Welcome to Basic
Pump Operations !
Basic Pump Operations
Hardest class to teach and
hardest class to learn
WHY ??
Years of doing it one way
and unwillingness to
change
Lack of training
Not wanting to look like
you don’t know what
you’re doing
Fear of math
Basic Pump Operations
Who is the most important firefighter on
the fireground ?
Pump operator, of course !
Chiefs can give orders, officers can direct, but without the pump operator delivering
enough water, the fire wont go out and the situation will not get better
Are you comfortable with whomever is the
pump operator that day or moment ?
Basic Pump Operations
The Golden Truth
There is a difference between simply being
assigned as the pump operator and being
a good pump operator
Basic Pump Operations
Learn From Experience
What you should take away from every fire you go to
 Whether or not you were the pump operator, find out what the static and residual
flow pressures were and how much total water was flowing per minute so next time
you have a fire in that area, you have an idea of how much water you have to work
with
 Take a practical look at how much fire you had on arrival. If you only end up using
tank water for extinguishment, take a look at how much water is left in the tank after
the fire is out. See how much water you needed to put out the amount if fire you had
when you first arrived.
 Write down this information in a log of some sort so you remember it months down
the line, otherwise you will forget. If you forget, you have lost this information forever.
This is something I refer to as ‘negative experience gain’. Don’t let your past experience
go to waste.
Basic Pump Operations
Learn From Experience
What you should take away from every fire you go to
 If you weren’t the pump operator, talk to whomever was and find out
if they had any problems and what they did to correct them, if they
could.
 Experiment with your nozzles. Test them under different conditions.
Can two of your firefighters hold onto a 1 ¾ line flowing 200 gpm ? Not
sure ? You should be !
 These are some of the key points to remember so you can be a GOOD
pump operator, engine company chauffer, engineer, or what ever your
department calls you.
Basic Pump Operations
What will be covered in
this presentation
Knowing your response area, equipment, and SOP’s
How your pump works
The basic steps to pump operations
Vehicle positioning
Engaging the pump
Determining and establishing water supply
Priming the pump
Calculating total engine pressure
Nozzles and flow rates
Friction loss
Troubleshooting
Operating relief valves
Practice problems
Basic Pump Operations
What will not be covered
As I mentioned before, this is an introductory course, meant to give you beginning
knowledge and add to your current knowledge. There are other topics you should be
aware of and know. Some of them I will cover in my advanced class, some I won’t.
The following topics will not be discussed in this PowerPoint, I am taking some of
these topics out of the IFSTA Pumping Apparatus Driver/Operator handbook, which is
an excellent book to purchase:
Skills and Physical Abilities
Maintenance
Emergency Vehicle Driving
High Rise/Standpipe & Sprinkler Operation
Apparatus Testing
Characteristics Of Water
Water Shuttles
Foam
Basic Pump Operations
KNOW YOUR…EQUIPMENT
Pump and Tank
Pump - Hale
Tank size - 500 Gallons
Pump Capacity - 1750 gpm
Manufacturer ?
Tank Size ?
Pump Capacity
?
Pump - Waterous
Tank size - 750 Gallons
Pump Capacity - 1250 gpm
Pump - Hale
Tank size - 2600 gallons
Pump Capacity - 1250 gpm
Basic Pump Operations
KNOW YOUR…AREA
Water Supply
Hydrants
Static Sources
Water Flow Capabilities
Building Construction
Type I,II,III,IV,V
Maps
Single Family Homes
Commercial
Multifamily
Basic Pump Operations
KNOW YOUR…SOP’s
Past practice may apply
Who’s getting the hydrant ?
Minimum flow rates ?
Who’s taking the nozzle ?
Who pumps into a
standpipe ?
LDH or smaller hose ?
Forward or reverse lay ?
Basic Pump Operations
Basic Pump Operations
How
Your
Pump
Works
There are several styles of pumps. Early fire
department pumpers used what’s called a positive
displacement pump. There are two types of
positive displacement pumps, piston and rotary.
However, centrifugal pumps are used as the main
fire pump on today’s fire apparatus. Positive
displacement pumps are still used today as part of
the priming system. Their capability to pump air
makes them ideal for that purpose. We will discuss
the centrifugal pump in this presentation.
Basic Pump Operations
How
Your
Pump
Works
Every pump has a plate on it like this one that tells you what the maximum
amount of water the pump can flow at 150 psi. All newer pumpers max out
their flow at 15o psi. So does that mean that the pump this plate is referring to
can only pump a maximum of 1510 gallons per minute ?
Basic Pump Operations
How
Your
Pump
Works
The answer is NO…because of a simple concept
known as ‘net pump pressure’ or NPP. This is
probably one of the most unknown concepts pump
operators will face. Some operators would look at
their discharge gauge and see that it was reading 150
psi and think the pump was maxed out, and its not.
When pumps get their ratings, they are rated while
drafting at about 6 - 8 feet. When receiving
additional pressure from a hydrant or other source,
the pump can exceed its rated flow. Even at draft it
may be possible to exceed its rated flow if multiple
intake lines are used.
Basic Pump Operations
How
Your
Pump
Works
NET PUMP PRESSURE (NPP)
 NPP is the pressure that the pump is creating on
its own, without any additional pressure from
hydrants, pumper relays, etc.
 It is the difference between intake and discharge
pressure
 Discharge pressure - Intake pressure = NPP
 Example: If discharge gauge reads 175 psi and
residual intake pressure reads 50 psi, the NPP is 125
psi. The pump is not maxed out, yet. Once the NPP
hits 150 psi, the pump is not at its max flow
Basic Pump Operations
How
Your
Pump
Works
REMEMBER !!!!
An increase in throttle does not always mean an
increase in flow. At some point, as your net pump
pressure increases past 150 psi, you will actually be
flowing LESS water. So monitor your net pump
pressure. If your net pump pressure goes above
150psi, you will be at your maximum pumping
capacity. Take a look at the pump plate, and you will
see how the flow drops as the pressure increases
past 15o psi.
