Boss 100 Pump Boss 200 All engines will have either the Pump Boss 100 (left) or Pump Boss 200 (right). Each pressure governor has two modes of operation -- **PSI** and **RPM**. Each device also has a digital readout that can display important information. The operation of both devices is similar, and any differences are explained further in this section.  *PUMP BOSS 100 PUMP BOSS 200* **[PSI Mode ]** Selecting PSI allows the pressure governor to monitor and regulate PDP. Once the engineer sets the PDP by utilizing the throttle, the governor is automatically "set." If the engineer selects 100 PSI the governor will maintain 100 PSI. Any changes to the discharge pressure will be compensated for by the governor through a change in RPM. The governor in this mode can be compared to an automotive "cruise-control." The governor will vary the RPM to maintain the set PDP much as a cruise control will vary RPM to maintain vehicle speed. What affects discharge pressure once the PDP is set? The most common disruption to PDP is the opening and closing of nozzles. Any change to intake pressure will also be felt on the discharge side of the pump, such as changing from tank supply to hydrant supply. The PSI mode can minimize these fluctuations and provide a consistent discharge pressure. 32 [The engineer must select **PSI** mode for the following fireground operations]: Pumping handlines Pumping ladder pipes or ground monitors Supplying a sprinkler or standpipe system **NOTE**: Although the transfer valve also has a PRESSURE setting there is no relationship -- the transfer valve and governor function independently. There is one additional PSI situation that may require a change to RPM. Pumping operations that exceed 300 PSI will require the engineer to change to RPM mode. The pressure sensor is disabled above 300 PSI. **[RPM Mode ]** Selecting the RPM MODE disables the pressure sensor, and the governor will maintain the set RPM only. In this mode the governor works as a simple throttle, **placing the engineer in complete control** of RPM and corresponding PDP. No automatic adjustments will be made to regulate PDP and pumping multiple hoselines in RPM MODE may result in pressure fluctuations. However, there are situations where the RPM mode is required for proper operation. [Engineers must select **RPM** mode for the following fireground operations ] Drafting Relay pumping Charging 5" hose PSI mode malfunction Pumping operations that exceed 300 PSI During a [drafting] operation, the pump may initially be empty. When there is no water in the pump, the pressure sensor will not allow the governor to operate in PSI MODE. In RPM MODE the pressure sensor is disabled, allowing the engineer to increase RPM in order to draft. Once a draft is established you may choose to change to PSI MODE. 33 When [relay pumping], only the attack engine needs to operate in PSI MODE. Other engines in a relay supplying water can operate more efficiently in RPM MODE. This also applies to a tanker supplying an engine on-scene. When opening the [LDH discharge] valve the PDP may drop suddenly. The pressure sensor will detect this pressure drop and signal the motor to increase RPM. This may result in a pressure spike on other hoselines, possibly to unsafe levels. Change to RPM MODE before charging 5" hose when using other lines. **CAUTION**: Operate all valves slowly. This will allow the governor to better maintain the PDP. Opening and closing valves quickly will result in pressure fluctuations that are beyond the governor's ability to control. If for any reason the governor does not seem to be working properly in PSI MODE, there may be a [PSI mode malfunction]. This is most likely a failure of the pressure sensor or a loss of electronic signal between the pressure sensor and control box. Changing to RPM MODE allows the engineer to increase or decrease PDP as needed. **WARNING**: Other than rapid pressure increases in excess of 30 PSI, there is no pressure protection in the RPM MODE. The Engineer must closely monitor PDP. **[Governor Operation ]** With each governor type the following steps *must* be accomplished [in the order] [listed] to ensure proper operation. 1\. Engage the pump 2\. Open the TANK TO PUMP valve 3\. Open the appropriate discharge valve 4\. Operate the governor The pressure sensor must detect PDP in the pump to operate. Therefore, it is critical to get water into the pump and moving into the discharge lines prior to operating the governor. If the pressure sensor does not detect PDP, it assumes there is NO water and will not allow you to increase PDP (in PSI MODE). This is also a concern when obtaining water from a hydrant, tanker, or relay engine. Bleeding air from the intake hose is critical even with a short supply hose. Operate the bleeder on the selected intake until all air is removed from the line. 34 **CAUTION**: If the governor will not increase PDP and you have ensured an adequate water supply, suspect air in the pump. A small amount of air can hinder proper governor operation. The digital readout may display LO PRESSURE or LO SUPPLY when the pressure sensor cannot detect PDP. **[To operate the Pump Boss Governor]:** Once the pump is engaged the Pump Boss governor is on and defaults to PSI MODE. It is ready to pump. The digital readout will indicate the PDP. Changing modes is accomplished by pressing and holding the MODE button or PSI/RPM button for 3 seconds. The indicator will display the mode selected. **[Presets ]** Each pressure governor has a PRESET button and both RPM and PSI presets are programmed by TSF. The engine PSI preset is 110 PSI and tanker PSI preset is 50 PSI. The RPM preset for both engines and tankers is 1100 RPM. Using the PRESET button is optional. You can press the PRESET button at any pressure or RPM with the Pump Boss governor, as both presets are available with the pump engaged. This allows the engineer to use the RPM preset when drafting. The pressure governor can also serve as a high idle control in RPM MODE with the pump disengaged. Simply select RPM MODE and press PRESET. Engines and tankers also have a HIGH IDLE switch in the cab. **[Idle Button ]** The pressure governor has an IDLE button which can be used at any time. **[Tips for Pressure Governor Operation ]** Operate two-stage pumps routinely with the transfer valve in VOLUME. This will result in more efficient operation of the pressure governor and is not harmful to the pump or motor. The discharge pressure at idle will be 30-40 PSI. The engineer can switch from PSI to RPM and back at any time and at any pressure. No water hammer can occur from a MODE change. 