Ok, maybe the title is hokey...hope it at least made you grin.
This purpose of this off-season article is to get you to look at your racecar with you in it, wearing your helmet, to check the clearance between the top of your helmet and the rollbar halo.
The suggestion I am going to make on this is really easy to measure...if you can not slip a 2x4, the tall side upright (3.5" and more is better), between your helmet and the bottom of the halo bar, that might not be ok.
Whether you are driving an open cockpit car (sprint, midget, etc.) or a closed cockpit car (stock car, modified, etc.), the dangers are the same...should your head/helmet come in contact with whatever is on the other side of your halo bar, it is not going to be ok. In violent crashes, the drivers body stretches and your restraints stretch...both potentially causing you to "grow" vertically, and in this case, that is not a good thing. Having your body trying to drive your head into the clay or the roof panel like a nail can be catastrophic for your neck. Can you say "paralysis?"
Please take just five minutes and check this out...it just might be what prevents you from a spinal injury that might not come out ok. It really bothers me to watch open cockpit cars pull onto the racing surface with helmets too high...sometimes even protruding above the top of the halo...let's encourage the sanctioning bodies to do their jobs and enforce existing rules!
Remember, at the end of the day, everyone goes home standing up!
Saturday, January 24, 2009
Wednesday, January 14, 2009
Getting the 2009 Season Started
It looks like the 2009 racing season will really be starting soon! Spent last Saturday battling snow to and from the ARCA ReMax officials training session at the ARCA office in Temperance, MI. It was great to get back into the racing atmosphere with real race cars and real racing people!
I really appreciate that ARCA puts a huge amount of effort and emphasis into its safety program. One of the sessions at the training day was entirely based on safety-related information. Having tech inspectors that are conversational about safety issues is a significant advantage for the ARCA's team of officials and the racers who run with us.
Remember...the point is: everyone goes home standing up!
Get 'em ready to go! The 10" of snow on the ground will go away soon.
I really appreciate that ARCA puts a huge amount of effort and emphasis into its safety program. One of the sessions at the training day was entirely based on safety-related information. Having tech inspectors that are conversational about safety issues is a significant advantage for the ARCA's team of officials and the racers who run with us.
Remember...the point is: everyone goes home standing up!
Get 'em ready to go! The 10" of snow on the ground will go away soon.
Thursday, November 13, 2008
Spinal Immobilization tool- Part 2
The next device I would like to consider for our use in racing safety is the Kendrick Extrication Device (KED). The device has undergone some changes since its hey-day as the KED. The same basic device has been marketed as the KODE 1 and the KODE 2. The later models have some changes that I consider to be improvements. More on that later.
The inventor of the device is Rick Kendrick. Rick is a former EMT/Firefighter from southern California who has a lot of experience in, of all things, racing safety. It is interesting to note that the device was invented specifically for use in sprint car racing. I have had the pleasure of working with Rick numerous times over the years on numerous projects including the extrication device, the Kendrick Traction Device (KTD), and other products. If you ever have the opportunity to attend one of Rick's inservice training sessions, DO IT!...it is well worth your time.
When using the device in racing applications, Rick emphasizes the speed with which the device can be applied and the effectiveness of its use. He believes it is not necessary to use the leg straps for this application...the device needs to be moved solidly into the armpit area, the top 2 chest straps need to be snugly applied, the head secured with tape strips (of course, with an effective collar in place) and then remove the driver from the car vertically, using the straps on the device to assist. Rick's belief is that his device is as fast, or faster, than others on the market.
It is my belief that a well-rounded racing safety person must be solidly familiar with both devices. Both tools can be tremendously valuable in the racing safety/rescue setting. One may develop preferences in certain cars or situations between the various devices. Make sure you develop the preferences because you have had your hands on the various devices...not because of something someone tells you. Keep an open mind...try it in training situations...nothing like using devices in realistic training situations.
I am interested in feedback from readers on their preferences for spinal immobilization devices in racing safety...please share with us.
The inventor of the device is Rick Kendrick. Rick is a former EMT/Firefighter from southern California who has a lot of experience in, of all things, racing safety. It is interesting to note that the device was invented specifically for use in sprint car racing. I have had the pleasure of working with Rick numerous times over the years on numerous projects including the extrication device, the Kendrick Traction Device (KTD), and other products. If you ever have the opportunity to attend one of Rick's inservice training sessions, DO IT!...it is well worth your time.