Basic Pump Operations
How
Your
Pump
Works
PTO Pump
Basic Pump Operations
How
Your
Pump
Works
Intakes
How
Your
Pump
Works
Discharges
Impeller
Basic Pump Operations
Single Stage Pump
Intakes
Basic Pump Operations
How
Your
Pump
Works
Dual Stage Pump
Basic Pump Operations
How
Your
Pump
Works
Video from Waterous Company
Basic Pump Operations
How
Your
Pump
Works
Video from Waterous Company
The General Pump Operator Steps
To Follow
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Position Vehicle - Chock Wheels, When Possible
Engage Pump
Determine & Establish Water Supply
Determine Total Engine Pressure (FL+NP+EL+DL)
Open Appropriate Discharge Valve
Throttle Up Or Down As Needed To Set Pressure
Adjust Pressure
Monitor Vacuum Side Of Pump We will follow
Monitor Tank Water Level
these steps
Monitor Pump Temperature
throughout the
Basic Pump Operations
presentation
1. VEHICLE POSITIONING
Forward Lay
What type of lay you use is largely dependent on what and where your water source is. If
you’re using a hydrant for supply, and you are going to pass the hydrant en route to the
building on fire, a firefighter will wrap the hydrant and either re-board the engine or stay at
the hydrant to turn it on. Check your local SOP on how to handle that situation.
Supply Line
Attack Line
Direction Of Travel
Basic Pump Operations
1. VEHICLE POSITIONING
Forward Lay
A major benefit of a forward lay is that the engine will be parked directly in front of or close to
the building on fire, allowing for quick and easy access to your equipment. The downside of
the forward lay is that you either have to leave a firefighter at the hydrant or wait for a second
in company to complete the connection. The firefighter at the hydrant wont be available for
attack or any other operation until their return to the scene.
Supply Line
Attack Line
Direction Of Travel
Basic Pump Operations
1. VEHICLE POSITIONING
Reverse Lay
A reverse lay would be a situation where the engine goes directly to the fire building, drops
off firefighters and necessary equipment along with a stretch of the attack line, and then
proceeds to the supply source.
Supply Line
Attack Line
Direction Of Travel
Basic Pump Operations
1. VEHICLE POSITIONING
Reverse Lay
The major advantage to the reverse lay is that the attack line stretch is expedited. The major
disadvantage is that the all of the equipment is still on the vehicle away from the scene.
Supply Line
Attack Line
Direction Of Travel
Basic Pump Operations
1. VEHICLE POSITIONING
Communications
Regardless of what type of lay you use, its vital that the pump operator has good
communication with whomever is either making hose connections to the hydrant (as in a
forward lay) or when the attack team is ready for water as in a reverse lay. If your department
has a standard hand signal, or radio communication code, to acknowledge that everyone is
ready, learn what those are.
Supply Line
Attack Line
Direction Of Travel
Basic Pump Operations
1. VEHICLE POSITIONING
Some additional vehicle positioning pointers
Try to stay out of the potential building collapse zone. Especially on
commercial fires where you are pulling into a parking lot. Eyeball the size
of the walls and try to keep at least 1.5 times the distance away.
 Have an idea of how long your supply lines are, specifically the lines you
use to make direct hydrant connections when the hydrant is close to where
you will be operating. You want enough room to make sure the hose plays
out without any kinks.
 Don’t be nervous about pulling past a building and being ‘too far away’
from the fire because you left the front of the building open for ladder
companies to operate. The best thing about hose is that its plenty long and
plenty flexible. Its easier to add hose to a stretch than to move fire vehicles
around.
Basic Pump Operations
2. ENGAGING THE PUMP
1. Position the truck for the best hydrant hookup
and discharge hose layout.
2. Bring the truck to a complete stop before you
attempt to shift from road to pump.
3. Apply the truck parking brake.
4. Shift the truck transmission to the NEUTRAL
position. Wait for the RPM gauge to drop to zero.
5. Move the in-cab pump shift control valve from
the ROAD position to the PUMP position. The
shift warning lights should come on in a
second or two, indicating a complete shift.
Basic Pump Operations
2. ENGAGING THE PUMP cont.
If the truck manufacturer has used another in-cab
valve to achieve pump shift or has an
electric switch, follow the instructions supplied
with that valve.
6. After pump shift is completed, put the truck
transmission in the proper pump operating
range or gear.
7. The speedometer should read 5 to 15 MPH after the
shift has been completed. If the shift does not
seem to be completed, shift truck transmission
to “N” and repeat the entire procedure.
Basic Pump Operations
2. ENGAGING THE PUMP cont.
8. Exit the driving compartment only after all the
above steps are completed and you are sure
that the shift completed lights in the cab and
panel are on.
9. Chock the wheels
DO NOT OPEN THROTTLE UNLESS ALL
GREEN PUMP INDICATOR LIGHTS ARE ON.
Basic Pump Operations
3. DETERMINE AND ESTABLISH WATER
SUPPLY
Determine where your water supply is coming from. Either
one of the following:
1. Tank
2. Hydrant
3. Tanker Shuttle
4. Relay
5. Pond or Other Static Source
Basic Pump Operations
3. DETERMINE AND ESTABLISH WATER
SUPPLY
Tank Water
1. Typically the initial choice at the scene
of a working fire
2. Available until a more steady source is
secured
3. Does not last long. A 500 gallon tank
flowing 150 gpm will only last a little
over 3 minutes. Flowing 250 gpm, you
have 2 minutes.
4. Activated by use of tank to pump valve
5. Tanks allow the ability to have foams
placed in them and create a pre-mixed
solution in order to save time
6. Need to continuously monitor tank
water level.
7. Re-fill off hydrant asap to use as backup
Basic Pump Operations
3. DETERMINE AND ESTABLISH WATER
SUPPLY
If operating from tank….
1. Open tank to pump. Allow 30 seconds for the pump to
fill.