35 If your water supply runs low the governor will attempt to maintain PDP by increasing RPM. If the pump cannot maintain at least 30 PSI PDP, the governor will return the RPM to idle. This is a safeguard to prevent *cavitation.* Flow from the booster tank is limited to 700-800 GPM on all JFRD engines. If you attempt to exceed this amount the digital readout may indicate LO SUPPLY or LO PRESSURE, and the governor will return RPM to idle. If you need to supply the deck gun from the booster tank, use the fog nozzle at 500 GPM or a 1 ¼" or 1 3/8" tip. When residual pressure gets low (below 10 PSI), the governor may sense a supply problem and return RPM to idle. If additional volume is not available and you can safely operate at this residual pressure, change to RPM MODE, and continue pumping. Attempts to pump low volume at high pressure (such as a booster line) may cause mild cavitation in the pump which the governor may falsely interpret as a low water supply and return the RPM to idle. The governor is an electronic device and subject to voltage and current irregularities. If you find the governor control box without power after engaging the pump, you may have to disengage the pump, shut off the motor and batteries, re-initiate the starting sequence and re-engage the pump. 36 **Hose and Nozzles** **The minimum hose inventory** of each engine company shall consist of: +-----------------------------------+-----------------------------------+ | 6" Soft Intake | 25' | +===================================+===================================+ | 5" | 1000 feet | +-----------------------------------+-----------------------------------+ | 2 ½" | 1000 feet | +-----------------------------------+-----------------------------------+ | 1\" Booster Line | 200 feet | +-----------------------------------+-----------------------------------+ | 10 ft hard suction | 2 (Two) sections | +-----------------------------------+-----------------------------------+ | High Rise Pack | 195\' of 2 ½" HR hose | +-----------------------------------+-----------------------------------+ | Pre-Connected | 2 (Two) 200 foot | | | | | 1 ¾"/1.88" | 1 ¾"/1.88" crosslays | | | | | attack hoselines | | +-----------------------------------+-----------------------------------+ | | All other 1 ¾" | | | | | | attack hoselines length per | | | company captain | +-----------------------------------+-----------------------------------+ | Wildland Hose | 200' of 1" hose | +-----------------------------------+-----------------------------------+ | Apartment Pack | 100' of 1 ¾" hose | +-----------------------------------+-----------------------------------+ **5" Hose**  5" hose fitted with Storz quarter-turn couplings are the primary supply hose. All 5" hose shall be loaded flat in the hose bed. Couplings can be placed in random locations but must be staggered and cannot flip over during layout. A rope "hydrant loop" with a hydrant wrench and two 5" spanner wrenches shall be readily available for laying a supply line. When connecting 5" hose to the intake valve, never place a right-hand twist in the hose. It may uncouple upon charging. If a hose clamp is used when laying out, the clamp must be placed close to a coupling on the **supply side**. The 5" hose will extend horizontally when charged, so always clamp at least **25'** back from the tail board. A Supply line connected to a hydrant at incident scenes shall be 5" or larger. **WARNING**: When loosening the hose clamp, do not position yourself on the hinge side of the clamp. The engineer shall direct the opening of the hydrant by portable radio or by signaling with arms extended over the head (when the engine can be seen from the hydrant). If the above methods are impractical, utilize a runner. 37 Crossing 5" hose SHALL ONLY BE DONE IN AN EMERGENCY, and in a manner that minimizes the chance of hose or coupling damage. Lay 5" hose in a manner to avoid the path of vehicles if possible. Any crossing should be done at an angle and not straight on. If 5" hose must be crossed, only vehicles with high ground clearance should be permitted to do so. **CAUTION**: No apparatus shall drive over a 5" hose coupling. 5" hose has a comparatively small amount of friction loss compared to 2 ½" hose, but it too has limitations. A flow of 1200 GPM has 10 PSI friction loss per 100\' section of hose. 1600 GPM is the *practical volume limit* of 5" hose. If a full bed load of 5" hose is used to supply an attack engine, an additional engine should "hook-up" to the hydrant and *relay pump* the supply line (see page 64). 5" hose lays requiring multiple bed loads may require several in-line relay engines in addition to the engine at the hydrant. Pumping 5" hose requires two-stage pumps to be operated in VOLUME. Maintain a minimum of 10 PSI residual pressure and never exceed 200 PSI PDP. 38 **[Storz Adapters and Appliances: ]** **[6" Ball Intake Valve (BIV)]** with 5" Storz connection **[6" Piston Intake Valve (PIV)]** with 5" Storz connection  **[Front Intake ]** 5" piping outfitted with 6" Female to 5" Storz connection **NOTE:** The 6" Ball intake valve (BIV) will flow in excess of 2000 GPM. It is also capable of drafting if outfitted with the proper adapter. 39 **[4" female to 5" Storz adapter]**  Located on the LDH discharge valve **[4 ½" female to 5" Storz adapter]** This is the standard JFRD hydrant connection, normally installed on 5" hose in the hose bed. **[2 ½" female to 5" Storz adapter]**  This adapter is used for connecting 5" hose to the 2 ½" outlet on a hydrant. **[5" Storz to 6" male adapter ]** A vacuum rated adapter to allow connection of hard suction or 6" soft intake hose to a BIV. Painted Red and equipped with vacuum rated gasket. 