When using the device in racing applications, Rick emphasizes the speed with which the device can be applied and the effectiveness of its use. He believes it is not necessary to use the leg straps for this application...the device needs to be moved solidly into the armpit area, the top 2 chest straps need to be snugly applied, the head secured with tape strips (of course, with an effective collar in place) and then remove the driver from the car vertically, using the straps on the device to assist. Rick's belief is that his device is as fast, or faster, than others on the market.
It is my belief that a well-rounded racing safety person must be solidly familiar with both devices. Both tools can be tremendously valuable in the racing safety/rescue setting. One may develop preferences in certain cars or situations between the various devices. Make sure you develop the preferences because you have had your hands on the various devices...not because of something someone tells you. Keep an open mind...try it in training situations...nothing like using devices in realistic training situations.
I am interested in feedback from readers on their preferences for spinal immobilization devices in racing safety...please share with us.
Friday, November 7, 2008
Spinal immobilization tools
There are lots of spinal immobilization products on the market...not all of them are good racing tools. Over the next couple of entries, I will discuss products that are good racing safety tools. I am also interested in our feedback.
The first product I'd like to highlight is the SpeedBoard. It is made by Thom Richmond and the folks at Rapid Deployment http://www.prolitespineboards.com/ and distributed by folks like Alliance Medical and BoundTree Medical. The SpeedBoard was designed with racing in mind...I know, I helped design it. It is simple, lightweight, easy to use, easy to clean, and highly effective.
One point needs to be made about using the SpeedBoard...you must move the patient with the immobilizer in place, not using the Board to move the patient. We use the product routinely at Eldora Speedway and I have heard of no negatives concerning the SpeedBoard. Whether it is midgets, sprinters, or stock cars, the SpeedBoard gets the job done.
Sunday, October 19, 2008
Fire extinguishing agents
Sounds pretty basic...what is your track using to extinguish fires? Some might say that if that is the biggest problem at your track, things are pretty good. Whether you are a driver or safety team member, it is a question worth asking.
In review of the basics, in racing, extinguishers tend to be dry chemical, carbon dioxide, or water-based. After using and studying all 3 extensively, I recommend using a water-based system backed up with a level of dry chemical.
Back in the day, PTS started using a pressurized tank of "light water", a water and AFFF solution. It was pressurized with compressed air in the same vessel and a garden hose with a spray nozzle. Using the water system became increasing popular with our crews and the owners in that is was very effective, inexpensive, and required little additional cleanup. The rest of racing safety has largely used dry chemical...it is reasonably effective, requires little cleanup, and is operational challenging. If you dump dry chem, it requires an inventory of spare extinguishers or a crew that has the tools and experience to refill quickly...I have done both and refilling dry chem is not easy.
I must give Terry Kibler, safety director at Eldora Speedway, lots of credit for implementing a system at Eldora based on Cold Fire and water in 1.5, 2.5 gal. hand-helds with 20 and 30 gallon systems with 50' hand-lines. We do carry a few dry chem bottles for good measure. A brief synopsis of Cold Fire...mixes with water...pressurized with compressed air...rated for A and B fires...the big advantages includes removing heat very effectively, no cloud of dust that restricts vision and breathing, and non-toxic/non-corrosive/biodegradable. Using Cold Fire directly on or around a driver in a closed cockpit does not cause the problems
We have been fortunate to have had few fires worth mentioning in the past four years at Eldora. The ones we have had were quickly extinguished with our Cold Fire bottles...with no re-ignition. The ability of Cold Fire to remove heat is remarkable...10 times better than tap water...brake fires do not re-ignite...engine fires with oil on headers are no problem...fuel spills do not ignite when diluted with the agent. Being based on water, the preferred agent for methanol, the Cold Fire system makes an awesome system for midgets, sprints, Indy cars, and other methanol fueled cars. If we do use hand-helds, we have pre-mixed solution...any compressor will bring us back in service. Our larger systems use SCUBA or SCBA bottle to pressurize them...easy to change and recharge.
