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NBSIR 77-1251

Considerations in Establishing

Performance Criteria for

Structural Firefighters" Helmets

Nicholas J. Calvano

Product Engineering Division

Institute for Applied Technology

May 1977

U. S. DEPARTMENT OF COMMERCE

NATIONAL BUREAU OF STANDARDS

NBSIR 77-1251

CONSIDERATIONS IN ESTABLISHING

PERFORMANCE CRITERIA FOR

STRUCTURAL FIREFIGHTERS' HELMETS

Nicholas J. Calvano

Product Engineering Division

Institute for Applied Technology

May 1 977

U.S. DEPARTMENT OF COMMERCE, Juanita M. Kreps, Secretary

Dr. Sidney Harman, Under Secretary

Jordan J. Baruch, Assistant Secretary for Science and Technology

NATIONAL BUREAU OF STANDARDS, Ernest Ambler, Acting Director
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Table of Contents

Introduction 1

Helmet Construction 2

Shell 3

Energy Absorbing System 4

Chin Strap 5

Ear Protectors 5

Head Protection 6

Predicting Head Injury 7

Physiological Considerations 9

Impact Attenuation 10

Considerations in Establishing a Test

Method for Impact Attenuation 10

Impact Attenuation Tests 12

Considerations in Establishing

Impact Performance Criteria 12

Penetration Resistance 14

Heat Resistance 14

High Temperature Requirements 16

Flammability 17

Chin Strap/Retention System 17

Electrical Resistance 18

Visibility 18

Summary 18

Appendix 1. Test results

Appendix 2. Correspondence from Firefighters

Appendix 3. Model Performance Criteria
List of Illustrations

Wayne State University tolerance curve

Log-log plot of Wayne State University curve

ANSI Z89.1 test apparatus

ANSI Z90.1 test apparatus

Helmet positioned for front impact

Helmet positioned for rear impact

Helmet positioned for top impact

Helmet positioned for side impact

ANSI Z90.1 ball/socket

Acceleration-time curves from impact tests

Fully lined helmet with GRP shell

Cutaway section of fully lined helmet with GRP shell

Fully lined helmet with polycarbonate shell

Cutaway section of fully lined helmet with polycarbonate

shel 1

Sling suspension fire helmet with GRP shell

Sling suspension fire helmet with suspension system

removed

Sling suspension fire helmet with polycarbonate shell

Football helmet with dual padding system

Football helmet with padded suspension system

Football helmet with 8 point webbing suspension system

Football helmet with 8 point webbing suspension system

plus peripheral padding

Football helmet with compartmentalized plastic foam with

channels for pneumatic energy absorption
23 Football helmet with hydraulic energy absorption system

Heat damaged fire helmet from field

Fire helmets after high temperature laboratory test

24 , 25

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Introduction

Helmets intended for use in fighting structural fires are designed

to protect the wearer from injury caused by falling objects, flames,

and heat. The helmet also should protect the user from serious head

injury during falls from vehicles, down stairs, ladders or through

collapsing floors. But in order to realistically satisfy the needs of

the firefighters it is important that the protection be provided at

reasonable cost and without seriously compromising comfort. The optimum

helmet design, then, is one which combines the correct balance of protection, cost, and comfort.

Alth'^'igh many combinations of materials and designs are used to

manufacture firefighters ' helmets in the United States, all of the

helmets can be divided into two major groups - sling suspension and

fully lined. Details of helmet construction are discussed in the next

section. For now, it is sufficient to point out that the sling suspension

helmets utilize a nylon webbing which is fastened to the shell at four

points and rests on the crown of the head, while the fully lined helmets

have a foamed plastic lining in contact with the inside surface of the

shell

Helmet manufacturers , in designing their product, and users, in

making their selection, must balance protection against cost, size,

weight and comfort. This necessarily imposes constraints on helmet

designs. The problem then reduces to the questions "How much protection

is the user willing to trade for comfort, and how much is he willing to

pay?" To get a better understanding of the needs of firefighters and the
- 2 -

current state-of-the-art in firehelmet design a project was initiated by

the National Bureau of Standards. Not long after the project began,

the responsibility was transferred to the National Fire Prevention Control

Administration who continued to support it.

This report summarizes the tests that were conducted on various

types of fire helmets to determine their relative effectiveness in

mitigating the effects of hostile fire environments. It also reflects

the needs of users as perceived by fi ref ighters , fire admi ni strators

and safety officers.

It is important to note that this study was restricted to the

structural fire environment and does not address special needs of firefighters devote most of their time to fighting brush fires or crash

fires. Nor was this study intended to be an exhaustive evaluation of

fire helmets manufactured in this country. Finally, the question of

compatibility of helmets with other equipment such as breathing apparatus was not addressed.

The work described in this report culminated in a proposed standard

for fire helmets which is included in appendix 3.

Helmet Construction

Fire helmets are designed with (1) a hard outer shell to shed water

and debris, to protect against penetration and to distribute the energy of

an impacting object; (2) an inner liner or suspension system to absorb

any impact energy delivered to the shell and (3) a chin strap or retention system to hold the helmet securely on the head.
Shel 1

The outer shells of firefighters' helmets are constructed of

polycarbonate, glass reinforced plastic (GRP), leather, aluminum or

layered fabric in a phenolic matrix. The phenolic shells were

discontinued for a while but have recently been reintroduced.

Polycarbonate is a tough thermoplastic material with outstanding

resistance to impact. Because polycarbonate can be processed easily

with conventional plastics molding equipment, helmets with polycarbonate

shells can be manufactured at a reasonable cost. The combination of

low cost and high strength to weight ratio makes polycarbonate a

desirable material for helmet shells. However, some of the properties

that make polycarbonate easy to process also make it a marginal material

for firefighters' helmets. It starts to soften at about 150 C (300 F)

and at about 200 C (390 F) many of the polycarbonate helmets on the

market today will begin to deform. To compensate for the relatively

low heat distortion temperature, some manufacturers have raised the

thermal capacity by increasing the shell thickness. The trade-off for

the resulting higher heat distortion temperature is higher cost and

more weight. Another shortcoming of polycarbonate is its susceptibility

to attach by some common organic solvents. Exposure to solvents such

as carbon tetrachloride, benzene, and methylene chloride may cause the

shell to crack.

Glass reinforced plastic (GRP) is also used as a shell material

for fire helmets. Woven fiberglass is impregnated with a polyester

resin, shaped and cured on a mandrel. Helmet shells fabricated of

this material have demonstrated high resistance to heat, flames and
- 4

-

chemicals. However, GRP is less resistant to impact damage than

polycarbonate. Also, because shells fabricated from GRP must be

essentially hand made, the cost is necessarily higher than shells

molded of thermoplastic materials.

Leather shells are also hand-produced and are relatively

expensive. Heat and chemical resistance of leather helmets is good and

leather shells have the ability to deform and absorb some of the energy

of impact. However, unless the user exercises considerable care in

maintenance, the leather will dry out in time and become brittle.

Helmets made with aluminum shells are gradually disappearing.

Although aluminum has the advantages of low cost, light weight, and

ability t'' deform when impacted to absorb energy, it has the obvious

disadvantage of being highly conductive to heat and electricity.

Helmets with aluminum shells do not meet minimum performance requirements

of any nationally recognized standard.

Energy Absorbing System

Between the head and the shell of the helmet is a system for

absorbing impact energy. In firefighters' helmets produced today there

are two types of energy absorbing system: (1) a webbing suspension

similar to the type used in construction workers' helmets and (2) a

foamed plastic liner (fully lined) which is usually found in motorcycle helmets.

Helmets utilizing the webbing suspension system are designed to

meet the impact requirements of the ANSI Z89.1 standard for industrial

hardhats and therefore offer excellent protection against impact to the

top of the head but very little impact protection elsewhere. On the

other hand, fully lined helmets, which are designed to meet the impact
- 5 -

requirements of the ANSI Z90.1 standard for vehicular helmets, provide

good protection to the front, sides and back of the head, but do not

attenuate the energy of blows to the top of the head as well as the

webbing suspension. Also, the fully lined helmets tend to restrict

evaporative cooling about the head, and are generally heavier than

suspension helmets.

Chin Strap

The function of the chin strap is simply to keep the helmet on

the head. Most chin straps on firefighters' helmets are made of

leather, nylon webbing or an elastic cotton material. Fasteners are

usually "D" rings, snaps or spring clips.

Some helmets have a nape strap which fits around the lower back of

the head to prevent the helmet from flipping off when the wearer bends

forward. Depending on the design of the helmet retention system, this

additional strap may or may not be necessary.

Ear Protectors

Generally, ear protectors are offered as an option for fire

helmets and are designed to be tucked up into the helmet leaving the

ears exposed, or pulled down over the ears for protection against

heat.

Some firefighters object to the use of ear protection arguing

that the ears serve as heat sensors to warn of dangerously high heat

loads. Safety officers ]_/& V other hand, would prefer that fire

helmets have integral ear protectors that would eliminate the prerogative

of exposing the ears.
- 6 -

Head Protection

Before a helmet can be evaluated for its ability to protect the

head it is important to identify the parameters which should be

measured and the threats to which the wearer might be exposed. For

any protective headgear this task is accompanied by some uncertainty,

but the problems are compounded with fire helmets because of the

demanding and variable environment a firefighter encounters during

normal operations.