40 **[2 ½" Hose]** 2 ½" hose shall be loaded in the hose bed with the male coupling out (on top). This hose is versatile and can be used for a variety of applications: **FDC** -- to supply a sprinkler or standpipe systems. **Master Stream** -- to supply the ground monitor and mini-monitor. **Handline** -- High Volume handline for large fires. May also be used to supply a gated wye. **Supply** -- to transfer water between apparatus on scene. **[2 ½" Pre-connected Handline]**  ***Advantage**:* Rapid Deployment, up to 300GPM ***Disadvantage**:* Relatively short lengths (200' or less) may be a limiting factor for large area structures. ***Advantage**:* **[2 ½" Static Load]** ***Advantage**:* Ability to carry several hundred feet of hose so the proper length can be deployed. ***Disadvantage**:* The engineer must break the coupling and connect to the desired discharge outlet. 41 **[2 ½" Standard Hose Adapters and Appliances ]** 2 ½" Double Male  2 ½" Double Female **[2 ½" x 1 ½" Gated Wye]**  Every engine company should carry at least two -- one on the front bumper discharge and one with the apartment pack. **[2 ½" Siamese]** For joining two 2 ½" hose lines together to form one hose line. Other uses include augmenting the FDC to increase sprinkler or standpipe flow. Additionally, it can be used during a "modified tanker shuttle". Refer to page 76. **[2 ½" Smooth Bore Nozzle ]** This stacked tip nozzle operates at 50 PSI nozzle pressure (NP) and flows the following: 1" 200 GPM -------- --------- 1 1/8" 250 GPM 1 1/4" 300 GPM **WARNING:** The maximum safe flow through a 2 ½" handline is 300 GPM. To compensate for friction loss in 2 ½" handlines add 10 PSI per 100' to the PDP. This standard friction loss works equally well for fog streams or smooth bore nozzles. 42 **[Akron Turbojet 2 ½" Fog Nozzle ]** Operates at 100 PSI NP with an adjustable flow range of 125, 150, 200 and 250 GPM. Has a \"break-apart\" feature allowing 1 ¾" hose to be extended from the playpipe. **WARNING**: Rotating the bumper fully clockwise will shut off the nozzle even if the bale is open. **[1 ¾"/JFRD Spec 1.88" Hose and Nozzles ]** 1 ¾"/JFRD Spec 1.88" hose loaded in a pre-connected manner is the "bread and butter" attack line of the JFRD. **Akron Turbojet Nozzle** - This nozzle has five settings  from 30-200 GPM. However, JFRD recommends the 95, 125, or 150 GPM setting for initial interior firefighting. **NOTE**: Always check the GPM setting at the beginning of your shift and prior to use. **NOTE**: Be sure to add 5 PSI PDP per floor when operating above ground level. There are two pressure variants of the Akron Turbojet nozzle. Most engine companies carry the 75 PSI model. The Hazardous Materials Team carries the 100 PSI model. **NOTE**: It is important to understand both "nozzle pressure" (NP) and "pump discharge pressure" (PDP). Both figures must be included for the engineer to fully understand the capability and pumping requirements of each nozzle. Remember this simple formula: PDP = Nozzle Pressure + Friction Loss. **[Akron Turbojet (75 PSI) Fog Nozzle ]** An initial PDP of 110 PSI will allow the nozzle operator to select 95, 125 or 150 GPM on the nozzle and attain this flow. A desired flow of 200 GPM requires an increase in PDP from 110 PSI to 150 PSI. Two firefighters may be required for safe handling. 43 **[Akron Turbojet (100 PSI) Fog Nozzle ]** A pump discharge pressure of 135 PSI will allow the nozzle operator to select 95, 125 or 150 GPM on the nozzle and attain this flow. The nozzle operator can change the GPM setting with no adjustment in PDP required. A desired flow of 200 GPM requires an increase in PDP from 135 PSI to 175 PSI. Two firefighters may be required for safe handling. **NOTE:** There is a greater tendency for handlines to kink when used with the 75 PSI nozzle. A quick remedy is to increase the initial PDP when charging, then reduce to the recommended PDP. If the nozzle operator experiences a sudden PSI loss while advancing, suspect a kinked line. All firefighters on scene shall be watchful for kinks and assist in feeding hose into and inside a structure. If hose kinks become frequent the engineer can boost PDP by 10-25 PSI. **[Akron SaberJet Nozzle]** This 1 ¾" nozzle has a dual position bale allowing the nozzle operator to select a fog or solid stream. The fog ranges from a narrow angle to a wide angle and cannot produce a straight stream. The smooth bore can be configured for 7/8" or 15/16\" tip. It cannot flow both fog and solid streams simultaneously. The solid stream setting will flow:  150 GPM at 50 PSI NP (7/8") 180 GPM at 50 PSI NP (15/16") The fog stream setting will flow: 135 GPM at 100 PSI NP A PDP of 125 PSI will produce the above flows with 150' or 200' of hose. When the solid stream is selected this nozzle may require two firefighters for safe control. If less volume is sufficient, this nozzle produces a quality fog and solid stream at lower pressures that can be handled by one firefighter. 44 The nozzle operator can change from fog to solid and  back with no PDP adjustment required. This is because the change in GPM results in a corresponding change in friction loss (friction loss increases by 40-50 PSI when changing from fog to solid stream). **[Cross Lays ]** All Cross lays should be equipped with 10' short sections at the discharge pipe. These sections are useful when extending a line or placing a foam eductor in-line. **[Booster Line]** Each engine carries 200' of 1" booster hose. It is used for a variety of small fires, wildland fires, or overhaul. Each Booster Hose is equipped with a 1" Akron Turbojet Nozzle with the following GPM settings (13, 25, 40 and 60 GPM) at 100 PSI. **CAUTION**: Sustained high pressure combined with low pumping volume can contribute to high pump temperature and impeller damage. **[Hard Suction Hose ]** All engines carry two 10 foot sections of hard suction hose. There is (1) heavy duty hose and (1) drafting hose. Each hose has 6\" threads to match the steamer connection.  Heavy-duty hose is for drafting or connection to a hydrant. This hose is heavy, not very flexible, and difficult to maneuver. Refer to page 63 for instructions on making a hard suction to hydrant "hook-up." The 6" to 4 ½" adapter and 6" to 2 ½" adapter permit the heavy-duty suction hose to be connected to a hydrant. The *drafting hose* is lightweight and flexible but is for drafting only and cannot be pressurized. Each engine shall be equipped with a barrel-style strainer and rope for drafting from a natural static source. 