Give what is being used at your track a serious look. Use of dry chem on or around people is not the best idea. It is also hard on engines and equipment. The effectiveness of Cold Fire is truly remarkable. When you can carry 30 gals of solution that are as effective as 300 gals of water...that is a good thing. Look at what you use and why...it is an interesting exercise.
In review of the basics, in racing, extinguishers tend to be dry chemical, carbon dioxide, or water-based. After using and studying all 3 extensively, I recommend using a water-based system backed up with a level of dry chemical.
Back in the day, PTS started using a pressurized tank of "light water", a water and AFFF solution. It was pressurized with compressed air in the same vessel and a garden hose with a spray nozzle. Using the water system became increasing popular with our crews and the owners in that is was very effective, inexpensive, and required little additional cleanup. The rest of racing safety has largely used dry chemical...it is reasonably effective, requires little cleanup, and is operational challenging. If you dump dry chem, it requires an inventory of spare extinguishers or a crew that has the tools and experience to refill quickly...I have done both and refilling dry chem is not easy.
I must give Terry Kibler, safety director at Eldora Speedway, lots of credit for implementing a system at Eldora based on Cold Fire and water in 1.5, 2.5 gal. hand-helds with 20 and 30 gallon systems with 50' hand-lines. We do carry a few dry chem bottles for good measure. A brief synopsis of Cold Fire...mixes with water...pressurized with compressed air...rated for A and B fires...the big advantages includes removing heat very effectively, no cloud of dust that restricts vision and breathing, and non-toxic/non-corrosive/biodegradable. Using Cold Fire directly on or around a driver in a closed cockpit does not cause the problems
We have been fortunate to have had few fires worth mentioning in the past four years at Eldora. The ones we have had were quickly extinguished with our Cold Fire bottles...with no re-ignition. The ability of Cold Fire to remove heat is remarkable...10 times better than tap water...brake fires do not re-ignite...engine fires with oil on headers are no problem...fuel spills do not ignite when diluted with the agent. Being based on water, the preferred agent for methanol, the Cold Fire system makes an awesome system for midgets, sprints, Indy cars, and other methanol fueled cars. If we do use hand-helds, we have pre-mixed solution...any compressor will bring us back in service. Our larger systems use SCUBA or SCBA bottle to pressurize them...easy to change and recharge.
Give what is being used at your track a serious look. Use of dry chem on or around people is not the best idea. It is also hard on engines and equipment. The effectiveness of Cold Fire is truly remarkable. When you can carry 30 gals of solution that are as effective as 300 gals of water...that is a good thing. Look at what you use and why...it is an interesting exercise.
Tuesday, October 14, 2008
FUNDAMENTALS OF RACING SAFETY
THE THUMBNAIL SKETCH
1. Racing is dangerous business...making it safer is everyone's business, all the time. NO COST ADVICE.
2. GET A GAP! You need AT LEAST 3" between the top of your helmet and the bottom of your halo bar while you are strapped in, especially if in a sprint/midget/open wheel...if you can not slide a 2x4 on edge between your helmet and the halo bar...FIX IT! Cost is variable...knowledge priceless.
3. Helmets are disposable...they make great mantlepieces or donations to sponsors, fans, or charities...replace yours periodically. If you are not using a Snell 05 SA helmet, explain to your loved ones why not. If you are involved in a crash where your helmet hits something or you take a major piece of debris to the melon, gratefully replace the hat. It did it's job...don't press your luck. Cost starts at about $225.
4. Firesuits must be at least 2 layers (SFI 5) and must be worn with long sleeved fire retardant underwear. That is what I wear when I respond to your crash. Should you be wearing less? Single layer suits are for pit reporters, and dignitaries. (Just kidding Dick!) If you have to wear a single-layer suit until your new suit comes in, you MUST wear the underwear. Not negotiable. Cost approx. $430+150 for the underwear.
5. The latest generation seats are awesome! ISP, Butler, LaJoie, and others have the right seat for your seat. The right seat with the right lateral head supports that are made with the proper padding in the right places are a huge part of the whole in-car package for safety. Follow the directions and fasten it in correctly. Do it now...no excuses...you owe it to yourself. Cost less than $1000.
6. Head and neck restraints are mandatory for all levels of racing and all size tracks. PERIOD. Find one that feels good to you and use it every time you buckle in. Some of the newer ones are even better on lateral impacts. I have taken care of folks with basilar skull fractures...it is not pretty. Cost starts at $650.