2. Priming the pump may be necessary because of trapped
air
3. Open appropriate discharge valve
4. Increase throttle to desired pressure
5. Set relief valves if necessary
Basic Pump Operations
3. DETERMINE AND ESTABLISH WATER
SUPPLY
Hydrants
1. Hydrants are usually the source of choice for
constant water supply.
2. Flow rates vary, from several hundred gallons to
nearly 2000 gpm.
3. Usually located every 300 feet
4. Will determine whether you have a reverse or
forward lay
5. Can connect to either front, side or rear of
vehicles
6. Must not let residual pressure drop below 20 psi
Basic Pump Operations
3. DETERMINE AND ESTABLISH WATER
SUPPLY
Transitioning From Tank Water To Hydrant
At some point, your tank will run empty and you will need to switch over to
your alternative water supply. This is a delicate procedure that needs to be
practiced routinely. Of course, you should make the switch BEFORE you run
out of water. Pressures from the hydrant will most likely vary from what your
current total engine pressure. Usually the hydrant will be higher. It will be
important to know if your vehicle’s tank to pump (TTP) valve has a check
valve that will not allow hydrant pressure to back fill the tank. This was an
NFPA requirement dating back to the early 90’s. If this is the case, you may be
allowed to leave the TTP valve open when making the switch. Keeping the
valve open will allow there to be an unimpeded flow of water if the hydrant
were to fail. It would also give the engineer, OIC, and interior teams time to
come up with an alternative option or retreating time. Check your local
protocol and pump set up.
Basic Pump Operations
3. DETERMINE AND ESTABLISH WATER
SUPPLY
Transitioning From Tank Water To Hydrant
Procedure
This procedure assumes you are already in pump gear and that you have been
flowing water at the appropriate pressure and now notice that your tank
water is low enough to begin the switch
1.
2.
3.
4.
5.
Open the bleeder valve of the supply line to allow air to escape and not
enter the pump
Once water is flowing out of the bleeder, close the bleeder
Remove the cap off the intake you are using and connect the hose. If you
are using a piston intake valve, connect the hose
Make sure the hydrant you are using has been flushed and the proper
fittings attached according to your SOP
Set relief valves
Basic Pump Operations
3. DETERMINE AND ESTABLISH WATER
SUPPLY
Transitioning From Tank Water To Hydrant
Procedure
6.
Open the hydrant slowly to make the switch. As you are opening the
hydrant, you can close the tank to pump, if necessary. You may need to
make throttle adjustments.
7. Close tank fill and re-circulating valves after tank has reached full. If tank
fill was not open, crack the tank fill until your tank is full, so you have the
back-up water if you need it.
8. If discharge lines are shut down at any point after this, re-open tank to
pump and tank fill to re-circulate water.
Basic Pump Operations
3. DETERMINE AND ESTABLISH WATER
SUPPLY
If operating from hydrant….
1. Communicate to firefighter making hydrant connection
that you are ready for water
2. Open bleeder valves for the suction line to bleed out air.
3. Open intake valve and read the static pressure, if
possible
4. Open appropriate discharge valve
5. Increase throttle to desired pressure
6. Set relief valves if necessary
Basic Pump Operations
3. DETERMINE AND ESTABLISH WATER
SUPPLY
REMEMBER !!!!
There is friction loss in supply lines
when connected to hydrants, relays,
etc. Know how much total water
you are discharging and be sure you
are not discharging more water than
you know is possible as supply from
the hydrant.
Basic Pump Operations
3. DETERMINE AND ESTABLISH WATER
SUPPLY
Priming
the
pump
Sometimes air can get trapped in the pump
and cause you to ‘lose prime’. Fire pumps are
good at pumping water, not so good at
pumping air !
 Priming is not always necessary
 If pump is kept wet, priming should
normally not be needed
 Head pressure created by onboard tank
and hydrant pressure are usually enough to
prime the pump. You must have an open
discharge or tank fill open in order for this to
work
 Make sure bleeder valves are open on
intake valves to bleed off air.
Basic Pump Operations
3. DETERMINE AND ESTABLISH WATER
SUPPLY
Priming
the
pump
If you need to use the primer valve
This would be most necessary if you are drafting from
a static water source.
1.
2.
3.
4.
5.
6.
7.
Engage the pump
Connect hydrant supply hose to truck
Open hydrant supply bleeder
Close all discharges
Engage primer
Check for prime - when discharge changes from
oil and air to oil and water, you have prime. There
may also be a sound change
You should a positive change in discharge
pressure
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
So how do we determine our required operating pressures ? There are four pieces of
information that are listed below that you will need in order to find out what your operating or,
total engine pressure needs to be so that you are delivering the appropriate amount of water
out of your nozzles
The Total Engine Pressure
Pie
Nozzle Pressure
Friction Loss
Elevation Loss
Device Loss
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
As much as the 4 parts of the total engine pressure (TEP) pie as listed above and
on the previous slide are important, the biggest question to ask yourself as you are
determining what your TEP will be, is…
“What is my flow rate ?”
In other words, how much total water will I be flowing out of
nozzles, master streams, etc. ? Remember that question
because that will always be your starting point in determining
TEP.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
When we talk about total engine
pressure what exactly are we talking
about ? We are trying to figure out what
this gauge on the right should be
reading. This is the main discharge
gauge usually found on the right side of
the pump panel. It usually says
‘PRESSURE’ as opposed to ‘VACUUM’
for the intake gauge. The formula
above will give you that answer. Don’t
get caught up in friction loss only.
Friction loss is only one piece of the pie
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
Nozzles & Nozzle
Pressure
Nozzles help us determine our flow rate
or how much water we are flowing out
of the nozzle. ‘Nozzle pressure’ or NP in
the formula refers to the amount of
pressure required at the nozzle in order
for the nozzle to operate properly.
Depending on the nozzle, the pressures
vary. If a nozzle were to say operate at
100 psi, for example, that means if we
put a gauge at the end of the line before
the nozzle, it would need to read 100 psi
Basic Pump Operations
for the nozzle to work right.
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
The smooth bore, fog nozzle debate
 This is an ongoing debate that will never end.