45 **[Low Level Strainer ]** Two types of low-level strainers are in use to facilitate drafting from tanker basins. Each tanker carries a strainer with 4 ½" threads (right). Also attached to this strainer is a 4 ½" double male adapter. This allows a direct connection to 4 ½" hard suction hose carried by tankers. Connecting to 6" hard suction requires a 4 ½" to 6" adapter (also carried by tankers).  A newer type of strainer is carried by Tankers and some Engines. It is red in color and has 6" threads. It is lightweight and may need to be weighted down in a tanker basin. **[Soft Intake hose]** All engines should be equipped with a 6" soft intake hose. It is red in color and 25 ft. in length. This hose will flow in excess of 2000 GPM when connected to a Ball Intake Valve (BIV) or directly to the steamer intakes. **[Apartment Packs]**  Each Engine Company shall maintain 100' of 1 ¾" hose, loaded in shoulder packs. These packs shall be equipped with a 2 ½" x 1 ½" gated wye and a nozzle. 46 **[High Rise Packs ]** Each Engine company shall carry the following equipment: Three -- 65' sections of JFRD "High Rise Spec" 2 ½" Hose (Loaded in shoulder packs) One -- 2 ½" lightweight nozzle equipped the following way. Bail shut off, mini stream shaper, short stack tips (size 1 ⅛" and ½" low flow). A ½" low flow tip will flow 40 GPM at 30 PSI High Rise Bag, consisting of 2 ½" in-line pressure gauge, 2 ½" gate/ball valve, 2 ½" Lightweight elbow, 1 ½" x 2 ½" increaser, 1 ½" Fog Nozzle, 2 spanner wrenches, marking device, 6 door wedges, 6 inner tube latch straps, 6 disposable glow sticks, 14-18" pipe wrench, flat blade screwdriver, Phillips head screwdriver, Allen wrenches, 6-8" crescent wrench. 47 **[Distributor Nozzles ]** Ladder companies carry distributor (attic) nozzles that can be placed into an attic space from the floor below. These include 1 ½" and 2 ½" nozzles, two lengths of 1 ½" aluminum pipe (6' and 2'), a 1 ½" x 2 ½" increaser and a standard 2 ½" playpipe. These nozzles cover up to 1000 sq. ft. of attic space and flow 115 GPM (1 ½") and 395-495 GPM (2 ½") at 100 PSI. The attic nozzle is an excellent tool for fires located in the attic space. It is ideal for fires caused by lightning strikes. Ladder Companies also carry a third distributor nozzle (bottom) designed for use as a cellar nozzle. The cellar nozzle will flow 500 GPM at 50 PSI and cover up to 1250 sq. ft. of area.  48 **[Foam and Foam Equipment ]** JFRD engines and tankers are equipped with class A and class B foam concentrates and proportioning appliances to deliver finished foam (air, water and foam concentrate solution). The JFRD also maintains an extensive foam inventory and large delivery devices carried by the JFRD Hazmat Team. **Class A Foam** Class A foam is primarily used for wildland fires, dumpster fires, junkyard fires and during overhaul. Class A foam is a wetting agent that breaks the surface tension of water, permitting greater penetration of water into Class A fuels. It is educted at ¼%, ½%, and 1%. Class A foam is not compatible with Class B foams **DO NOT USE** Class A foam on Class B fires. **Class B Foam** Class B foam is used on flammable liquid fires and spills. Alcohol-resistant versions of Class B foam have proven to be effective on all types of Class B fires. National Foam's Universal Green 3% (AR-Synthetic) is the class B foam utilized by JFRD engines and tankers. They are equally effective on hydrocarbon non-polar fuels, as well as polar solvents. Class B foam is educted at 3%. JFRD has other Class B foams (listed below) used for aviation and other non-polar fuels. NOTE: Most gasoline now contains up to 10% ethanol. Class B foam and Akron foam eductors with aeration tubes are required to achieve proper expansion ratios to extinguish flammable liquid fires. **The following apparatus carry National Foam's Universal Green 3% (AR-Synthetic) in onboard tanks:** [Engines 7 and 21] -- These engines have a built-in foam proportioner and a 100-gallon foam tank. [Foam 37 and 48] -- Each tanker carries 2500 gallons of foam concentrate. 49 **The following apparatus carry 3% Mil-Spec Foam in onboard tanks:** [Stations 16 and 56] -- Aviation fuel is non-polar and very similar to kerosene. 3% Mil-Spec Foam will be most effective on these fires and spills. CAUTION: 3% Mil-Spec Foam IS NOT compatible with Universal Green (AR Synthetic) and should never be mixed, but it can be applied to the same fire through different appliances. Never add Class B foam to any apparatus foam tank **Each engine:** Shall carry at least enough foam concentrate to convert the booster tank water into finished foam. This calls for a minimum of 15 gallons or 3 pails of class B foam concentrate and 5 gallons or 1 pail of class A foam concentrate. **Each tanker:** Shall carry at least enough foam concentrate to convert the 2500-gallon tank into finished foam. This calls for a minimum of 75 gallons or 15 pails of class B foam concentrate and 25 gallons or 5 pails of class A foam concentrate. **[Standard Foam Delivery Equipment ]** In addition to foam concentrate, each engine and tanker shall carry basic foam nozzles and proportioning equipment. This equipment must be maintained properly, with thorough flushing after use, to ensure performance. The Akron foam eductor is rated at 125 GPM can  be selected for ¼% to 6% and is used with the standard 1 ¾" handline. The 75 PSI Akron Turbojet fog nozzle is more compatible and is recommended. The fog nozzle should be set to 125 GPM to match the eductor rating. The 100 PSI Akron Turbojet fog nozzle can be used if it has a compatible aerator foam tube. 50 The Akron Foam Tube, which provides aggressive aeration at the nozzle **MUST BE USED** with Universal Green 3% (AR-Synthetic) for proper expansion ratios. **[Guidelines for Foam Use ]** (See Appendix K for JFRD Foam Reference Guide) Class B fuels must be static for the finished foam to work properly. Dike, dam, and/or divert the fuel so that it will pool. Ensure a PKP extinguisher is manned and ready for 3-dimensional fires (dynamic). The foam eductor shall be set to match the foam concentrate. (Example: 3% foam concentrate educts at the 3% setting). The maximum distance between the eductor and nozzle is stated below. If more distance is required between the apparatus and the eductor, use a 2 ½" hose and a gated wye or reducer. ⮚ When using a 75 PSI nozzle, the maximum distance is 250' ⮚ When using a 100 PSI nozzle, the maximum distance is 150' The nozzle setting shall match the rated flow of the eductor (125 GPM). The nozzle bale must be fully opened and ensure that there are no kinks in the hose. For accurate foam use, the foam eductor requires an inlet pressure of 200 PSI. This will provide the proper nozzle pressure and sufficient GPM. Nozzle pressure will not be excessive due to the friction loss that occurs within the foam eductor. 