Any discussion of head protection would be neither complete nor

meaningful without some discussion of the mechanism of head injury

and tolerance of the human head to impact.

Head injuries can generally be grouped into three categories:

scalp, skull and brain. Injuries to the scalp can cause discomfort,

bleeding and disfiguration but are not likely to cause a fatality

if there is no accompanying injury to the brain or skull. 3/

Skull injuries can be categorized as linear, indented, depressed

or crushed fractures. With all but the indented fracture, which

occurs mainly in children when the bone is relatively flexible, the

injury is identified by visible cracking in the skull. Fractures

are usually caused by a blunt impact, and although they can occur

without brain injury 4/, Guardjian reports that concussion is associated

with 80 per cent of all linear skull fractures.

Brain injury is the form of head injury that is of most interest to

us because it is so common and covers the entire spectrum from mild,

reversible concussion to fatal hemorrhage. It also establishes the

threshold of serious head injury.
7

Brain injuries are usually identified as laceration (tearing or

cutting of the brain matter), contusions (bruising) or concussion (loss

of consciousness). Concussive brain injury is especially important

because it is the most difficult injury to protect against; or stated

another way, helmets that protect against concussion will generally

protect against any serious head injury.

Concussion is probably caused by shear stress along the brain

stem which results from intracranial pressure gradients induced by flow

of the brain stem through the foramen magnum ^/, 7/ & 8/. There is

evidence to show that pressure gradients will occur along the axis of

acceleration of a fluid filled container which is a good representation of the human brain in a skull. Citing his own experiments and

work performed by Seiller, Unterharnscheidt and Lindgres, Thomas

infers that "acceleration is a potent cause of increased intercranial

pressure" and "is a most important factor in concussion." Based on his

laboratory studies with monkeys, Hodgsen 10/ claims that head acceleration is the one physical parameter most related to monkey head injury.

Predicting Head Injury

Tolerance to closed head injury is hard to establish because it

can occur without visible injury to the skull. The Wayne State

University tolerance curve, shown in figure 1, Y\J was developed in

the early 60' s to predict human tolerance to cerebral concussion. Based

on experiments conducted on cadavers and animals, it is probably the

best known device for predicting human tolerance to head impact. The

WSU curve indicates that concussion is a function of time and acceleration. By replotting the WSU curve on log-log coordinates, figure 2, and
- 8 -

using the slope of the resulting straight line as the exponent, of

acceleration, Gadd ]]J devised the Severity Index (SI) which represents

a measure of human tolerance to impact. It is expressed mathematically

2 5 as SI = / a

’ dt, where a is acceleration in units of g^ (g^ = 9.80665

meters per second squared) and t is time duration in seconds of the

impact.

The Head Injury Criterion (HIC) was developed by Versace and may

be considered a refinement of the Severity Index which has been criticized

as being mathematically illogical. Newman 1_4/ points out that it is

mathematically incorrect to represent the Wayne State University tolerance

2 5 curve as a straight line defined by a

’ t and then use this expression

in the i'^tegration of the acceleration-time impulse curve to obtain a

Severity Index. The HIC avoids this by taking the average acceleration

of a selected interval of the a-t curve, raising it to the 2.5 power and

multiplying by the duration of the selected interval.

Mathematically, HIC is expressed as

where a is the acceleration in g 's and t^ - ti is the time interval

^n 2 1 which maximizes HIC.

Both SI and HIC attempt to make maximum use of biomechanical

information provided by the Wayne State tolerance curve. The NOCSAE*

standard for football helmets 1_5/ uses an SI of 1500 as a rejection

*National Operating Committee on Sports and Athletic Equipment
- 9 -

criterion. Other helmet standards such as FMVSS* 218 1_5/ and ANSI**

Z90.1 ]1J acknowledge the existence of the WSU tolerance curve by

including time limits as well as maximum acceleration in their rejection

criteria!.

Physiological Considerations

Comfort, to a fi refighter, means more than being physically at ease.

It also refers to the ability to perform tasks without suffering from

overexertion or heat exhaustion.

Lives and property frequently depend on the firefighters' ability

to do strenous work quickly under the most demanding environmental conditions. They must raise and scale ladders, pull hoses up stairs, cut

holes in walls, ceilings or floors with power tools, pull down ceilings

with hooks, and sometimes rescue comrades or occupants who have been

overcome by smoke - all of this while wearing approximately 27 kg (60 lb.)

of protective equipment and carrying an additional 7-9 kg (15-20 lb.) of

tool s

The lAFF Firefighter Mortality Report J8/ cites heart disease as

the leading cause of firefighter death and disability, and in a study of

the New York City Fire Department covering the period 1970-1973, overexertion accounted for 11 per cent of the service connected accidents and

42% of the time lost.

*Federal Motor Vehicle Safety Standard

**American National Standards Institute
10 -

Comfort and weight then, are important considerations in helmet

designs. Some of the factors associated with helmet comfort include

location of center of mass, fit, mass moment of inertia, and ability

to allow dissipation of body heat through evaporative cooling of the

head. In general, current helmets trade off protection for weight and

comfort. That is, the heavier and less comfortable helmets are generally

less susceptible to heat damage and provide more impact protection.

Impact Attenuation

Considerations in Establishing a Test

Method for Impact Attenuation

Berger 1^/ suggests that an ideal test method should utilize a test

head which duplicates the response of a human head to impacts. Such a

headform was developed by Wayne State University and is now being

used by NOCSAE in their standard test for football helmets. 1_5/

However, in two separate round robin tests ^/& ^/, data indicated that

reproducibil ity with the headform was not satisfactory for a test

method.

Probably the two best known and most used methods for testing

helmets in this country are the falling ball /rigid headform method

described in ANSI Z89.1 (fig. 3) and the falling headform/ rigid

anvil method described in ANSI Z90.1 VU t Snell ^/, and FMVSS 218 1^/

(fig. 4). The Z89 apparatus constrains impact tests to a small area on

the top of the helmet while the Z90 apparatus allows impacts to be

delivered to all areas - top, front, sides and back (fig. 5, 6, 7 & 8).

Although most impacts to firefighters heads may result from debris

falling on the top of the head, there is also a very real threat of

serious impacts to other parts of the head. For example, there have been
n

I reports of firefighters being struck on the side, front, and back of the

I

! head by errant hose nozzles (appendix 2, letters 1, 2), as a result of

I

j falls from ladders ^/, by collapsing walls and roofs 1^/ and from

j vehicular accidents en route to or from the fire J_8/ (appendix 2,

! letters 2 and 3).

! Having established that an important parameter in assessing head

I impact injury is acceleration, and that impact tests on firefighters'

(

ji helmets should not be limited to the top, a logical choice for the test

apparatus was the ANSI Z90 set-up. The Z90 apparatus measures the

* deceleration of a helmeted metal headform when dropped in guided freefall onto a steel anvil. A ball and socket arrangement (shown in

-fig. 4) permits positioning of the headform so that a helmet can be

impacted at any location.

1

! The magnesium Z90 headform has been criticized as being too rigid

to respond to impacts in a manner similar to a human head. However, for

a test device, simulation of human response may not be as essential as

! the requirement of reproducibil ity. ASTM Round Robin tests have indicated

' that tlie Z90 apparatus is a more reproducible system than the NOCSAT

apparatus which uses a realistic headform. 2.\J At the very least, the /90

i apparatus provides one measure of a helmet's ability to attenuate the

;

I

|i energy of impact.

It must be emphasized that the lack of information on in vivo

!i human tolerance to head impacts, the broad distribution of impact toleri ance from person to person, and the failure of the metal headform to

J duplicate the response of the human head, make it virtually impossible to

!|! measure the actual protection provided by a helmet. Instead', the helmet's

i ability to absorb the energy of a given impact is measured.
12 -

As test headforms improve and more is learned about the tolerance

of human heads to impacts, test methods will improve sufficiently to

actually measure the amount of protection that a helmet affords in a given situation. Meanwhile, we must satisfy ourselves with the best

available techniques. For fire helmets, the Z90 type apparatus appears

to come closest to satisfying the need.

Impact Attenuation Tests

Helmets were subjected to environmental conditioning (room temp.,

high temp., low temp., and wet) and dropped from a height of 183 cm

onto a steel anvil. Results of the impact attenuation test (appendix 1)

show clearly that the suspension type helmets consistently perform better

than ful'','' lined helmets when impacted on the top. On side, front, and

rear impacts, however, the fully lined helmets invariably perform better.

Note also that the suspension type helmets were dropped from 92 cm

rather than 183 cm (one half the impact energy) when impacted on locations other than the top. Even at this reduced impact level, headform

accelerations exceeded 500 g. This demonstrates a design limitation of

suspension type helmets which allows effective attenuation of impacts

to the top of the head but minimal attenuation elsewhere. Typical

acceleration- time curves are shown in fig. 10.