 Each side has good points and bad points
 My own personal suggestions: Heavy, advanced fire and a direct attack = smooth
bore nozzle
 Indirect attack, fog nozzle
 Foam applications, fog nozzle
 Standpipe operations, smooth bore
 Exposure protection, fog nozzle
 Let your own personal experience dictate which one you choose
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
Smooth
Bore Nozzle
(Flow rates
depend on
tip size)
30-300 gpm @
min. 50 psi
Basic Pump Operations
The smooth bore nozzles resurgence in
recent years has led to many firefighters
believing this is a do all end all nozzle.
As good as this nozzle is, remember the
previous slide, which suggests choosing
the right nozzle for the right job. The
smooth bore offers easy tip adjustment
if needed (Stacked tips). Low operating
pressures are also ideal for low pressure
areas and high rise operations. The
reach of the nozzles is also excellent.
The resistance to become clogged with
small rocks and other debris is an added
safety feature. One important point to
note is that they operate at 50 psi. It
should be noted they operate at a
minimum of 50 psi, but they will pump
more at higher psi’s. You will get more
flow, but higher nozzle reaction, so be
careful.
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
Automatic Nozzle
Designed to maintain 100 psi
(or close to it) at the nozzle and
compensate for pressure and
flow fluctuations
60-200 gpm @
100-200 psi
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
Automatic Nozzle
As the debates on nozzles go, the automatic nozzle is not far
behind the smooth bore in its controversy. The original
automatics were created to control water flow fluctuations
during master stream operations. The nozzle has a spring
loaded baffle that will adjust the stream as the pressure
decreases or increases. When the pressure is low, the baffle
retracts to ‘tighten’ the stream and increase reach. This had
lead to the “good looking stream” with not enough gpm’s.
This good looking stream used to be good until departments
realized they were sacrificing flow for reach. Reach isn't
going to be effective if the amount of water is not enough.
Akron Brass actually stopped making this type of nozzle in
early 2002. They are bulky and expensive as well. Pump
operators and nozzle operators become dangerously
unaware of flow changes because of the nozzles ability to
automatically adjust. There can be sudden changes in flow
that result in sudden changes in nozzle reaction force, which
could injure firefighters.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
Adjustable
Gallonage
Constant
Flow
95-200 gpm @
100 psi for 1 ¾”
95-250 gpm @
100 psi for 2 ½”
Basic Pump Operations
This is one of our standard nozzles, and
widely popular in the fire service for it’s
ability to provide a fog stream and
‘straight stream’. Mind you that the
straight stream on this nozzle is not the
same as a stream from a smooth bore
nozzle. The nozzle has a ring on it that
allows the nozzle operator to adjust the
flow as necessary. The pump operator
must know what the nozzle is set at.
Check your nozzles in the morning to
see what they are set at so you can
provide the right discharge pressures.
Another problem with this nozzle is
what I call “Control of the ring” that
adjusts the flow. It can accidentally be
changed and therefore suffer an
unknown change in flow. The
firefighters on the line must
communicate with the pump operator
so the P.O. can adjust the pressure when
needed.
4. CALCULATING TOTAL ENGINE
PRESSURE
Combination
Smooth Bore and Fog
1” tip
Smooth
Bore = 210
gpm
Fog
Pattern 135 gpm
Basic Pump Operations
This is a unique nozzle that combines
the smooth bore concept and fog
concept in one nozzle. It seems like a
great idea, but this one falls a bit short.
Our department has these nozzles on
our engine, but we caution our
firefighters NOT to use them on fog for
a fire attack due to the low flow, we
have other nozzles that are better for
that use. We have one on our 2 ½ line
and one on our 1 ¾ line, they both flow
the same amount !! Bizarre. Can also be
dangerous to other departments who
may use them and be unfamiliar with
them. They could open up in fog
thinking they were in smooth bore. Very
bulky as well, and do not automatically
adjust when switched from smooth bore
to fog.
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
What are the operating pressures
of our nozzles ? Lets talk about
the nozzles we have here first
and how they work.
Fixed Pressure
Fixed Gallonage
(AKA
Low Pressure
Fog)
150 gpm @ 75 psi
Basic Pump Operations
We have these on the
volunteer department I work
for. They are nice because of
their simplicity. It is one
pressure and one set
gallonage. Very easy for
pump operators to
remember. But that can also
be part of the problem. You
are stuck with one set
gallonage. If in the case of
the nozzle pictured, you need
more that 150 gpm, you are
in trouble. There are other
styles with higher GPM’s
available if that’s what you
need.
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
Greater than
300 gpm @
80 psi
Master
Streams
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
Combination fog
and smooth bore
Fixed Gallonage Fixed Pressure
50 and 100 psi
50, 75 and 100 psi
Smooth Bore
REVIEW
Min
50 psi
Master Streams
Adjustable Gallonage
Constant Flow
100 psi
80 psi
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
Friction Loss
How do we determine
friction loss ?
Friction loss is defined as the
resistance to flow. In the fire
service, friction loss is caused by
water coming in contact with
the hose, and the water coming
in contact with itself. For a
given size of hose, the more you
try to ‘push’ through it, the
more friction loss you get. We
measure this loss in pounds per
square inch, or psi.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
How do
we
determine
friction
loss ?
Friction Loss Formula
FL =C*Q2*L
C = coefficient
Q = gpm/100
L = hose Length
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
How do
we
determine
friction
loss ?
Friction Loss Formula
Of all the methods available for determining friction
loss, using the friction loss formula is the hardest for
most firefighters to use. You can, however, with
constant practice, use this method effectively. It is a
great method for pre-determining your specific
attack lines. The absolute most exact method to
determine friction loss would be to attach in line
gauges with flow meters and test your own hose
yourself. That’s assuming you have all those items,
many fire departments do not.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
How do we
determine TEP = NP +
friction loss ?
FL + EL + DL
Friction Loss Formula Example
You are the pump operator and are on the scene of a working fire. You
need to determine the friction loss for a 200’ long 1 ¾” line flowing 200
gpm.