51 Foam concentrate will educt at lower PDP. For this reason, it is possible to produce finished foam at a lower PDP. However, this creates two problems. The GPM at this lower PDP will be less than the 125 GPM selected. At less than 200 PSI, the eductor will draw MORE foam than the educator setting, resulting in a richer foam solution. You will use more foam and run out quicker. The proper water-to-foam ratio cannot be achieved unless the inlet pressure is 200 PSI. Once the fire is extinguished and foam is static, or the spill is contained and covered with a 4" blanket, verify the integrity of the foam blanket using a combustible gas meter (found on hazmat apparatus and ladders), if available. Reapply foam blanket every 5-15 minutes. The drain time (the time the foam blanket water is drawn out) of Universal Green class B foam is 90 minutes (salt water) to 300 minutes (fresh water). **Special Appliances** [Akron 250 GPM eductor ] Engines 7, 21, and selected Engines throughout  the JFRD also carry the Akron 250 GPM eductor and foam tube. Used with a 2 ½" hose and the 2 ½" Akron Turbojet nozzle, this setup allows up to 300' between the eductor and nozzle; the educator requires 200 PSI inlet pressure. The hazmat teams also carry several large caliber master stream appliances for foam and dry chemicals. **Storage and Reserve Stocks** JFRD maintains emergency stockpiles of foam at TSF and in foam tankers. The total JFRD foam reserve is approximately 20,000 gallons. The shelf life of Class A foam is indefinite. Class B concentrate can be stored for many years without issue. The plastic containers, however, are subject to damage from rough handling and will deteriorate when exposed to sunlight for extended periods. 52 The shelf life of Class B concentrate is maximized by proper storage and environmental conditions; do not allow the foam to freeze. Class B foam concentrate has shown no significant loss of performance even after being stored for 10 years or more. Universal Green 3% Class B foam concentrate is supplied in five-gallon pails and 250-gallon totes. It is not considered a hazardous material to the environment but requires care when handling. **[Class B foam Specifications ]** Compatible with dry chemicals Cannot be used for subsurface injection Can be used with fresh or salt water 53 **Other Engine Company Equipment** **[Ground Ladders ]** The following ground ladders shall be carried by all engine companies. **[24 ft Extension Ladder]** First Story Roof Access Second Story Window Access Second Story Balcony Access **[14 ft Roof Ladder]**  First Story Roof Access Interior Access (tall ceilings) Roof Work with Hooks Deployed **[10 ft Attic Ladder]** Interior Scuttle Access Interior Attic Access Some First Story Windows 54 **Extrication Equipment** The following extrication equipment shall be carried by all engine companies**.** High Lift Jack w/ lifting Hook Air Chisel and 3 blades (long flat, short flat, panel) Come-A-Long Chains in lengths of 6 ft, 12 ft, and 15 ft J Hook w/ Shackle Step Chocks (minimum of three) Ladder Cribbing (minimum of one) Assortment of 4x4 cribbing **NOTE:** Detailed specifications of all equipment and techniques can be found in the JFRD Vehicle Extrication Manual located in the Station Library.  In addition to the standard complement above, some engines may carry a set of hydraulic rescue tools and a portable power unit. The tools include a spreader, cutter, and ram. Some engines are equipped with battery powered hydraulic tools (right) that have no power unit, no hoses, and require no setup time. These tools have internal hydraulic pumps that can operate in hostile environments while providing more cutting and spreading force than conventional units. 55 **[Portable Extinguishers]** The following portable fire extinguishers are carried by all JFRD engine companies. Discharge data and UL ratings are provided below. Refer to SOP 220 for more information.  **Water** ------------ --------- 2 ½ gallon Range 30 feet Rating 2A **Carbon Dioxide (CO2)** -------------------------- -------- 20 pound CO2 Range 8 feet Rating 10B:C **Purple K (PKP)** -------------------- ----------------------- -------- ---------------------- 18 pound 30 pound Range 18 feet in 18 seconds Range 18 feet in 8 seconds Rating 80B:C Rating 20B:C **NOTE**: The 30 pound Purple K extinguishers are "high flow" and can be identified by their red handle. Despite the increase in agent capacity these carry a lower UL rating because the discharge time is more rapid. Despite the rating they are highly effective. These are carried by some engine companies. Class D agents include MET-L-X (right) and LITH-X.  These have specific uses and application methods and require additional training. They utilize the same external cartridge type extinguisher as the more common Purple K, so be sure you have the right extinguisher. These are carried by companies which possess Class D hazards in their district. Some companies also carry sodium bicarbonate extinguishers, effective on Class B and C fires. 