Considerations in Establishing Impact

Performance Criteria

As indicated earlier, the optimum fire helmet design combines the

correct balance of protection, cost, weight and comfort. But, as with

any helmet, increased protection is generally obtained by sacrificing

comfort, weight and cost. For example, to obtain more impact protection.
13 -

the distance between the shell and head may be increased, permitting

more stopping distance between the head and impacting object. But

increased size is general ly accompanied by increased weight and less

comfort. Unlike the motorcyclist who expends little energy while riding

and can afford to wear heavy helmets, the firefighter does strenuous

work during routine structural firefighting and places a high premium on

lightweight equipment.

The impact requirements in the proposed standard (appendix 3) were

based on biomedical information, test data obtained from various commercially available fire helmets (appendix 1) and our own assessment of the

state-of-the-art in materials and helmet design. In addition, the needs

of fi refinhters , safety officers and admi ni strators were considered

(appendix 2). Helmets that meet these requirements will substantially

reduce the effects of blows to the head. Although none of the helmets

tested meet the proposed impact requirements (appendix 3), we are convinced

that they can be made without significantly compromising cost and comfort.

All of the fire helmets in this country have been patterned after crash

helmets (interior fully lined with an energy absorbing material such as

foamed styrene) or industrial hard hats (sling suspension system) (see

figs. 11 thru 17). Yet, the state-of-the-art in helmet design and manufacturing permits production of fire helmets that provide better protection

than either the sling suspension or fully lined helmets that are currently

available. Some examples of innovative design that might be employed in

fire helmets are shown in figs. 18 thru 23. All of the helmets shown are

football helmets.
14 -

Penetration Resistance

Protection against injury from penetrating objects can be viewed as

a special case of impact protection where the impacting object is pointed.

With pointed objects, however, the threat of injury is likely to be scalp

(and possibly skull) penetration rather than closed head injury discussed

earl ier

The proposed penetration resistance test is similar to the test

described in ANSI Z90 1_7/ and FMVSS Z18 W, It requires that a pointed

steel cylinder be dropped in guided free fall from a height of 2,5 m onto

a helmet which is mounted on a metal headform. Contact between the penetrator and the headform constitutes failure. Helmets were tested for

resistance to penetration by dropping the penetration striker from various

heights (appendix 1), Leather, glass reinforced plastic, and polycarbonate all have a good field record in providing protection against

penetration by sharp objects. The requirements were set to prevent any

lowering of present performance.

Heat Resistance

Comments from firefighters (appendix 2, letters 4 thru 11) indicate

widespread dissatisfaction with some present helmets because of low

resistance to heat. To substantiate complaints, deformed helmets and

photographs of heat damaged helmets (figs, 24 and 25) were presented by

fire departments in different geographical locations. In all cases, the

helmets involved were thin shelled polycarbonate (approx, 0,190 cm).

However, it should be noted that in investigating reports of deformed

helmets, there were no cases of helmets having contributed to the injury.
15 -

On this basis, one manufacturer argues that the helmet has done its

job in protecting the user. Some firefighters on the other hand,

have expressed concern about the suitability of helmets that deform

during structural firefighting operations which they do not consider to

be extreme or unusual. It is also significant that there was not a single

reported case of helmet deformation from departments using the helmets

with thicker polycarbonate shells (approx. 0.400 cm to 0.500 cm). Field

information, then, suggests that polycarbonate is a marginal material which

may or may not be satisfactory , depending on thickness.

In a study by Grurmian Aerospace Corporation ^/, temperature

measurements were taken at the scene of structural fires. They reported

the "typical fire scene temperature" to be in the range of 38-65°C

(100-150°F) with a maximum of approximately 230°C (450° F) "for a short

interval ,

Radiant heat flux measurements made during the same study showed

heat intensities ranging from 0.03 to 0.13 watts per square centim.eter.

On the basis of data obtained from 72 fire incidents, Burgess 2^/

reports that "maximum temperatures in excess of 80°C (176°F) can he

expected in only M of all structural fires."

Simms and Hinkley 3^/ describe several ranges of heat exposure for

fire fighters. Under normal conditions the authors estimate temperatures

of up to 55 C (131 °F) and a radiation intensity of up to 0.14 W/cm ;

while during rescue operations, the study predicts firefighters might

expect to encounter temperatures from 60 to 275°C (140-527°F) and radiant

2 2 heat loads from 0.15 W/cm to approximately 1.3 W/cm . During controlled

tests with volunteer firefighters, Dupont ^/ reported that one subject

withstood 221°C (430°F) for 3 minutes.
16 -

High Temperature Requirements

Guided by the published reports, comments from the field, and the

evidence of heat damaged helmets, three minutes at 250°C was established

as a reasonable test condition for high temperature performance. Under

these conditions, it was possible to duplicate damage that occurred during

actual field use. It is important to note that damaged field helmets that

were used as a guide were all involved in incidents where the user survived.

The only demand placed on the helmet during this test is that it not deform

to such an extent that it becomes a hazard iteself. The intent of the

high temperature requirement is to ensure that a firefighter can escape or

be rescued from an extraordinarily high heat situation without having his

helmet contribute to his injuries. Laboratory tests were conducted with

various commercially available helmets (appendix 1). Helmets that deformed

in the field failed the test, while helmets with no record of heat damage

in the field passed.

A spearate heat load requirement is included as a part of the impact

test to insure that a helmet will offer protection against impact at

elevated temperatures . Specifically, a radiant heat load of 0.6 W/cm

is applied to the helmet for 3 minutes immediately prior to impact.

Based on reports cited earlier, helmets that meet this requirement should

perform satisfactorily if impacted while exposed to heat loads that one

might normally encouter while fighting active fires. Laboratory tests

show that some helmets currently produced will meet the impact requirement after exposure to radiant heat (appendix 1).
17 -

Flammability

Simultaneous exposure to direct flames and high radiant heat loads

is not unlikely for firefighters. Therefore, the flammability test

requires that the helmet and ear protectors be exposed to direct flame

2

and a radiant heat load of 0.6 W/cm . The radiant heat load is well

above the exposures anticipated for routine firefighting and well above

any measurements recorded by Burgess during his study. After removing the

flame (but not the radiant heat source) the helmet and ear protectors must

extinguish themselves within five seconds. Laboratory tests (appendix 1)

indicate that most of the fire helmets currently available will meet the

proposed flammability requi rements.

Chin Strap/Retention System

The function of the chin strap is simply to keep the helmet on the

head. Current motorcycle helmet standards W, 1_7/ & require that

the chin strap support a 1300 N (300 lb) static load. It is well within

manufacturing capability to produce such a chin strap. However, firefighters expressed concern that neck injuries might result from unyielding

straps. Some also favored breakaway devices.

The proposed criteria require that chin straps be capable of

supporting a static load of 650 N (146 lb). This requirement is proposed to prevent helmets from being dislodged during moderate impacts.

It also allows manufacturers to design chin straps that will break loose

to avoid neck injury.
18 -

Electrical Resistance

Collapsing ceilings and walls are likely to expose live electric

wires creating a serious hazard to firefighters. Helmets are therefore

required to pass an electrical resistance test. The proposed requirement

for electrical resistance is similar to ANSI Z89.1. Fire helmets

that have met this requirement in the past have also performed satisfactorily in actual field use (appendix 3, p. 13).

Vi Sibil ity

For both logistical and safety purposes it is important for

f i refighters ' helmets to be highly visible. During the daytime this can

best be accomplished by using light colored helmets such as white, yellow,

orange, etc. At night, retro-ref lective markings on the helmet can

greatly increase visibility by reflecting light back toward the source.

Proposed values for color and retro-reflectance of fire helmets (appendix 3,

pg. 3) were based on the requirements for firefighters' turnout coats and

the state-of-the-art in retro-reflectance.

Summary

In reviewing the test data and field information it is apparent that

additional work is necessary in several areas.

Injury data . A comprehensive system of gathering firefighter

injury information is essential. Specific injury data is necessary to

determine weaknesses in present protective equipment and to establish a

sound basis for development of new, improved protective gear.
19 -

The National Fire Prevention and Control Administration initiated a

project during fiscal year 1977 to study firefighter injuries. It is

anticipated that this study will help satisfy the need for specific injury

information

New helmet designs . Impact test results show that present helmets

provide the user with two choices: (1) sling suspension helmets - excellent attenuation of impacts to the top of the head with minimal impact

attenuation elsewhere; (2) fully lined helmets - good attenuation of

impacts to front, sides, back and top of the head but considerably less

impact attenuation on the top than is offered by the sling suspension

helmet. A combination of the sling suspension and padding would incorporate

the best features of both designs and provide firefighters with more protection against impact than either of the current choices. This is not a

new concept but has been available in football helmets for many years.

Yet, it has not been adapted to fire helmets. Other energy and heat

absorbing systems should be evaluated to optimize comfort, weight, cost

and protection.

New shell materials should be investigated to provide protection at

high temperatures at a reasonable cost and weight.