7. Head nets on both sides of your seat are necessary...inexpensive and easy to install. Cost approx. $225.
8. Pad your rollbars...with the good stuff. SFI approved bar padding is very firm...and what you need when the going get tough. Pipe insulation and swimming pool toys are just that...toys. Strap in...stretch your arms all around...if you can come close it hitting it with your arms, pad it! Cost approx $11/foot.
9. Keeping fire out of the cockpit is a big deal. Shifter boots need to be SFI approved. Look critically for holes in your firewall. Filling with silicone caulking is very marginal. Sheet metal patches are better. Make sure your crushpanels fit properly. Keeping heat, toxic gases, smoke, and fire out is crucial. Cost for boot $50.
10. In-car fire systems can be life-saving! Forget the 2.5# extinguisher fastened under the front edge of your seat...not gonna make it if you are roasting. Make the modest investment in a good system from a reputable company. As hard as safety teams hustle...bad things can still happen... don't wait for us, help yourself. Cost from $320.
11. Ask good questions...get a professional's opinion. Not knowing all the answers is ok...to ignore a good suggestion from someone qualified...or to not ask the question, that is just not ok.
12. Window nets are mandatory for anything with a roof over your head. You are smart enough to do this without being told to...keep the things inside, inside...keep the stuff outside, outside. Picture this...you get upside down in a crash, and while inverted, a piece of sharp debris enters the cockpit and cuts something important...no safety crew in America can help you. Cost approx. $75.
This list is only a start...it covers the areas where the most good can be done. The prices here are only given as a rough guide what to expect. Face it, the cost does matter.
Not many folks are usually interested in racing safety until tragedy strikes...let's do it the other way around...focusing on safety now can prevent some of those tragedies. Please take the time to step back and see the "big picture" of racing safety...you will not regret it.
Remember, at the end of the day, everyone needs to go home standing up.
Keith
1. Racing is dangerous business...making it safer is everyone's business, all the time. NO COST ADVICE.
2. GET A GAP! You need AT LEAST 3" between the top of your helmet and the bottom of your halo bar while you are strapped in, especially if in a sprint/midget/open wheel...if you can not slide a 2x4 on edge between your helmet and the halo bar...FIX IT! Cost is variable...knowledge priceless.
3. Helmets are disposable...they make great mantlepieces or donations to sponsors, fans, or charities...replace yours periodically. If you are not using a Snell 05 SA helmet, explain to your loved ones why not. If you are involved in a crash where your helmet hits something or you take a major piece of debris to the melon, gratefully replace the hat. It did it's job...don't press your luck. Cost starts at about $225.
4. Firesuits must be at least 2 layers (SFI 5) and must be worn with long sleeved fire retardant underwear. That is what I wear when I respond to your crash. Should you be wearing less? Single layer suits are for pit reporters, and dignitaries. (Just kidding Dick!) If you have to wear a single-layer suit until your new suit comes in, you MUST wear the underwear. Not negotiable. Cost approx. $430+150 for the underwear.
5. The latest generation seats are awesome! ISP, Butler, LaJoie, and others have the right seat for your seat. The right seat with the right lateral head supports that are made with the proper padding in the right places are a huge part of the whole in-car package for safety. Follow the directions and fasten it in correctly. Do it now...no excuses...you owe it to yourself. Cost less than $1000.
6. Head and neck restraints are mandatory for all levels of racing and all size tracks. PERIOD. Find one that feels good to you and use it every time you buckle in. Some of the newer ones are even better on lateral impacts. I have taken care of folks with basilar skull fractures...it is not pretty. Cost starts at $650.
7. Head nets on both sides of your seat are necessary...inexpensive and easy to install. Cost approx. $225.
8. Pad your rollbars...with the good stuff. SFI approved bar padding is very firm...and what you need when the going get tough. Pipe insulation and swimming pool toys are just that...toys. Strap in...stretch your arms all around...if you can come close it hitting it with your arms, pad it! Cost approx $11/foot.
9. Keeping fire out of the cockpit is a big deal. Shifter boots need to be SFI approved. Look critically for holes in your firewall. Filling with silicone caulking is very marginal. Sheet metal patches are better. Make sure your crushpanels fit properly. Keeping heat, toxic gases, smoke, and fire out is crucial. Cost for boot $50.