56 **[Pumping Operations]** While most pumping operations require only one or two handlines and booster tank water, the engineer will encounter situations which will call upon additional knowledge and advanced techniques to keep the water flowing. Some of these situations are explained here in detail. **[Pumping Multiple Lines]** When faced with the need to supply multiple hoselines at different pressures, the engineer must first determine if the water supply can support more lines. *Static pressure* and *Residual* *pressure* can be used to estimate the available water supply. Remember that there is no residual pressure when pumping from the booster tank or drafting. Residual pressure is only displayed on the intake gauge when the supply side of the pump is under pressure (from a hydrant, relay engine, or tanker). To estimate the remaining supply, take note of the static pressure prior to charging the first line. After charging the line and water is flowing, note the residual pressure. The drop in pressure from *static pressure* to *residual pressure* helps determine if more lines can be supplied. Subsequent drops in residual pressure can be used to make further supply estimates. If the drop is less than 10% ⇨ you can add 3 more lines of equal GPM If the drop is from 10% to 20% ⇨ you can add 2 more lines of equal GPM If the drop is from 20% to 25% ⇨ you can add 1 more line of equal GPM If the drop exceeds 25% ⇨ you may be able to pump a line of less GPM **[Example]**: Engine 17 connects to a hydrant and notes the static pressure is 65 PSI. After charging the deck gun with a 1 ¾" tip (800 GPM), the residual pressure is 55 PSI. The static to residual pressure drop is 10 PSI. A drop of 10 PSI correlates to a 15% drop (10 ÷ 65 = 0.15 or 15%). Engine 17 can pump an additional 1600 GPM (2 more lines of equal GPM or additional discharges equal to 1600 GPM). 57 **NOTE**: When connecting to a hydrant while pumping from the booster tank you could change from tank supply to hydrant supply and never read static pressure. In this case, assume static pressure is 70 PSI. Once the engineer has confirmed an adequate supply and the first hoseline is charged, use the following procedures to set proper pressures on each successive hoseline ("gating up" or "gating down"). Charge the second line. If this  line requires **more pressure**, increase the throttle RPM as you gate down the first line discharge valve to maintain the proper pressure on each line. If the second line requires **less** **pressure**, open the valve slowly until the desired pressure is achieved. If the valve is opened too far, gate down the valve until you're back to the proper pressure. When setting pressures, view the remote discharge gauge for the line being gated (not the master discharge gauge). After stopping the valve at the desired pressure, turn the discharge handle 45 degrees to lock in position. **NOTE:** To properly gate a hoseline up or down water must be flowing. A static line cannot be gated. **[Ladder Pipes]** Ladder trucks have a nozzle affixed to the ladder tip which may be an 80 PSI automatic fog nozzle (rated for 80-200 PSI), or smooth bore stacked tips. Automatic Fog nozzles are rated up to 2000 GPM, however the waterway is limited to 1000 GPM. Smooth bore tips range up to 2". **NOTE:** Tower Ladders may be equipped with a larger waterway and nozzle configuration. Higher GPM may be possible, reference manufacturers manual. 58 When supplying a ladder pipe within 100' the  recommended initial PDP is 150 PSI (any nozzle). The ladder company engineer has a digital flow meter on the turntable pedestal (right). Proper flow adjustments can be made by communicating with the ladder company engineer. The engine will supply the ladder pipe through intakes on the side or rear of the ladder truck. Mid ship turntables have side intakes, while rear-mount turntables have a single rear intake. A pressure gauge is located at each intake. **WARNING:** JFRD Ladder  Trucks are specified to flow 1000 GPM. Do not attempt to exceed. (Tower Ladders Excluded) **Master Streams** Each engine carries a master stream appliance (deck gun) that is mounted to the top of the pump and can be removed and used as a large ground monitor. Both smooth bore tips and a fog nozzle are provided. When used from the engine, the device must be elevated When mounted on the ground monitor base, do not elevate 59 **[Fog]** -- nozzle pressure is 100 PSI. Flow is adjustable in increments of 500, 750, 1000, and 1250 GPM. **[Smooth Bore]** -- nozzle pressure is 80 PSI. 1 3/8" -- 500 GPM 1 ½" -- 600 GPM 1-3/4" -- 800 GPM 2" -- 1000 GPM (Some engines may have a 1 1/4" tip that flows 400 GPM). Refer to the **Quick Reference Chart** pages 87-88. Use the following pressures for the Large Ground Monitor in addition to NP: Add 10-25 PSI for friction loss (FL) in the appliance. (For higher GPM expect friction loss to be closer to 25 PSI) Add 25 PSI FL for each 100' of 2 ½" Siamesed hose for friction loss. **[Example]:** A large ground monitor with a 1 ½" tip supplied by 200' of Siamesed 2 ½" hose would require 80 PSI NP, 50 PSI for FL, and 25 PSI for appliance loss. Final PDP = 155 PSI. **WARNING**: The large ground monitor  and mini-monitor have flow and pressure limitations marked on a plate affixed to the base. Do not exceed these limits. For optimum safety securely anchor the large ground monitor and mini-monitor. In this example, the supply hose is looped around the front of the device and the anchor chain attached to the hose. The water supply for the large ground monitor shall be two 2 ½" hose lines. For optimum safety both lines must be attached and charged simultaneously. 60 Engines carry a mini-monitor with a single 2  ½" inlet. It flows up to 500 GPM at 100 PSI. A hose lay in excess of 200' will require the use of a Siamese and dual 2 ½" hose lines. Another option is to select a lower GPM setting on the nozzle. **[Laying a Supply Line]** SOG 406 requires the second arriving engine to stand by the hydrant. However, the first arriving engine should consider laying a line if warranted by fire conditions. This offers several advantages: The first due engine crew has a better knowledge of the first due hydrants. The supply line can be laid dry, retaining the full crew. The second due engine can complete the connection, either connecting the supply line directly to the hydrant or "hooking up" and relay pumping the supply line. If conditions warrant, the line can be laid and charged for an initial attack with large lines or heavy appliances. When laying out to another engine the  preferred intake is the steamer (through the PIV or BIV). This enables the engineer to monitor residual pressure by hose contact and places the intake valve within easy reach. Connecting to the opposite side keeps the pump panel clear of obstructions. Tight spaces may require connecting to the front or rear intake, if available. **CAUTION**: Be sure to bleed incoming air from supply hose to prevent loss of prime or governor malfunction. 