FL =C*Q2*L
The coefficient for 1 ¾” hose is 15.5
FL = 15.5*Q2*L
Q is gpm/100 then squared
FL = 15.5*(200/100)2*L
L is length/ 1oo
FL = 15.5*(200/100)2*200/100
So…
FL = 15.5*4*2
Finally
FL = 124 psi
Basic Pump Operations
FL =C*Q2*L
C = coefficient
(listed below)
Q = gpm/100
L = hose Length
Coefficients
1” hose is -150
1.5" -24.0
1.75"-15.5
2" - 8
2.5" -2
3" -0.8
4" -0.2
5" -0.08
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
How do
Slide Calculator
we
determine
slide calculator is a good way to determine friction
friction The
loss. The problem with the calculator is, is you have to buy
one. I use the one pictured above, made by Akron Brass.
loss ?
They are about 20 dollars or so.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
How do we determine friction
PRESSURE Slide Calculator
loss ?
So where do we start when determining friction loss using the slide calculator ? Same place
we start with every other method, yes, you should know it by now, we start with the question
“What is our flow rate ?” The calculator will help you determine what your flow rate is if you’re
not sure, but only if you’re using a smooth bore nozzle. Otherwise you will need to find that
information out.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
How do we determine friction
loss ?
PRESSURE Slide Calculator
1
2
3
4
5
If you want to know what you are flowing using a smooth bore nozzle, go to the side of the
calculator shown above. On the top of the calculator, set your nozzle pressure (arrow 1), in
this case it is set at 50 psi for a handline. Go to line 2 and locate the tip size listed just above
the line that you are using. Lets say we are using a 7/8” tip. Locate 7/8” above line 2. The
number below 7/8” will indicate your flow rate for a 7/8” tip smooth bore nozzle at 50 psi.
Which in our example would be 160 gpm. I will explain lines 3,4, and 5 later.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
How do we determine
PRESSURE Slide Calculator
friction loss ?
1
2
3
All right, so we know what our flow rate is, what’s next ? Flip the calculator over to the side
listed above with “U.S. GPM FLOW” on top. In line 1, slide the calculator over to the
appropriate flow rate, in this example we are using the 160 gpm number from the previous
slide. Go to line 2 and locate the hose size in the white section. The handline, for the example,
is let’s say an 1 ¾” line. If you follow the 1 ¾” mark to the numbers above, you will see the
number 40. So, 40 psi would be your friction loss PER 100 feet. If we were using a 200 foot
line, our example would have an 80 psi total friction loss, 40 psi for each 100 foot section.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
How do we determine
PRESSURE Slide Calculator
friction loss ?
1
2
3
The list of black numbers just below line 2 would be the numbers you would use if you were
using multiple lines to supply the given flow rate. For example, if you were using 2 lines to
flow our 160 gpm, (we were using 1 ¾” lines) the friction loss would be 10 psi. You do have to
use the same size lines to use this part of the slide calculator. Line 3 would be used for 3 or 4
lines to supply a given flow rate.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
How do we determine friction
loss ?
PRESSURE Slide Calculator
1
2
3
4
5
Getting back to lines 3,4, and 5 from the “NOZZLE PRESSURE” side of the calculator. This
side of the calculator, if you remember, allows you to determine flow rates. Lines 3,4, and 5 let
you know what your flow rates are for fog nozzles when you either over or under supply the
tip. We know nozzles operate at different pressures, but if for some reason your supply
pressures cant supply 100 psi at the nozzle (If that is the operating pressure of the nozzle), you
can flow them at under that amount.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
How do we determine friction
loss ?
PRESSURE Slide Calculator
1
2
3
4
5
Using the above example, let’s say you are using a fog nozzle that operates at 100 psi. You
don’t have enough pressure to maintain that 100 psi operating pressure, so you decide to
operate it at 50 psi. Go to line 3. If the nozzle is set at 125 gpm on the collar (or whatever the
flow rate), look at line 4 to see what you are actually flowing. In reality you would be flowing
about only 90 gpm. If you had a nozzle that operates at 75 psi, go to line 5. A 75 psi nozzle
operating at 50 psi with the collar set at 125 would only be flowing about 100 gpm.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
How do
we
determine
friction
loss ?
Pump Chart
Flow charts are usually ‘home
made’ items that someone in your
department ends up making. You
can put whatever information on
your charts you would like.
Coming up in the following slides,
I will explain how to use the charts
I created.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
How do
we
determine
friction
loss ?
Pump Chart
The pump chart has, for me, become my method of
choice for determining friction loss. I enclosed a copy of
the pump chart we use here in my department. Keep in
mind these are theoretical flows. For them to be
perfect, you would need to flow test your own hose.
However, I have used these numbers repeatedly for
years and they are near exact, varying maybe by about
5 psi when used with our flow meters to confirm.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
Pump Chart
To use the pump chart I have provided, use the following steps:
1. There are two charts on the page. The chart on top is needed when using smooth
bore tips. If you are using any other nozzle, go to chart 2.
2. Determine what your flow rate is, depending on the nozzle. If you are using a
smooth bore, locate the psi you will be using on the left side, usually 50 psi for
handlines and 80 psi for master streams. Then locate the tip size on the top. The
point they intersect will be the flow rate. Take that number to chart 2.
3. Start by locating the closest flow rate in GPM on the left hand side. If the rate is
not exact, you can move to the next highest number. Next, locate the hose size
across the top. The point they intersect will be the friction loss per 100 ft. of hose.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
Pump Chart
To use the pump chart I have provided, use the following steps:
4. I listed information on the side I felt was helpful to me and my department. I
included total engine pressures for some of our pre-connects. It seems like that would
not be necessary since the charts you need to come up with those answers are right
next to you. This was just something I did, if you want to do something else, please
do so.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
Elevation
Loss
What is the elevation loss for this building ?
For every floor, add 5 psi
to your calculation. If
you're going downhill,
for every 10 ft, subtract
5 psi
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
Device Loss
As water passes through
objects such as deck guns,
portable monitors, gated
wyes, gated manifolds,
etc, there is pressure loss.