Equipment compatibility . Helmets must be designed to be compatible

with other equipment. Face shields sometimes interfere with breathing

masks; chin straps on breathing masks interfere with helmet straps,

breathing tanks carried on the back interfere with the brim of the helmet.

NASA and NFPCA have jointly sponsored a program to examine the

requirements for a total firefighters' ensemble. A major part of this

project will be the important problem of equipment compatibility but

the solution is three to five years away.
20 -

Eventually, through the combined efforts of government, industry and

users, fire helmets and other protective gear will advance to a level which

all may consider acceptable. In the meantime, test methods and performance criteria must be established to ensure a reasonable level of

protection within current technological limits.
240

220

200

180

160

140

120

100

80

60

40

20

_J I \ I I I I I L

5 10 15 20 25 30 35 40 45

TIME, MILLISECONDS

WAYNE STATE UNIVERSITY

TOLERANCE CURVE FOR CEREBRAL CONCUSSION

F i gure 1
I

o

w

T3C

O

O

0)wH

I—

I

rH

•H

(Us

Figure

2.

Log

-

Log

Plot

of

Wayne

State

University

Tolerance

Curve

I

Figure 4. Z90.1 test apparatus
Fi(]ur6 5. H6liTiGt mountGd on hGsdforni

and positioned for front

impact.

Figure 7. Helmet mounted on headform

and positioned for top

impact.

Figure 9. Metal headform (290) with ball and

socket.
Figure 10. Typical acceleration-time curves

ordinate: acceleratioi' - loO g 's/division

abcissa: time - 1 mi 1

1

i second/di vision
Figure 11. Fully lined fire helmet

with glass reinforced

plastic shel 1

Figure 12. Close-up of cutaway

section showing foamed

plastic lining.
Figure 13. Fully lined fire helmet with

polycarbonate shell.

!

Figure 14. Closeup of cutaway section

showing foamed plastic lining.

<j|

<5

I t"' #

,fS

i
Figure

15.

Sling

suspension

fire

helmetglass

reinforced

plastic

shell

with

nylon

webbing

- 4

point

suspension
I

I

i
CD

CD

S- M- I—

CD

c: -c O CO

CO CD c +-> CD fO •!- Q- C JD

CO O -Q

=5 JD CD CO S- S

ftS CD (_) c

C >, O

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+-> >0

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03 •!“ E 1— 03 DO-C T-

>>

D1

S-

<uc

cu

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O "O

I OI'I- C C .4-> rc3 +J •!- O

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O E ^ (J S- s_ o o

03 E M- >0*4- ^ CD CD

4-> 4J E S- E O CO 03 CU (O O >, O C O

Ll_ to 4- CU <4-

Figure

20.

Football

helmet

- 8

point

webbing

suspension

system.

Figure

22.

Football

helmet

-

compartmentalized

foam

with

channel

for

pneumatic

energy

absorption.
Figure

23.

Football

helmet

-

hydraulic

energy

absorption

system.
I
IT

Figure

25.

Heat

damaged

helmet

recovered

from

injured

firefighter.
Figure 26. Polycarbonate shell (thin wall)

High Temperature Test (250 C - 3 min.) 'I

I
Figure 27. Polycarbonate shell (thick wall)

High temperature test (250 C - 3 min.)
Figure 28. GRP shell

High temperature test (250 C - 3 min.)
Figure 29. Polycarbonate shell (thin wall)

High temperature test (250 C - 3 min.)

I

i

4
Figure 30. Polyethylene shell (discontinued)

High temperature test (250 C - 3 min.

)
Figure 31. Leather shell

High temperature test (250 C - 3 min.)
Figure 32. Polycarbonate shell (thick wall)

High temperature test (250 C- 3 min.)

i:
Figure 33. GRP shell

High temperature test (250 C - 3 min.)

i

1

If

I

iEBB
1
References

1. Alexander, G. , Dayton Ohio Fire Department, personal communication.

2. Granados, R., Washington, D.C. Fire Department, personal communication.

3. Douglas, J.M., Nahum, A.M. , Roberts, S.B., Applications of Experimental

Head Injury Research, 12th Stapp Car Crash Conf.

4. Thomas, L.M. , Hodgson, V.R., and Gurdjian, E.S., "Skull Fracture

and Management of Open Head Injury," Neurological Surgery, Vol. 2,

W.B. Saunders Co., Phila., 1973

5. Gurdjian, E.S., and Schuwan, H.K., "Management of Skull Fracture

Involving the Frontal Sinus," Annals of Surgery, Vol. 95, 1932

6. Gurdjian, E.S., Webster, J.T., Experimental and Clinical Studies

on the Mechanism of Head Injury, Trauma of the Central Nervous

System, Balto., Williams & Wilkins, 1945, p. 48

7. Hilbourn, A.H.S., Mechanics of Head Injuries, Lancet, 2:438-441,

J943

8. Thomas, L.M. , Mechanisms of Head Injury, Impact Injury & Crash

Protection, Springfield, 111., Charles C. Thomas, 1970, pp. 27-62

9. Sellier, K. , Untershawcheidt , The Mechanics of the Impact of

Violence on the Skull, Third International Congress of Neurological

Surgery, Excerpts Medical International Congress Services No. 110.

Copenhagen, Excerpts Medical Foundation, p. 87, 1965

10. Hodgson, Impact Injury and Crash Protection, Springfield, 111.,

Chas. C. Thomas, 1970

11. Gurdjian, E.S., Lissner, H.R. and Patrick, L.M., "Protection of

the Head and Neck in Sports," JAMA, Nov. 3, 1962, Vol. 182,

pp. 509-512

12. Gadd, C.W. , "Use of a Weighted-Impulse," Proceeding of 10th Stapp

Car Crash Conf., Society of Automotive Engineers, New York, 1966,

pp. 164-174

13. Versace, J. , "A Review of the Severity Index," Proceedings of the

15th Stapp Car Crash Conference, Society of Automotive Engineers,

New York, pp. 771-796, 1971

14. Newman, J.A., On the Use of the Head Injury Criterion (HIC) in

Protective Headgear Evaluation, Proceedings of the 19th Stapp Car

Crash Conference, Society of Automotive Engineers, New York, 1975
15. Standard Method of Impact Test and Performance Requirements for

Football Helmets, National Operating Committee on Standards for

Athletic Equipment, Inc., Sept. 1973

16. Motorcycle Helmets, Federal Motor Vehicle Safety Standard FMVSS

218, National Highway Traffic Safety Administration, Federal

Register 38 F.R. 22390, Aug. 20, 1973

17. "Specification for Protective Headgear for Vehicular Uses,"

American National Standards Institute, Z90. 1-1971

18. Firefighter Mortality Report, International Association of

Firefighters, 1750 New York Ave., NW. , Wash., D.C. 20006

19. Berger, Robert E., Considerations in Developing Test Methods for

Protective Headgear, NBSIR76-1 107, August 1976

20. Hodgson, V.R., Mason, M.W., and Thomas L.M. , "Head Model for

Impact," Proceedings of 16th Stapp Car Crash Conference, P. 45,

New York, Society of Automotive Engineers, Inc., 1972

21. Andrews, L.M., Football Helmet Tests: Comparison Using Both

NOCSAE and ASTM Recommended Test Methods, National Bureau of

Stanoaids letter report to the Consumer Product Safety Commission,

March 3, 1976

22. McManus, Laurance R. , Report to ASTM F-8 Committee on Sports

Equipment and Facilities

23. Safety Requirements for Industrial Head Protection, ANSI Z89.1-

1969, American National Standards Institute, Inc., New York, 1969

24. Standard for Protective Headgear, Snell Memorial Foundation, G.G.

Snively, Dir., 761 Laurel Dr., Sacramento, CA, 1975

25. Unpublished report. Mine Safety Appliance Co.

26. Pettican, Richard, Mine Safety Appliance Company, Pittsburgh, PA,

personal communication

27. Huffines, Carroll, Baltimore County Fire Department, personal

communication

28. Abeles, DelVecchio, Himel , A Fi refighter' s Integrated Life

Protection System, Phase I Report, Sept. 1974, Fire Dept, of the

City of New York, contract No. 219454, May 1973, Gramman Aerospace

Corp. , Bethpage, NY 11714

29. Burgess, Wm. A., Fourth Summary Progress Report, NFPCA Grant 76010,

Aug. 31, 1976
30. Simms, Hinkley, "Protective Clothing Against Flames and Heat

British Information Services, 45 Rockefeller Plaza, New York

31. Dupont, Harry B. , How Much Heat Can Firemen Endure, Fire Eng

Feb. 1960, p. 122

NY

neeri ng

,
dl
APPENDIX 1. Test Results

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off

scale
cn

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Q_ ro

AA

A

A

A

A
I

mpact

Attenuation

Tests;

Low

Temperature

-

15C

(5

F)

Height

Peak

Time

Above

Drop

No.

(cm)

Location

Acceleration

(g

)

150 g

200g

Comments

OJ CO CO CM

csj r-' C\J C\J r-' CM

CM O CO CNJ 00 CM CM CM CM C\J CM CM

o o o o o o o o o o CM CNJ LO r— CM CD 1

CO OO CO ro CO ro CO CO 1
Impact

Attenuation

Test,

H.T.