61 **[Hydrant Connections]** The engineer has the following options when connecting to the hydrant. Select the method that is most practical and provides the necessary flow. Single 5" hose 6" hard suction hook-up Full hydrant connection Single 6" soft-sleeve hose **[Hard Suction Hook-up ]** Hard suction hose will provide the most volume from a hydrant. However, the engine must be within 10' of the hydrant and a minimum of two personnel must be available (three preferred). The following procedure utilizes three personnel. Spot the engine with the front bumper even with the hydrant. Obtain the heavy-duty hard suction hose and 4 ½"- 6" adapter. Place the adapter on the male end of the hose. Remove the piston intake valve and install the hard suction hose to the steamer intake. One crew member carries the hard suction hose as the engine is moving forward. Another crew member acts as a spotter to direct the engineer while viewing the position of the hard suction hose in relation to the hydrant. If the hydrant is already in use, make preparations and initial approach prior to shutting down the hydrant and disconnecting 5" hose. The goal is to shut down the hydrant for as short a period as possible, preferably less than one minute. Prior to shutting down the hydrant establish communications with the engineer on scene. 62 **[6" Soft-intake Hose ]** This hose is preferable where maximum volume is needed but hard suction hose is impractical. Hard suction hose and 6" soft-sleeve hose connected to a high flow hydrant will permit flows in excess of 2000 GPM. The additional flow of this hose is negated when used with the PIV, so use of this hose requires removal of the PIV and alternate methods to bleed air. The BIV has no flow restriction and does not have to be removed.  **[Full Hydrant Connection]** The full hydrant connection uses the steamer and one 2 ½" discharge on the hydrant to increase water flow to the engine. Connecting the second 5" hose to the 2 ½" hydrant connection requires the Storz to 2 ½" adapter and an additional section of 5" hose. In most cases this will provide a 25% increase in water supply and can be accomplished by one crew member. **[Relay Pumping]**  When a full bed of 5" hose is needed to reach the fire, an additional engine is required to connect to the hydrant and pump the supply line. This evolution is called *relay* *pumping* and requires at least two engines, an "attack" engine at the scene and a "supply" engine at the hydrant. 63 Engines between the source and attack engines are termed "relay" engines. 5" hose lays that require multiple bed loads to reach the fire may require a relay of several engines to overcome friction loss. There is no limit to the number of engines that can successfully relay pump, as long as there is an engine every 1000'. The recommended **initial** PDP is 50 PSI plus 10 PSI per 100' of hose. This will compensate for friction loss and provide ample residual pressure for the next engine. After setting the initial pressure communicate with the engineer on scene (or next in the relay) to ensure proper pressure. The goal is to have 50 PSI residual pressure at each pump (with the exception of the supply engine). This residual pressure provides a volume margin in the event increased flow is needed. There are only two limitations for source and relay engines -- **200 PSI** maximum PDP and **10 PSI** minimum residual pressure. If these limits are reached and more volume is needed at the scene, locate an additional water source. The *practical volume limit* of 5" hose is 1600 GPM (four times the capacity of 2 ½" hose). Attempts to pump more volume will result in additional friction loss. It may be possible for one engine to pump a pair of 5" supply lines, provided the hydrant can supply the volume. **NOTE**: an engine can pump more than the rated capacity if the hydrant can supply the volume. Each engine shall pump 5" hose through the LDH discharge. In the event one engine is able to pump two 5" lines, the \#2 passenger side discharge is preferred (it has 3" piping with 2 ½" threads). Two-stage pumps must be operated in VOLUME when relay pumping. All supply and relay engines must use the governor RPM mode. The attack engine must use the governor PSI mode to provide pressure protection for hoselines. 64 **[Tandem Pumping]**  The standard method to supply another engine on-scene is by *discharging* water. This pressure must be supplied at PDP, which could be well over 100 PSI if the discharging engine were also operating handlines. This pressure would present a very high inlet pressure to the second attack engine, making it difficult to gate hoselines. An alternative method is to supply the second attack engine "intake to intake." The initial attack engine is simply allowing the second engine to have the residual water. By providing this water supply from the intake you avoid the high discharge pressure, yet still provide the same volume. This is called *tandem pumping.