This can be figured
anywhere from 5 psi for a
small gated wye to 25-35
psi for manifolds
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
Practice Problems
Problem 1
You arrive on the scene of a working house fire and are ordered to stretch a 200 foot
2 ½” attack line. The line has a fixed pressure, fixed gallonage (FP/FG) nozzle. What
is your discharge pressure ? Assume your nozzle is a 75 psi 250 gpm
Problem 2
En route to a car fire on I-71, you are told by the OIC that you will be stretching the
front bumper line to fight the fire. The line is a 150 foot long 1 ¾” line with an
adjustable gallonage constant flow nozzle set at 150 gpm. What is the discharge
pressure ?
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
TEP = NP + FL + EL + DL
Problem 3
Practice Problems
The ‘Smithville FD’ is requesting mutual aid to The Regal Park Apartment Building in
their city for an apartment fire. You are the pump operator and arrive on scene to
find fire blowing out of the 3rd floor window. Their captain has ordered your company
to stretch a 250 foot 2 ½” attack line with a 1” tip smooth bore nozzle on it. What is
your discharge pressure ?
Problem 4
The tones go off at 3 a.m. for a large fire at the nearby lumber company. While en
route, you are ordered by the chief already on scene to set up for master stream
operations. What would be your discharge pressure ? Your master stream tip is 1 3/8”.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
Practice Problems Answers
Problem 1
You arrive on the scene of a working house fire and are ordered to stretch a 200 foot 2
½” attack line. The line has a fixed pressure, fixed gallonage (FP/FG) nozzle. What is your
total engine pressure ? Assume your nozzle is a 75 psi 250 gpm model.
ANSWER : 101 psi (using the pump chart and friction loss calculator) Explanation of
pump chart method below
First question to ask yourself, “What is my flow rate ?” ..the answer is in this case 250
gpm. Using the chart, you can skip the first chart because this isnt a smooth bore nozzle
so go to chart 2. Find 250 gpm on the left hand side. Follow it over to the 2 ½ “ hose, and
you will see 13, for 13 psi loss per 100 feet. Since there is 200 feet here, you double the 13
psi to get 26 psi friction loss. 26 psi plus the 75 psi for the nozzle, with no elevation loss or
gain and no device loss, puts you at a total discharge pressure of 101 or simply 100 psi.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
Practice Problems Answers
Problem 2
En route to a car fire on I-71, you are told by the OIC that you will be stretching the front
bumper line to fight the fire. The line is a 150 foot long 1 ¾” line with an adjustable
gallonage constant flow nozzle set at 150 gpm. What is the discharge pressure ?
ANSWER : 145 psi (using the pump chart and 154 psi using the slide calculator) Slide rule
explanation below
On the side of the slide rule with the U.S. GPM FLOW on top, slide the calculator over to
the 150 mark. Go to the middle white row section, the one just below the white U.S.
GPM FLOW section. Find the 1 ¾” mark in the block. Locate the amount of friction loss
on top of the block, denoting a single line flow.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
Practice Problems Answers
Problem 3
The ‘Smithville FD’ is requesting mutual aid to The Regal Park Apartment Building in their city
for an apartment fire. You are the pump operator and arrive on scene to find fire blowing out of
the 3rd floor window. Their captain has ordered your company to stretch a 250 foot 2 ½” attack
line with a 1” tip smooth bore nozzle on it. What is your discharge pressure ?
ANSWER : 85 psi (both the pump chart and slide calculator were nearly identical)
Your flow rate here is 210 gpm. You figured that out by starting with chart 1, since you are using
a smooth bore nozzle at 50 psi, the minimum pressure. Take your 210 gpm and go to chart 2.
Find the closest match to 210 gpm. In this case you round up to 220. Follow that over to the 2
½” block, and you will see 10 psi friction loss per 100 feet. For a 250 foot line, that would be 25
psi loss. There are 3 stories, but 2 above the ground floor. You can include or exclude the first
floor, the 5 psi difference should not be too detrimental. Excluding it, you have 10 psi elevation
loss. There is generally considered to be no friction loss in the standpipe, usually a 4” line. So
add the 25 psi for friction loss, 10 psi for elevation, and 50 psi for the nozzle, and you get 85 psi.
Basic Pump Operations
4. CALCULATING TOTAL ENGINE
PRESSURE
Practice Problems Answers
Problem 4
The tones go off at 3 a.m. for a large fire at the nearby lumber company. While en route,
you are ordered by the chief already on scene to set up for master stream operations.
What would be your discharge pressure ? Your deluge/ deck gun master stream tip is 1
3/8”.
ANSWER : It varies, but approximately 95 psi
The reason this answer varies is because of the device loss. I have routinely used 15 psi
friction loss as my deluge gun friction loss standard. Otherwise, this is a pretty easy one
to figure out. Your nozzle is a 1 3/8” tip smooth bore. Go to chart one and find 1 3/8”.
Remember, master streams operate at a minimum of 80 psi. In this case, there is no
hose friction loss, just device loss. So 80 psi for the tip, and 15 psi for the device puts you
at 95 psi. Keep in mind, if you have a master stream device with fog nozzles on them, it’s
a distinct possibility they operate at 100 psi.
Basic Pump Operations
Operating The Relief Valve
The main function of the
relief valve is to divert
excess pressure surges
from the firefighters
operating on the attack
lines.
Common Misconceptions
Regarding The Relief Valve
The valve does not dump water onto
the ground. It sends the water back
into the suction side of the pump
The spring does not develop a
memory. You can leave it preset.
Some vehicles have a
pressure governor that
controls pressure surges
by reducing the rpm’s of
the engine.
More on the pressure
governor in later slides
Basic Pump Operations
There are actually two types of relief
valves. Most are familiar with the
DISCHARGE relief valve. There is
also an INTAKE relief valve.
Operating The Relief Valve
Pilot Valve
4 Way Valve
Often confused with the
relief valve, the pilot valve
controls the relief valve
Basic Pump Operations
Operating The Relief Valve
The main function of the
relief valve is to divert
excess pressure surges
from the firefighters
operating on the attack
lines.