0.6

W/cm

- 3

min.

Height

Peak

Time

Above

Drop

No.

(cm)

Location

Acceleration

(g

)

150 g

200

g^

Comments
Impact

Attenuation

Tests;

Wet

+-> c

(UE

Q.

CT

<D •o

CL) +-> iO3

X3

</) OJ(/)

c

cr> QJ o> o

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CM

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CM

CM O

CM

1— CTi oo CO 00 CO O CM o O • • • 1 1 • • LD oo C\J oo CM CM cn CM CM oo

C ^ o o o o O o o o o o <v r— CO CTi 00 f

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s-OJ
u

1

I,
Data Summary - Fire Helmets

Penetration Tests, R.T.

3

7

5

Drop Ht. 2.25 m Drop Ht. 2.5 m

3.0 kg 2.0 kg 1 . 0 kg

pen no pen no pen

pen* no pen'

pen no pen no pen

pen* pen*

pen pen no pen

no pen

6

4

9

2

1

*Second drop

no pen

no pen*

pen no pen no pen

pen* no pen

pen pen no pen

pen* no pen

pen pen no pen

pen* pen*

pen pen no pen

pen

J
Penetration Test, 50 C; Striker mass 1.0 kg. Drop Height 2.5 m

Drop No. Ltcation Comments

6 1 Back, 5 cm above

reference plane

No pen

2 Side, 5 cm above

reference plane

No pen

3 Opposite side No pen

5 1 Back, 5 cm above

reference plane

No pen

2 Side, 5 cm above

reference plane

No pen

3 Opposite side No pen

2 1 Back, 5 cm above

reference plane

Pen

2 Side, 5 cm above

reference plane

Pen

4 1 Back, 5 cm above

reference plane

No pen

2 Side, 5 cm above

reference plane

No pen

3 Opposite side No pen

7 1 Back, 5 cm above

reference plane

Pen

3 1 Back, 5 cm above

reference plane

No pen

2 Side, 5 cm above

reference plane

No pen

3 Opposite side No pen

1 1 Back, 5 cm above

reference plane

Pen
Penetration Tests; High Temperature (lOO^C); Striker

f Mass 1 kq, Drop Height 2.5 m

Helmet Drop No. Location Comments

1 1 Top/ side No pen

2 Back/si^de ' Pen

2 1 Front/side Pen

3 1 Front/side No pen

2

' Top/side No pen

4 1 Back/side No pen

2 Front/side No pen

5 1 Back/side No pen

2 Top/side No pen

6 1 Front/side No pen

2 Back/side No pen

7 1 Front/side Pen
2 Flammability Test; radiant flux 0.8 w/cm , bunsen flame - 15 s

Helmet Comments

1

I No flame ,

2 No flame

3 No flame

4 Paint burns; extinguishes after

flame is removed

5 No flame

6 Paint flames; extinguishes

after removal of flame

7 No flame
Convective Heat Test: 250®C, 3 min.

(Discontinued)

8

1

3

2

6

5

4

7

Front, sides and back deformed.

Back brim flowed onto neck of

head form.

Suspension melted onto floor of

oven. Brim deformed 9.2 cm below basic plane.

Brim deformed. Back brim curled

toward headform and down 7 cm below basic plane.

Entire shell softened and deformed.

Back brim dropped 8.6 cm below

basic plane.

Edging smoked. No visible

distortion. Ear flaps blistered.

Back brim softened and deformed

7.5 cm below basic plane.

Paint blistered.

No visible distortion in shell.

Suspension system melted onto

oven floor.
Helmet Construction

Helmet No,

1

3

2

6

5

4

7

Polycarbonate shell; nylon

webbing/polyethylene suspension

Polycarbonate shell; nylon

webbing suspension

Polycarbonate shell; nylon

webbing/polyethylene suspension

GRP shell; foamed inner lining

Polycarbonate shell; foamed

inner lining

Leather shell; nylon webbing

suspension

GRP shell; polyethylene/nylon

webbing suspension
APPENDIX 2. Correspondence from firefighters

I

1SUBJECT: Helmet*

Sir:

Thkj following is related to the above sub;}ect*

Taking a position of no price ccripror,:’ se on safety to our personnel^ the leather helnet

is the beet head protective gear available at the present tire*

)

Personal’ injury exj.erience of (2) line officers demostrated tho effectivness of the

leather helmet.

I 1. A sash W'.dghrb dropped from a undeterndned heiF.ht on the wearers helmet produced

^

a concision and prevented a possible fractvired skull. —

, 2. A hose clamp* s sudden release crushed the side of the wearors hclmiet nnd a lth^ouph

^thc wearer suffered lacerations., the s]oill was unharmed due to excellent cort^ai plane

^3 protection of the rib design»d helnvet*.

The criteria for testing helmets is excellent and we find no fan:)t or recommend any

[changes at this time.

I
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I'ational Bure'iu of Standards

A253 Polymer Bi.iilding

Washington, D.C. 20234

Dear Sir;

The ty>^e of heLmet \diich the Littleton Fire Dept. Gives us to wear is the

fire helmet. There are a number of bad points related to this helmet. The

main one ivS its inability to absorb blov/s and impacts from the side. This defect is

caur.ed, I believe, by the sling type harness which these helmets have. / The sling

harness also causes the heLmet to fly off or become dislodged after any blow received

from above, the side or the back.

If the fire- tighter who is vrearing this helmet in a fire is well protected from

the heat the helmet will start to deform and melt while on his head. This has happened

twice, in the oast four years, to different fire-fighters on this department, which

has only 60 members.

heLmet doesnot previde any protection to the ears or neck of the

v/earer. V/hen the Helmet is adjusted to fit the fire- fighters head v.dthout a mask it covers his head fairly well; hovjever when a mask is put on, the helmet sits way up

on the top or his head, vdiere it can be easily knocked off even v-dth the chin strap

i innlace.

The type of helmet v.+iich I have ordered for myself, even-thou'L it is against the

de’^artrnents tried and true method, is the new

But this helmet still lacks some inno’^ations \-yhich would allow it to be even safer

and easier to use. One mmuld be to biild into '‘he helmet cs radio and a light. In

other words, build a helmet which would be like the one worn by tlie fighter pilots

'of W.W. II. Another idea w’'ld be to biild into the helmet the face-niece of the mask.

I I believe that no matter wtiat color, type or style of heLiet is used by a de'mirt-

‘ment for v.hich a per: on is working, he should be allowec. to v'oar a safer, better, and

«more-conpatible-\dth-m-'Sks, helmet if it is introduced onto the market, even id the firp

Ifighter has to purchase it with his own money.
January 31, 1973'

Mr. Nicholas Calvano

National Nureau of Standards

A 253 Polymer Building

Washington, D.O. 20231*

Dear Sir:

The following is information regarding the helmets that are worn

\jy the firefighters.

One hundred fifty-five helm.ets of the described in the

enclosure v/ere purchased and placed in service by the

Department,

Our men are satisfied with them with the exception of three problems,

1, The eyeshield fittings are not structurally adequate for

the fire service.

2, The Ijjier is not removable for v;ashing,

3, The ear and neck protection is not long enough.

One of the belmicts was worn by a ladder truck operator when involved in

an accident in which cur 83' Seagrave Ladder truck was hit on the front

wheel at an intersection and forced into a concrete pillar at 23 mph.

The truck drivers head hit the v;indshield with enough force to break the

glass with no head injury resulting.

This helmet design affords more lateral protection than the

which the ’ replaced.

The features we are looking for in a helmet are:

1, Lateral as well as vertical protection.

2, Light weight.

3 , Neck and ear protection frcin heat and cold.

1*. Ease of cleaning - in and out.

Attached are the specifications for the 1000 series helmets that

were purchased for our department.

Please advise if we can be of any further service.

Sincerely,
Mr. Walter Lambert

Director, Research Department

lAFF Headquarters

1750 New York Ave,, N.W.

Washington, C.C. 20006

Dear Sir and Brother;

This letter is in reply to your request for infonnation concerning our complaints xvith our protective helmets. Our department supplies us with

black helmets. A survey of our members brought the folloviing

complaints

J

1. It is too bulky, you can*t get through narrow places with

helmet on.

2. HeLmet doesn’t fit over MSA self-contained air mask and if you

attempt to use your helmet with a mask on, the helmet keeps falling off.

3 . Helmet offers very little protection upon impact of even small

falling objects.

h. Helmet melts at temperatures commopXy encountered in interior fires.

5 . **?lectron” shields cn our helmets trap smolce between your face

and the shield.

6. Bracket on the shield breaks the helmet under very little stress.

7 . '’Plectron” shields are not easily jcernted and when they are not

dovTi in front of your fa::e, they are bulky and make it difficult

to get into and out of apparatus.

