Effective fire fighting

OK folks...throw out the fact that I own a company that manufactures a water-based fire suppression system...here is the truth--we need to convert our racing fire suppression efforts to water/foam-based systems!

I am weary of reading and hearing about situations where drivers are burned and/or cars destroyed because the responsible safety crew was not equipped to fight real racing fires.  Face it- dry chemical agents do not absorb heat--dry chemical does not prevent unburned fuel from becoming a flaming liquid--dry chemical are a respiratory irritant to the driver and the safety crew using it--dry chemical drastically reduces visibility of the driver and the safety crew, and the list goes on and on. 

Conversely, the water/foam agent does absorb heat- reducing potential burn injuries, speeds extinguishment, and reduces/prevents re-ignition of the fire--it does prevent unburned fuel from becoming burning fuel--it is not a respiratory irritant- in fact, most are non-toxic, non-corrosive, and biodegradable- a status not claimed by dry chemical agents--it does not decrease visibility at the scene.

The drivers in the series I work with as their Safety Director/primary responder understand that if they have a fire anywhere near them, they can plan on getting wet.  I have jokingly told them that I hope they can swim, because they are going to get REALLY wet! 

There is no free lunch, as the old saying goes...there is a cost to everything.  Financially and operationally, water/foam is far more user friendly than dry chemical systems.  Water/foam hand-held and larger systems can usually be refilled quickly by staff at the track...not so for dry chemical extinguishers.  While there is a cost for both agents, the foam products are extremely user friendly...not so for dry chemical products. 

Why do we continue to use dry chemical extinguishing technology?  The argument can be made that it is better than nothing...and that is not a very supportive argument.  We need to work within our track management teams and through our sanctioning bodies to make these changes.  We owe it to ourselves and to our drivers and car owners to do our best, with the best possible technology...the future starts now!

Remember, at the end of the day, everyone goes home standing up!

The ARCA Truck Series had its first race of the season this past weekend at Toledo
Speedway.  It was so nice to be back at the track and doing what we all do best...looking out for and after racers.  The first race of the season is always hectic, getting those thorough safety inspections done and documented.  We were very fortunate that the one notable on-track incident, a hard hit into the first turn wall, resulted in no injuries.  Not sure without the head and neck restraint and  full containment seats, we see drivers walking away from these significant hits.

The other weekend at Talladega sure saw a ton of hard crashes.  Awfully impressed that Eric McClure did so well after his high-speed head-on crash with the SAFER barrier.  Do think it would be a mistake to minimize the seriousness of his crash...the term "minor bruising of internal organs" is a bit the contradiction.  My son the ER MD has used the term "minor chain saw accident" describing patients in the ER.  Hey, a minor chain saw accident involves a scratch to the leg from accidentally grazing a quiet tool...if it causes you to go to the ER,  it isn't MINOR!  LOL.  Same with the above...glad it looks like they are being conservative in how soon the driver is coming back from the concussion and other injuries...head injuries are too serious and life is too short...kudos to the folks allowing him to take time to heal.

Let's have a great season...remember, everyone goes home standing up! 

Dirt Late Model Concerns

I really like Dirt Late Model racing!  The cars, the competition, the tracks they run on...the whole package results in some of the best racing out there...IMO.  

I have real concerns though with the DLM cars.   The geometry of the greenhouse-area of the roll cage is not conductive to real strength in a roll-over/flip/impact situation...I have personally seen several occasions where cages collapsed, making the drivers VERY vulnerable...full containment seats are NOT intended to be "personal rollcages"...if you are being protected  by your seat because your cage failed, you need to re-think the situation.  Your mortality is about to be tested!

The other related concern I have is the difficulty of a driver getting out of an overturned DLM car.  Unless the driver is extremely small and thin, it is darned-neared impossible to get out of the car!  If that car is on fire, you better hope like heck the safety crew is excellent at firefighting...otherwise, this might be a problem!  Sanctioning bodies need to come up with effective rules that require a consistent, easily enforced regulation concerning room for cockpit egress/window opening.  The greenhouse of the DLM car needs to be larger and stronger. Give me a large sheet of cardboard and a level...got it done! While I am not aware of big numbers of injuries or fatalities in this class of car, it is not because they haven't tried!  Why should we wait until it happens to fix it...why wait until we have one more racing widow or another paralyzed driver before we seriously look at this design.


If you disagree with my thoughts...TELL ME!  I am interested in other opinions, as long as they are expressed in good taste.


Remember, at the end of the day, everyone goes home standing up!


Keith

HANS Device recertification for Devices

 http://hansdevice.com/shop_online/HANS-Device-Parts-and-Accessories

Just learned about this situation in the last week or so...make sure your personal gear or the drivers in your series are aware of this situation.  It is a good opportunity to make sure things are as we believe they are!

Let's keep ourselves and our drivers as safe as we can.

 SFI Recertification Program PLEASE READ THIS ENTIRE PAGE.MOST DEVICES REQUIRE NEW TETHERS TO BE RECERTIFIED.
IF YOU DO NOT PURCHASE TETHERS WITH YOUR RECERT AND YOU REQUIRE THEM, YOUR CREDIT CARD WILL BE CHARGED FOR SAME.

Starting Jan. 1, 2012, Head and Neck Restraints must be recertified every five years to receive the SFI Foundation's conformance sticker.

Competitors who want to use a HANS Device purchased in 2007 or earlier must have their device recertified. Devices passing the inspection will receive a new SFI 38.1 conformance sticker marked with the inspection date. HANS Performance Products will certify the HANS Device for a $15 fee plus return shipping. (You will be given an estimate of shipping at checkout, but we will charge you the actual UPS rate).

It is rare for a device to fail the recertification inspection. We regularly see devices that need replacement rubber on the legs or have tethers that are more than five years old and therefore need to be replaced. If the friction rubber or tethers must be replaced, customers will charged for these items at the standard price. (Tether prices: $20 to $100. Friction rubber: $75.) What should I do? We have established two factory certified locations for this service. To send your device to Atlanta, GA, place your order online by clicking "Add to Shopping Cart" below. If your tethers are dated 2007 or earlier, you must add either a Tether Kit or Tether Upgrade Kit to your order. At checkout, you will receive an Order Confirmation Number. Put the Order Confirmation Number and your device in an appropriately sized box. You are responsible for shipping to HANS Performance Products, 5096 Peachtree Road, Atlanta, GA 30341. Please anticipate a two week turnaround from the time we receive your device.RUSH ORDERS WILL BE CHARGED A $50 RUSH FEE. To send your device to Indianapolis, IN, Click this link. Note fully painted devices cannot be inspected and will not pass recertification.