Pilot Valve
Often confused with the
relief valve, the pilot valve
controls the relief valve
Basic Pump Operations
Operating The Relief Valve
BEFORE YOU SET THE RELIEF VALVE…
1. There has to be a 50 psi differential between intake
and discharge pressure
2. If your required discharge pressure is below 90 psi, the
relief valve will not work
3. You must have multiple lines flowing in order for it to
work. Tank fill can be one of the lines.
Basic Pump Operations
Operating The Relief Valve
1. After making sure the previous rules are checked, go back to
your discharge gauge and make sure the pressure is correct.
2. Increase your throttle to go about 5 psi above your operating
pressure. This is done so that the relief valve doesn’t open for
minor pressure surges. Lets pretend that our operating
pressure is 15o psi. In this case we would set it to 155 psi.
3. For the Waterous relief valve, you would switch the on/off
switch (4 way valve) to the on position. For the Hale, continue
to step 4.
4. Make sure the light is not on to indicate that the valve is open.
If it is, you will need to increase the pressure to get the light to
turn off.
5. With the light off, rotate the control knob counter-clockwise
until the light comes on.
Basic Pump Operations
Operating The Relief Valve
6. When the light comes on, stop and rotate the control knob
clockwise until the light goes off. Once the light goes off, rotate
the handle back about a half turn back counterclockwise. The
relief valve is now set.
Basic Pump Operations
Operating The Relief Valve
This is a diagram of the entire relief valve
system. In this example, the diagram is
showing the flow of water when the relief
valve opens in a pressure surge situation.
Basic Pump Operations
Operating The Relief Valve
I have a demonstration on the next slide
of how to operate the relief valve. The
demo will begin once you click the slide.
As the demo starts, each step described
along the right side will blink. After the
blink is over, you will see the operation
occur. There will be a 5 second delay inbetween steps.
Basic Pump Operations
Operating The Relief Valve
1.
2.
3.
4.
5.
Increase your
throttle to 155 psi, 5
psi above our
example of 150 psi .
Turn on/off switch
to the on position
Rotate pilot valve
counterclockwise
until open light
comes on.
When the open light
comes on, rotate
the pilot valve
slowly clockwise
until the open light
turns off and the
closed light comes
on
Once the closed light comes on, rotate the pilot valve
counterclockwise ½ Basic
or 1Pump
full Operations
turn
5-7. Open Appropriate Discharge
1. Check to see which line needs to be opened. SLOWLY
open the line and adjust pressure.
2. If multiple lines need to be opened, you need to
determine the operating pressure for all the lines.
3. Find the line that has the highest operating pressure
and set the main discharge for that pressure.
4. Use the controls and gauges for the other lines and
gate them down to the proper pressure.
Always open
and close all
valves slowly !
Basic Pump Operations
8-10. Monitor
1. Monitor your vacuum pressure. Make sure your residual
pressure pressure does not drop below 20 psi.
2. Monitor tank water level
3. Monitor pump temperature
1. Recirculate pump water to prevent overheating
a. Use recirc valve
b. crack tank to pump ½ way
2. Feel your intakes for heat build up
BAD
RANGE
Basic Pump Operations
Pressure Governors
This Replaces
This
Today’s newer fire apparatus may contain what is called a pressure
governor. The pressure governor is an electronically controlled device that
does a number of functions. It’s primary function is to control the pressure
of the pump. It does this by way of controlling the engine RPM’s. It also acts
as a replacement for the discharge relief valve. When an attack line is shut
down, the governor will react by decreasing the RPM’s. You set the
discharge pressure by pressing an up or down button. There are many
different types of governor’s, so you will have to acclimate yourself to the
type of governor you have. The one I’m familiar with is the Class 1 Captain
Pressure governor, which is picture above in the left hand corner. It takes
time to get used to these, especially
some
if you’re used to the old style vernier
throttles. We will review the Captain
And This
governor and its operation.
Basic Pump Operations
Pressure Governors
1. Follow all previous instructions and department SOP’s on getting your
pump into gear and to the point you are out of the vehicle and now in
front of the pump panel.
2. When initially powered on, the pressure governor will default to [MODE]
on the display. If you are going to operate from the tank or a hydrant for
your INITIAL water supply, you should start in pressure mode.
3. If drafting from a static water source such as pond or tanker shuttle, you
should start in RPM mode.
4. Press the [MODE] button once to go into pressure mode. The display will
read ‘pressure’. After you have figured out what your total engine pressure
should be, you can either select your preset button or throttle up using
the yellow ‘INC’ and ‘DEC’ buttons. You will have to determine what your
factory set ‘preset’ pressure is.
5. Open appropriate discharge valves and the governor will automatically
throttle up to adjust.
6. Gate back the controls as necessary on other attack lines to their
appropriate pressure.
Basic Pump Operations
Pressure Governors
Items To Be Aware Of When Using A Pressure
Governor
DO NOT fall victim to the belief that you can hit the preset button and walk away.
The preset on the attack lines on our engine where I work is the incorrect pressure
for all of the lines.
Make sure that you are in PSI mode when attack lines are in use, or you will not have
the protection of the governor for pressure spikes.
If on hydrant pressure alone, you will NOT have pressure surge protection,
regardless of what mode the governor is in.
When making the transition from tank to hydrant, you need to switch to RPM mode
and throttle down, the manufacturer does not feel the governor can react quickly
enough to hydrant surges to offer the optimal protection
It it also critical to rid your mind of the commonly heard phrase “Set it and walk
away”. Despite the fact pressure governors help us out, you as the pump operator
are still responsible for any problems, and problems can occur. Please take the time
to look over the owners manual and know what to do when certain prompts appear
on the display.
Basic Pump Operations
TROUBLESHOOTING
Troubles with pumping can usually be traced
back to one of four problem areas
1. Procedural 2. Supply 3. Pump 4. Discharge
Procedural problems
 Somehow a problem or procedure specific with your
fire engine during pump engagement such as switch,
lever, was not properly done.