8. Black helmets aie not visible at night unless reflective tape is put cn h

Generally, I would say that tradition has kept our helmets the same in design

while inateriills and research has advanced. V'e netKl a close fitting helmet design

to protect the firefighter and not tha tradition of the firefighter.
November 5, 1974

Nicholas Calvano

National Bureau of Standards

A255 Polymer Building

Washington, D.C. 20234

Dear Sir:

In response to your article in Fire Engineering magazine, we also have a complaint.

We had helmets buckle on us at a fire. Neither man was burned.

Both men were performing tasks near the fire.

I feel equipment should withstand more heat than an individual.

Wishing you success in your undertaking.
Mr. Nick Calvano

National Bureau of Standards

Rt. 705 Quince Orchard Road

Gaithersburg, Maryland 20760

Dear Nick:

I am sending, under separate cover, helmet that melted on a man while he was fighting a fire at the school. Also, I am sending a film on the explosion and fire that occurred in Houston in a train

derailment

Sincerely yours
January 28 , Mr. Nicholas Calvano

National Bureau of Standards i A255 Polymer Building ' Washington, D.C. 2023^

Dear Sir, '

I Enclosed are 3 pictures of my fire helmet. It is a helmet. I was wearing this helmet in the early morning hours on June 7,

197*+ when in the attempt to rescue a man from a burning room I was

I caught in the room and had to be pulled out myself. It was a very brief

i, period and did not last longer than a minute. Even in the intense heat '

i in the room I do not believe that this could happen. I am now very dis- ;j mayed at these results. So are a mimber of my fellow firemen. I spent !

33 days in a burn unit with about hO/l burns on my body and was off work !

1 for 4 months. This helmet is said to meet the present federal standards |

I and if this is so, then I believe something should be done to make the

standards much higher. ’j Respectfully,
ULtuutrr i;>,

\

Mr. Nicholas Calvano

National Bureau of Standards

A255 Polymer Building

Washington, D.C. 20234

Dear Sir:

The September 1974 issue of "Fire Chief" magazine contains

an article requesting information and comments regarding firefighter's helmets. I would like to comment.

We have received many comments from fire-fighters in the

State of Michigan voicing their disapproval of many helmets

approved by OSHA. They distort upon the application of low

Tieat (less than 150°F), they will ignite, etc. This office

has tried to find documentation of any incident of a firefighter being injuried or killed while wearing a metal helmet

or one with metal rivets, whereby the headpiece contributed to

the accident. We can find none. Considering the numbers of

fire-fighters who have worn this style headgear and the length

of time each wore it, the record is outstanding in favor of

the helmets worn in the past.

The leather helmet has a record even better than the metal.

This style is worn by the fire-fighters in communities where

the number of fires are the greatest; Chicago, Boston, New York,

Kansas City, etc. The only reason other cities did not use them was the cost.

I believe that a fire-f ighter ' s helmet should be designed

for use by a fire-fighter and not for use by a police officer,

construction worker, truck driver or any other occupation.

Thus, helmets worn by others are not designed to be worn by

fire-fighters. The hazards of fire-fighting are similar in

many ways, but different in the matter of water, heat and

smoke. I firmly believe fire-fighters should be consulted when

helmets are tested and designed.

Electricity should not be a significant factor in considering

tests to be conducted. Generally, one of the first functions of

the fire chief at the scene of a fire is to get the current

disrupted so electricity is not a hazard.

Impact tests are important, but not to the point where a helmet

must withstand a great weight with not consideration given to a person's neck. It would seem that it is better to test the helmet

for "deflection" of either the falling object or the wearer's

head, keeping in mind a brim is needed for the channeling of water.

I believe "change" is good if it benefits, but to "change" for

the sake of changing can be disasterous. Let's look at what we

have; perhaps those who designed the helmets used good logic and

materials and if changes must be made, they can be minimal.

We shall notify those in the fire service in Michigan of

your requests and urge them to assist you.

Sincerely,
Mr. Nicholas Calvano

National Bureau of Standards

A 225 Polymer Building i Washington, D.C. 20234

Dear Mr. Calvano,

I hope the following comments and observations will be of some use

in your investigation of fire helmet performance.

We have available a wide variety of fire helmets, primarily as teaching aids in our protective equipment class, but also for use

by cur instructors. Most of our experiences have been with the

following helmets:

, are the most common helmets in this

area, due in great part to their low initial cost. The major

problems with this type appear to be light weight, melting, and

shattering

The helmet is easily dislodged from the wearer’s head, particularly

during response to fires where wind will lift the helmet.

The suspension will not always keep the helmet on during routine

firefighting activities, particularly while wearing breathing

apparatus.

I The helmet will melt or soften when exposed to high heat levels

encountered in some fire situations.

One local department has had this type shatter when dropped,

although this did not occur during routine use. appears to offer the best level of protection, perhaps for this reason and the radical design as far as fire helmets are concerned, it has had a good deal of use.

Wearers complain of the weight of the helmet, it is the heaviest

of those in our inventory. This weight does impart a feeling

of security.

My personal feelings are that a fire helmet should offer protection

from top and side impacts; provide ear and neck protection from

radiant heat, steam and embers; provide face protection from flying

objects (embers, plaster chips, etc.); and be compatible with

breathing apparatus (i.e.fit over face piece and no brim interference with B/A back pack tanks.)

Best of luck on y^ur project.

Sincerely,
APPENDIX 3. Model Performance Criteria
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1. Model Performance Requirements

1.1

Impact Attenuation

When tested in accordance with paragraph 2.1, all helmets' tested

shall meet the requirements below:

Impact

Location

Maximum

Acceleration

9n*n (m/s^)

Top 150 1472

Front 400 3924 I

Side 400

1 3924 1 Back 400 3924 1

1

Accelerations above 200 g shall not exceed three milliseconds in

n duration; accelerations above 150 g^ shall not exceed five milliseconds.

1.2 Penetration Resistance

There shall be no demonstrable electrical contact between the

penetration test striker and the headform when the helmet is tested for

penetration resistance as described in paragraph 2.2.

1.3 Chin Strap/Retention System

The static strength of the chin strap/ retention system shall be

tested in accordance with paragraph 2.3 without any break occurring and

without any resulting slip or stretch of more than 25 mm (1.0 in). The

width of the chin strap shall be at least 12 mm (1/2 in).

*g is the standard acceleration of free fall and is defined as 9.80665

meters per second per second.
- 2 -

1 .4 Ear Flaps

Ear flaps shall extend at 'least 25 mm (1 in) in front of the coronal

plane and at least 60 mm (2,4 in) below the basic plane. (See fig. 2)

Ear flaps shall resist ignition when tested in accordance with

paragraph 2.4.

1.5 Configuration

The helmet shall be designed to divert falling liquids away from the

face and neck.

The helmet shall have no slits, holes or other openings above the

reference plane. (See fig. 2) No part of the helmet shall extend more

than 15 cm (5.9 in) from the mid-sagittal plane (see fig. 1) nor more

than 20 cm (7.9 in) from the coronal plane. (See fig. 2) Distances are

measured perpendicular to the planes.

1.6 Flame Resistance

Helmet shells shall resist ignition when tested in accordance with

paragraph 2.4.

1.7 Heat Resistance

When tested in accordance with paragraph 2.5:

a) there shall be no visible distortion of the helmet

suspension/retention system, chin strap, or ear flaps

b) no part of the helmet shell shall touch the headform

c) any shell distortion in the back of the headform shall not

extend more than 8 cm (3.1 in) below the basic plane, and

d) any shell distortion in the front and sides of the headform

shall not extend more than 4 cm (1.6 in) below the reference

plane.
- 3 -

1.8 Electrical Insulation

Electrical leakage shall not exceed 3 milliamperes when the helmet

is tested as described in paragraph 2.6.

1.9 Visibility and Reflectivity

1. For maximum visibility the helmet should be a light color

such as white, yellow, light orange, light red, etc. For

this document maximum visibility is defined as Munsell Value

7/(43.06%) for CIE source "C" (6774K) or lighter when tested

in accordance with "Standard Method of Specifying Color by the

Munsell System" or ASTM E308-66, "Standard Recommended Practice

for Spectro-photometry and Description of Color in CIE 1931

by stem.

2. The helmet shall have retro-reflective markings on each of four

locations: front, back, right side and left side. The area

2 2 covered in each location shall be at least 40 cm (6.2 in ).

When tested as described in paragraph 2.7, the retro- reflective

material shall meet the requirements given in the table below:

Minimum Candlepower per

! Foot Candle per sq. ft.

i

1

1 . * , Observation Angle Entrance Angle (degrees)

-4 +30 +50

0.2 70

' i

30 3.5

0.5 30 15 3.0

j
- 4 -

2. Associated Test Methods

2.1 Impact Attenuation Test

Four helmets (for large purchases, suitable quality control procedures

and sampling plans should be arranged. Mil Std. 105 "Sampling Procedures

and Tables for Inspection by Attributes" is recommended as a guide) are

required for the environmental conditioning as described in paragraph

2.1.2. A schematic diagram of an impact attenuation test set-up is shown

in figure 3.