* The following explains some rules and concerns regarding tandem pumping: There must be a strong hydrant at the source and the initial attack engine must have substantial residual pressure. Both engines must be close to each other for close communication between engineers and to limit friction loss. The initial attack engine must have all necessary lines in place prior to transferring any residual water. If the initial attack engine were to shut down any lines, this would immediately increase the residual pressure and make more water available to the second attack engine. The second attack engine cannot "steal" water from the initial attack engine. However, either engine can draw both pumps below 10 PSI residual and cause both pumps to cavitate. Both engines must maintain a residual of 10 PSI. 65 **[Sprinkler and Standpipe Operations ]** High rise buildings and buildings with large square footage utilize standpipe and/or sprinkler systems. The fire department connection (FDC) consists of one or more hose connections that allow pumping into the building riser. Most modern systems are a combination, supplying both sprinklers and the standpipe through a common FDC. However, some buildings will have separate FDCs for the standpipe and sprinklers. Always connect and pump into each inlet, although one can be connected and charged prior to the next line being connected. Try to place the engine within 100' of the FDC. **[Sprinkler Systems ]** PDP is 150 PSI. The engineer must watch the discharge gauges closely. If a drop in pressure is noted, increase the pressure to maintain 150 PSI PDP. A drop in pressure indicates an increase in flow -- a sign that more sprinkler heads have opened. To verify that water is flowing from the sprinkler system,  slowly gate down the discharge valve. If the needle begins to drop below the current pressure, then water is flowing from the sprinkler heads. If needle movement is not apparent (the pressure is static), water is not flowing. In this case, be certain to keep the pump cool by recirculating water. Some sprinklered residences rely strictly on water main pressure and have no FDC. 66 **[Standpipe Systems ]** Initial Pump Discharge Pressure (PDP) shall be 100 PSI. Establish contact with interior teams to verify and adjust as necessary. A Remote Pump Operator (RPO) utilizing a Gate/ Ball Valve and PSI gauge on the standpipe outlet is required. Taller buildings may require two engines on-scene pumping in relay to achieve a working pressure to upper floors. The first engine pumps 100 PSI while the second engine (connected to the FDC) will receive the 100 PSI and increase pressure to achieve an adequate water supply to the higher elevation. By placing two engines in this manner, you can pump high volume and high pressure. 100 PSI is the starting pressure and can be adjusted as needed. **[Operational concerns with FDCs ]** If the FDC has a frozen swivel, install a 2 ½" double male and then a double female (right). If the FDC is blocked or inoperable, use a 2 ½" double female and a Siamese to pump into the first floor standpipe outlet. Be sure to open the standpipe valve. **Pressure reducing standpipe** **outlet valves** will not permit this technique. If additional flow is needed, place one or two Siamese adapters into the FDC. The FDC location varies on the building, as does the type of connections: A single 2 ½" or Siamesed 2 ½" A bank of 2 ½" connections A 1 ½" connection may be installed on multi-family residential buildings The Siamese could be installed on the backflow preventer 5" Storz connections may be found in place of a 2 ½" Siamese. Older buildings may have a pressure limitation on  their standpipe system of 200 PSI. However, modern high rise buildings may need pressures greater than 200 PSI to maintain adequate fire flow to upper floors. Wall hydrants (right) can be found on some sprinkler or standpipe systems. These are installed for testing the system and should not be used as a water supply for fire engines pumping into the system. 67 **[High Pressure Private Systems ]** You may encounter private water supply systems with pressures up to 175 PSI. While the flow of these private systems is usually excellent, the pressures make it difficult for the engine to supply handlines even at idle speed. You can utilize one of the following options when operating from a private high pressure system to make the pressure more manageable and increase safety for the nozzle crews. Use the discharge valve to gate down discharge pressure. Never gate down intake lines - this can reduce intake and discharge pressure but sacrifices available volume. Connect to the private hydrant and use the engine's pump as a distribution manifold only, leaving the pump disengaged. Manual pump valves can be used to distribute water at the private system pressure. Lay lines from the nearest city hydrant. You will have more control over intake and discharge pressures. **[Drafting ]** Both types of hard suction hose can be used for drafting and in most cases, both will be necessary to reach the water. Keep the engine on firm ground. Place a strainer on the end of the hard suction hose. Use a rope tied to the strainer to raise and lower the hose, and to tie it off at the proper depth. Place the engine as near the water as possible to keep lift at a minimum. If equipped with a PIV, remove it, and connect the hard suction hose **directly** to the steamer intake. The BIV is rated for drafting and does not need to be removed. The 5" Storz to 6" male vacuum rated adapter must be used. **NOTE**: DO NOT attempt to draft through the piston intake valve. This can be a source of multiple air leaks and will restrict flow. 68 For drafting, the transfer valve (if equipped) must be placed in VOLUME and the governor in the RPM mode. Once a draft has been established switch the governor to PSI if supplying handlines. The governor will not allow you to draft in PSI mode. The maximum height for drafting  is 25 feet, measured from the water surface to the steamer connection. There is no theoretical limit to the length one can draft. Realistically each additional section of hard suction hose increases the possibility of air leaks which will interfere with a drafting operation. If the surface of the water is more than 10' below the steamer do not expect to reach full pump capacity. **CAUTION**: Do not engage the pump until all hose connections are made and you are ready to draft. Running the pump dry can cause damage. The static water source must be deep enough to allow for 12" of strainer clearance from the bottom and 18\" below the water surface. Shallow placement of the strainer will create a vortex, drawing air into the strainer and causing loss of prime. A booster stream may be used to break the vortex. Use a ground ladder or secure the strainer with rope to keep hard suction hose off the bottom. Pumps rated at 1750 or 2000 GPM must use both steamer con