 Go back and check pump switches, make sure pump
engaged and ok to pump lights are on
Basic Pump Operations
TROUBLESHOOTING
1. Procedural 2. Supply 3. Pump 4. Discharge
Even though we discussed procedural problems first, the
best way to troubleshoot pump problems is to back
track the water flow from the point of the problem back
to the source. The 3 final causes of trouble are best
solved by using this method.
Basic Pump Operations
TROUBLESHOOTING
1. Procedural 2.
Supply 3. Pump 4. Discharge
Supply Problems
How do you know you are having a supply problem to begin with ?




Monitor your intake gauge. Make sure the residual pressure does not drop
below 20psi. If it does, it’s supply troubleshooting time.
If you allow the pressure to drop below zero, you will cavitate the pump.
Cavitation is the grinding sound the pump will make when there is no or low
water in it. This can cause irreversible damage to the pump and bring the
operation to a complete stop. DO NOT ALLOW THIS TO HAPPEN !
Cavitation can occur while using any water source, not just a hydrant. In this
powerpoint, we will address tank and hydrant supply problems
When deciding how to solve your supply problem, remember, back track your
supply until you reach the source
Basic Pump Operations
TROUBLESHOOTING
1. Procedural 2.
Supply 3. Pump 4. Discharge
Supply Problems
How do you fix supply problems ?






Start by determining what your water source is, which hopefully shouldn’t be
hard! Either tank, hydrant, static source (drafting), pumper relay, or tanker shuttle.
We will start with tank problems.
Is the tank to pump valve completely open and did you lock it open ?
Are there valves open that could be ‘stealing water’ and draining your supply
quicker than you anticipated ? Check tank fill, main pump drain, and other
discharges
Did you check that the tank was full prior to starting the operation ?
There may be air in the pump. Pull the primer for no more than 30 seconds until
you see an increase in the discharge pressure.
Basic Pump Operations
TROUBLESHOOTING
1. Procedural 2.
Supply 3. Pump 4. Discharge
Supply Problems
How do you fix supply problems ?



On to hydrant problems. Many of the issues we discussed with tank problems can
also be the cause of hydrant supply issues. Check the previous list.
Firefighters making hydrant connections can get overexcited and not completely
open the hydrant. Make sure the hydrant is open completely.
I feel the biggest cause of supply problems are kinks in the line. This results from
what I call an ‘improper supply stretch’. We practice stretching ATTACK lines, but
rarely do we practice our supply stretch. I don’t specifically mean forward and
reverse lays. The kinks tend to occur when the hydrant is close to the building on
fire. The pump operator must get comfortable with however long the supply lines
are and position the truck in such a way that the hose has enough room to fully
play out.
Basic Pump Operations
TROUBLESHOOTING
1. Procedural 2.
Supply 3. Pump 4. Discharge
Supply Problems
How do you fix supply problems ?



Make sure the valve that allows water to enter the pump from the hydrant is fully
open.
One of the final items to check would be the strainer on the intake that protects
the pump from debris from hydrants, drafts, etc.
A piece or several pieces of something may be blocking the strainer. If you have
checked everything else and nothing else seems to be wrong, you will have to
check the strainer. This is an especially difficult event because if you have a piston
intake valve like the one pictured above, its going to require a lot of work to
remove.
Basic Pump Operations
TROUBLESHOOTING
1. Procedural 2. Supply 3.
Pump 4. Discharge
Pump Problems
 Pump problems usually focus on the pump not being in gear or somehow not
engaged properly.
 Once you have determined that you do not have a supply problem, you can move to
pump problems.
 Check your pump panel lights and make sure that they are all on and indicating that
it is “OK to pump”
 Go back into the cab and check to see that the vehicle is in the appropriate drive
range
 Was there an increase in MPH when you engaged the pump ? Is there one now ?
Basic Pump Operations
TROUBLESHOOTING
1. Procedural 2. Supply 3.
Pump 4. Discharge
Pump Problems
 If you are having problems engaging the pump, you may have to use the manual
pump shift. This is a procedure that may require two people
to correct. The procedures for this operation vary, so
check with your owners manual’s and SOP’s.
 Look underneath the vehicle to see if the drive shaft is spinning. If its spinning very
slowly, the pump is probably not engaged. Below is
a picture of our 1990 Pierce Lance on the right and
1979 Sutphen Tower on the left.
Basic Pump Operations
TROUBLESHOOTING
1. Procedural 2. Supply 3. Pump 4.
Discharge
Discharge Problems
 Discharge problems begin from the time the water leaves the pump and exits the
nozzle.
 If the previous 3 troubleshooting areas are ok, you may be having discharge
problems. Most of the discharge problems will revolve around hose.
 If the attack team is asking for water, and you have opened the discharge, you could
have the following problems
 Check to see that the proper valve is opened. Sometimes names used to identify
specific lines can be confusing. Crosslays and speedlays are commonly mixed up.
 Know what your flow pressures are and always monitor them. If, for example, No. 1
discharge was supposed to flow say, 150 psi and its now its flowing at 50 psi and the
master discharge is still at 150 along with the hose team asking for water and you
don’t notice any significant increase in pressure with an increase of the throttle, you
may have a burst line.
Basic Pump Operations
TROUBLESHOOTING
1. Procedural 2. Supply 3. Pump 4.
Discharge
Discharge Problems
 If the attack team is asking for water and the gauge, as in our example, on the No. 1
discharge is reading the same as the master discharge gauge, you have a blockage. The
blockage could be in the form of a kink, a vehicle on the line, or an obstruction right at
the nozzle, or the nozzle somehow has broke and or malfunctioned. Find and fix the
kink if you can or have the attack team find the kink.
 If you don’t have pre-connected lines, its possible that someone connected a line to
an intake. See the pictures below to help remember the difference.
Both are intakes,
as indicated by
the female
connection. The
right picture has
the cap off
Basic Pump Operations