2.1.1 Test Equipment

2. 1 . 1 . 1 Test Headform

The test headform, which is size 7 1/4, shall conform to the

dimensions in figures 2 and 4. It shall exhibit no resonance frequencies

below 3000 Hz; it may be made of any low resonance magnesium alloy such

as magnesium K-IA.

2. 1 . 1 . 2 Drop Assembly

The drop assembly consists of the test headform, the accelerometer,

and the supporting crossarm assembly and shall have a total mass of

5.2 0.2 kg (11.4 + 0.4 lb). The center of mass of the assembly shall

lie within a cone of 10 degrees included angle about the vertical, with

apex at the point of impact.

2. 1 . 1 . 3 Test Anvil

The test anvil shall be steel and have a flat striking surface. The

anvil shall be firmly mounted on a steel plate 250 X 250 X 25 mm

(10 X 10 X 1 in) minimum, backed with a solid mass of at least 140 kg

(309 lb).
- 5

-

2. 1.1. 4 Acceleration Measurement System

An accelerometer is used to measure the acceleration imparted to the

helmeted headform upon striking the anvil and should be able to withstand

shocks up to 2000 g^. The acceleration data channel, including all

instrumentation which may alter the frequency content of the test data

and all recording and analysis procedures, shall comply with SAE

Recommended Practice J211b requirements for channel class 1000. The

time duration of acceleration shall be measured to within + 0.1 millisecond.

2. 1.1. 5 Reference Anvil

The reference anvil is substituted for the test anvil to check the

acceleration measurement system. When the bare headform is dropped

from an appropriate height, it shall produce a peak acceleration of 400 g^

+ 20 g and accelerations above 200 g„ of at least one millisecond duration. The reference anvil may be of any material which will reproducibly

yield these results. A reference anvil found to be suitable is a oneinch Open Blue Modular Elastomer Programmer available from MTS Systems

Corp. , P.O. Box 24012, Minneapolis, Minn. 55424.

2.1.2 Conditioning for Testing

2. 1.2.1 Room Temperature

Condition one helmet at a temperature of 20 - 28 C (68 - 82 F) for

at least 4 hours. Test as in paragraph 2.1.3.

2. 1 .2.2 Radiant Heat

Condition a second helmet by exposing the helmet area to be impacted

to an infra-red lamp. The area to be impacted is defined as the circle

with 6 cm (2 3/8 in) radius with its center at the impact point of the
- 6 -

helmet. Mount the helmet on the test headform in the appropriate drop

position and raise the drop assembly to the prescribed drop height.

Measure the radiant flux by temporarily removing the helmet from the

headform and placing a radiometer in the impact area. Adjust the distance of the heat source until a constant radiant flux of 0.6 Watts per

square centimeter is achieved. Remove the radiometer, reposition the

helmet on the headform, and subject the impact area to the radiant flux

for three minutes.

The heat source should be mounted so that it can be easily swung

away to allow helmet impact immediately after the application of heat.

Test according to paragraph 2.1.3. If the helmet is not impacted within

10 seconds after removal of the heat source, reapply the heat load for

an additional 3 minutes.

2. 1.2.3 Water

Condition a third helmet by immersing it in water at a temperature

of 25 + 5 C (77+9 F) for not less than 4 hours nor more than 24 hours.

Test according to paragraph 2.1.3 within 10 minutes after removal from

the water.

2. 1.2. 4 Low Temperature

Condition a fourth helmet by exposing it to a temperature of

-15 + 0 -2 C (5 + 0 -4 F) for not less than 4 hours. Test according to

paragraph 2.1.3. If the test is not completed within one minute after

removal from the cold temperature environment, recondition the helmet

10 minutes for each minute out of the chamber.
2.1.3 Test Procedure

- 7

-

Mount the accelerometer at the center of mass of the drop assembly

with the sensitive axis aligned to within 5 degrees of the true vertical

when the headform is in the impact position.

Prior to testing, allow all electronic equipment to warm up for 30

minutes or until stability is achieved. Throughout calibration and

testing, the ambient temperature shall be 20 - 28 C (68 - 82 F) and the

relative humidity 30 to 70 percent.

Check all instrumentation before and after each continuous sequence

of tests by impacting a bare instrumented headform on the reference anvil.

Record a minimum of three such impacts before and after a test sequency

and make them part of the test record. Should the acceleration-time

history not meet the required tolerance (2. 1.1. 5) prior to testing,

adjust the equipment as necessary. Should the post-test average differ

from the pretest average by more than 40 g^, discard the entire test

series.

Position the helmet squarely on the headform and secure it to the

headform-crossarm assembly by its chin strap or other means which will

not interfere with the test, so as to maintain this position during

guided fal 1

.

Adjust the drop height so that the velocity at impact is 6.0 + 0.2

meters per second (19.6 +0.7 ft/sec).

Impact each helmet once at each of the four sites described below:
- 8 -

Drop Site Impact Area

Top No more than 75 mm (3 in) from the point

described by the intersection of the helmet

shell, the mid-sagittal plane and the

coronal plane (see fig. 2).

Side No more than 75 mm (3 in) from the line

described by the intersection of the coronal

plane and the helmet surface, above the

reference plane and below the top impact area.

Front At least 25 mm (1.0 in) above the reference

plane, below the top impact area and in front

of the side impact area.

Back Above the reference plane, below the top

impact area and to the rear of the side

impact area.

The -mass of the test helmet is not included in calculating the impact

energy.

2.2 Penetration Resistance Test

Two of the helmets used in the impact attenuation test may be used

for this test.

A diagram of the penetration resistance test set-up is shown in

figure 5.

2.2.1 Test Equipment
2. 2.

1.1

Test Headform

- 9 -

The test headform, which is size 7 1/4, shall conform to the

dimensions in figures 2 and 4. Above the reference plane, it shall have

an electrically conductive surface which is electrically connected to

the contact indicator (2. 2. 1.3).

2. 2. 1.2 Penetration Striker

The penetration striker shall have a mass of 1 . 0 kg + 25 g

- 0. 0 g

(2.2 lb + 0.05 lb - 0.0 lb). The point of the striker shall be a cone

with an included angle of 60 +0.5 degrees, a height of 38 mm (1.5 in)

and a tip radius of 0.5 + 0.1 mm (0.020 + 0.004 in). The hardness of the

striking tip shall be Rockwell scale - C 60, minimum. The penetration

striker sl^all be electrically connected to the contact indicator (2. 2. 1.3).

2. 2. 1.3 Contact Indicator

The contact indicator shall indicate when electrical contact of 1

millisecond duration or longer has been made between the penetration

striker and the conductive surface of the test headform.

2.2.2 Conditioning for Testing

2.2.2. 1 Room Temperature

Condition one helmet at a temperature of 20 - 28 C (68 - 82 F) for

at least 4 hours.

2. 2. 2. 2 High Temperature

Condition one helmet in a circulating air oven controlled at 100 + 3 C

(212 + 5 F) for not less than 4 hours nor more than 24 hours.
10 -

2.2.3 Test Procedure

Place the conditioned, complete helmet on the rigidly mounted test

headform and secure it by its chin strap or by other means which will

not interfere with the test. Adjust the helmet in the same manner as

a person would adjust it to his head. Drop the penetration striker in

guided free fall onto the outer surface of the helmet anywhere above

the ference plane and at least 75 mm (3.0 in) from the center of a

previous impact site or penetration site. Drop the striker from a

height of 2.50 + 0.01 -0 meters (98.5 +0.5-0 in) as measured from the

striker point to the point of impact on the outer surface of the helmet.

Apply a minimum of two penetration blows at different locations to each

of the two helmets. The long axis of the striker should be perpendicular

to the plane tangent to the impact area. If the test is not completed

within 3 minutes after high temperature conditioning, recondition and

repeat.

2.3 Chin Strap/Retention System Test

The same test helmets used in the impact attenuation test may be

used for this test. A diagram of the test set-up is shown in figure 6.

2.3.1 Test Headform

The test headform shall be size 7 1/4 and capable of supporting the

helmet when a load of 890 newtons (200 pounds force) is applied to the

retention system.

2.3.2 Conditioning for Testing

2. 3. 2.1 Room Temperature

Condition one helmet at a temperature of 20 - 28 C (68 - 82 F) for

at least 4 hours.
11

2. 3. 2. 2 High Temperature

Condition a second helmet by exposing it in a circulating air oven

to a temperature of 100 + 3 C (212+5 F) for not less than 1 hour nor

more than 3 hours.

2.3.3 Test Procedure

Place the conditioned, complete helmet on the rigidly mounted test

headform and fasten the chin strap to the loading device, as shown in

figure 6. Adjust the helmet on the headform so that the points of

attachment of the chin strap to the helmet will be subjected to the same

stress as the chin strap. Support the helmet so that it will not move

during the application of the test loads.

Apply the test loads perpendicular to the basic plane of the headform

and symmetrically with respect to the helmet retention system.

Statically load the chin strap system with 100 newtons (22 pounds

force) for at least 30 seconds but no more than 1 minute and then measure

the maximum distance between the chin strap and the apex of the helmet .

Do not remove the load.

Apply an additional 550 newtons (124 pounds force) for at least 3

minutes and again measure the maximum distance between the chin strap and

the apex of the helmet.

Record any break in the chin strap/retention system. Record any

slip or stretch as the difference between the two distance measurements.

If the test is not completed within 5 minutes after high temperature

conditioning, recondition and repeat.
12

2.4 Flame Resistance Test

2.4.1 Shell

Place the helmet in front of a radiant heat source such as the type

described in ASTM E162 so that the basic plane of the helmet is parallel

to the radiant heat source. Position the helmet so that the crown

2 receives a radiant flux of 0.6 w/cm . After 60 seconds exposure to the

radiant flux, and without removing the helmet from the heat source,

place the cone tip of a methane flame against the helmet crown so that

the cone makes an angle of 45 with the plane tangent to the crown (see

figure 7). After 15 seconds remove the flame and observe whether the

helmet shell resists ignition, (No visible flame or afterglow 5. seconds

after removal of methane flame.) If part of the shell is constructed

of a different material than the crown, test each material in an equivalent manner.

2.4.2 Ear Flaps

The flame resistance test for ear flaps is the same as 2.4.1 with

the following exceptions:

1. The mid-sagittal plane of the helmet is parallel to the

heat source.

2

2. The ear flap receives a radiant heat flux of 0.6 w/cm .

3. The cone of the flame is applied at an angle of 45 degrees

with the ear flap.

2.5 Heat Resistance Test

Mount the helmet with ear flaps down on an epoxy headform conforming

to the dimensions in figures 2 and 4, and fasten the chin strap securely.

Place the headform, with helmet attached, into a circulating air oven
13 -

which has been preheated to 250 + 3 C (482 + 5 F). After three minutes

remove the helmet and headform and measure the shell distortion, relative

to the basic and reference planes, at the front, sides and back of the

helmet. Then remove the helmet from the headform and examine the chin

strap, ear flaps, and retention system for distortion.

2.6 Electrical Insulation Test

Support the helmet in an inverted position with a wire frame and

place it in a vessel containing tap water (see fig. 8). Submerge the

helmet until the water is within 13 mm (1/2 in) of the reference plane.

Fill the inside of the helmet to within 13 mm (1/2 in) of the reference suitable* plane with tap water. Attach one terminal of a * transformer to

the wire frame. The second terminal is connected to an electrode and

immersed in the water in the helmet. Starting at zero, apply a 60 hertz,

alternating current voltage and increase it to 2200 volts root mean

square. Maintain the voltage at 2200 + 2% for 3 minutes. Caution should

be exercised in conducting this test because of the high voltages required.

2.7 Visibility Test - Reflectivity

The retroreflective material shall be tested in accordance with

Federal Specification LS-300B paragraph 4.3.7 (available from: Federal

Supply Services, General Services Administration, Washington, D.C. 20407).

3. Glossary of Terms

3.1 Basic Plane

The plane through the centers of the external ear openings and the

lower edges of the eye sockets (see figure 1).

*The transformer should have an output voltage which is essentially

sinusoidal with a crest factor of 1.41 +0.07 (crest factor = peak voltage/

true rms voltage).
14 -

3.2 Coronal Plane

The plane, perpendicular to the basic and mid-sagittal planes, which

passes through the centers of the external ear openings as modeled on a

headform (see figures 1 and 2).

3.3 Edging

The edge, rim, or rim trim around a helmet.

3.4 Headform

A test device which conforms to the configuration of the human

head (see figures 2 and 4).

3.5 Mid-Sagittal Plane

The plane, perpendicular to the basic and coronal planes, which

symmetrical ly bisects the head (see figure 1).

3.6 Reference Plane

The plane 60 + 1 mm (2.36 0.04 in)* above and parallel to the

basic plane.

3.7 Retention System

The complete assembly by which the helmet is retained in position

on the head.

3.8 Retro- Reflective Material

A material which reflects and returns a relatively high proportion

of light in a direction close to the direction from which it came.

*Measures in parentheses are approximate.
- 15 -

4. Model Product Labeling

Each helmet shall be durably and legibly labelled in a manner such

that the label can be easily read without removing padding or any other

permanent part. The label shall be affixed so that it is not easily

removable and shall retain its integrity throughout the Associated Test

Methods (Section 2). Each label shall include the following information

a) name or designation of manufacturer

b) model designation

c) size and weight*

d) month and year of manufacture (uncoded)

e) lot number

f) recommended cleaning agents, paints, etc., which can be

applied to the helmet without damage

g) helmets which can be damaged by cleaning with common solvents

shall include a warning that some common solvents may damage

the shell

h) helmets with compressible linings shall include a warning that

after a severe blow the helmet may no longer protect the head

and should be replaced or repaired by the manufacturer.

*Weight refers to the helmet, without accessories, as offered for sale.
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Figure 1. Locations of basic, coronal, mid-sagittal and

reference planes.
UJ

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c=a oo

Figure

2.

Headform,

heat

resistance

test,

dimensions

in

mm
Figure 3. Impact attenuation test setup.
T

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a /ii^

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4

5 2 k

(»J 1 c

N

CONTOUR

AT

PLANE

A-A

CONTOUR

AT

PLANE

B-B
Figure 5. Penetration resistance test setup.
HELMET

HEADFORM

RIGID RINGS

Figure 6. Chin strap/retention system

test setup.
Figure 7. Flame resistance test setup.

I

I
Figure

8.

Electrical

insulation

test

setup.
Bibliography

1. Standard for Protective Headgear for Vehicular Users, ANSI Z90.1,

1973, American National Standards Institute, Inc., 1430 Broadway,

New York, New York.

2. Safety Requirements for Industrial Head Protection, ANSI Z89.1,

American National Standards Institute, Inc., 1430 Broadway, New

York, New York.

3. Surface Flammability of Materials Using a Radiant Energy Source,

ASTM E162, American Society for Testing and Materials, 1916 Race St.,

Philadelphia, PA 19103.

4. Standard for Motorcycle Helmets, FMVSS No. 218, National Highway

Traffic Safety Administration, 400 Seventh Street, SW. , Washington,

D.C.

5. Standard for Riot Helmets, NILECJ STD 0104.00, Department of Justice

Law Enforcement Assistance Administration, 633 Indiana Avenue, NW.

Washington, D.C.

6. D.L. Simms and P.L. Hinkley, "Protective Clothing Against Flames

and Heat," British Information Services, 45 Rockefeller Plaza,

New York, New York.

7. SAE Recommended Practice J211b, Society of Automotive Engineers, Inc.,

Two Pennsylvania Plaza, New York, New York.

8. Development of Criteria for Industrial and Firefighters' Head

Protective Devices. HEW Publication No. (NIOSH) 75-125, January

1975.
NBS-114A (REV. 7-73)

U .S. DEPT. OF COMM.

BIBLIOGRAPHIC DATA

SHEET

1. FllBLK ATION OR RKFORT NO.

NBSIR 77-1251

2. Ciov’t Acce.ssion No.

3. Recipient’.s Accc.s.sion Nc

4. TITLE AND SUBTITLE 5. Publication Date Considerations in Establishing Performance

Criteria forStructural Firefighters' Helmets

May 1977

6 . Performing Organization Code

446.03

7. AUTHORIS)

Nicholas J. Calvano

8 . Performing Organ. Report No.

9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. Project/Task/Work Unit No. NATIONAL BUREAU OF STANDARDS

DEPARTMENT OF COMMERCE

WASHINGTON, D.C. 20234

11. Contract/Grant No.

12. Sponsoring Organization Name and Complete Address (Street, City, State, ZIP) 13. Type of Report & Period Covered

National Bureau of Standards

Washington, D.C. 20234

Final

14. Sponsoring Agency Ciode

15. SUPPLEMENTARY NOTES

16. ABSTRACT (A 200-word or less factual summary of most si^ificant irt formation. If document includes a significant

bibliography or literature survey, mention it here.)

The report describes the development of performance criteria for firefighters

helmets. Biomedical and physiological considerations are discussed. Fire

helmet constructions and test methods for impact attenuation, penetration

resistance, heat resistance and flammability are described. Results of tests

on various types of fire helmets are presented. A proposed standard for

fire helmets is included.

17. KEY WORDS (six to twelve entries; alphabetical order; capitalize only the first letter of the first key word unless a proper name; separated by semicolons)

Fire helmet; head injury; head protection; heat resistance; helmet; impact;

penetration resistance; test methods

18. AVAILABILITY !XX Unlimited

For Official Distribution. Do Not Release to NTIS

Q J Order From Sup. of Doc., U.S. Government Printing Office Washington, D.C. 20402, SD Cat. No. C 1 3 Order From National Technical Information Service (NTIS)

Springfield, Virginia 22151

19, SECURITY CLASS

(THIS REPORT)

UNCL ASSIFIED

20. SECURITY CLASS

(THIS PAGE)

! O

UNCLASSIFIED

21. NO. OF PAGES

110

22. Price

i 3 4 I $5-50

' USCOMM-DC 29042-P74
;

I

.1

WFRT

bookbinding

M.IDOtCTOWN PA JUNE '80

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