10. In-car fire systems can be life-saving! Forget the 2.5# extinguisher fastened under the front edge of your seat...not gonna make it if you are roasting. Make the modest investment in a good system from a reputable company. As hard as safety teams hustle...bad things can still happen... don't wait for us, help yourself. Cost from $320.
11. Ask good questions...get a professional's opinion. Not knowing all the answers is ok...to ignore a good suggestion from someone qualified...or to not ask the question, that is just not ok.
12. Window nets are mandatory for anything with a roof over your head. You are smart enough to do this without being told to...keep the things inside, inside...keep the stuff outside, outside. Picture this...you get upside down in a crash, and while inverted, a piece of sharp debris enters the cockpit and cuts something important...no safety crew in America can help you. Cost approx. $75.
This list is only a start...it covers the areas where the most good can be done. The prices here are only given as a rough guide what to expect. Face it, the cost does matter.
Not many folks are usually interested in racing safety until tragedy strikes...let's do it the other way around...focusing on safety now can prevent some of those tragedies. Please take the time to step back and see the "big picture" of racing safety...you will not regret it.
Remember, at the end of the day, everyone needs to go home standing up.
Keith
Thursday, October 9, 2008
Back in the day...
In 1977, I met a group of folks who would play a huge role in my racing safety career over the course of 30+ years. Dewayne Dimit, his brother Chuck, and senior crew chief Stan Poeppel were among the leaders of a racing safety group called Professional Track Services (PTS). I provided ambulance service to Baer Field Raceway in Fort Wayne for the 1977 season and had worked along side the PTS team throughout the season. Many memorable incidents came out of that season and perhaps we will go down the path some day. I learned much working about racing from my PTS friends and we developed a mutual respect.
The 1978 season did not start off as well...our EMS team discontinued our work at BFR. I was fortunate enough to be asked to come to work with PTS. Those guys were so far ahead of the rest of short-track safety it was amazing! Several of PTS's leader worked on-track fire at Indy...a couple were career firefighters...at least one was an Air National Guard firefighter...what a great combination of talent, experience, and training! PTS has provided coverage for virtually all the major sanctioning bodies at one time or another. Their specialties included all varieties of short-track racing and IHRA National Drag Racing events. One of the events I worked in 1978 was the DuQuoin event that I wrote a bit about in September.
The list all the areas where PTS pioneered would be lengthy. Techniques, procedures for fire/rescue/cleanup, the range of events covered, and use of personal protective clothing would be just a start on the list. The lessons that I and many others learned are still being used today.
I am proud to have learned from, worked with, and partied with the men and women of PTS. We sweated, bled, and cursed together for one reason...we were there for the drivers and the good of our sport. It was a great opportunity...and I am grateful for it.
Over thirty years ago, some guys from Indiana decided to do something positive about racing safety, especially short-track racing safety. All of racing is a little better because of the work they did...racing safety was not trendy or fashionable...racing safety was just plain hard work...definitely a "swimming upstream" experience. Thank you folks for all you have done.
RIP Sherrill, Don, Stan, and others...I pray God has a special place for folks who give their efforts so others lives are safer.
The 1978 season did not start off as well...our EMS team discontinued our work at BFR. I was fortunate enough to be asked to come to work with PTS. Those guys were so far ahead of the rest of short-track safety it was amazing! Several of PTS's leader worked on-track fire at Indy...a couple were career firefighters...at least one was an Air National Guard firefighter...what a great combination of talent, experience, and training! PTS has provided coverage for virtually all the major sanctioning bodies at one time or another. Their specialties included all varieties of short-track racing and IHRA National Drag Racing events. One of the events I worked in 1978 was the DuQuoin event that I wrote a bit about in September.
The list all the areas where PTS pioneered would be lengthy. Techniques, procedures for fire/rescue/cleanup, the range of events covered, and use of personal protective clothing would be just a start on the list. The lessons that I and many others learned are still being used today.
I am proud to have learned from, worked with, and partied with the men and women of PTS. We sweated, bled, and cursed together for one reason...we were there for the drivers and the good of our sport. It was a great opportunity...and I am grateful for it.
Over thirty years ago, some guys from Indiana decided to do something positive about racing safety, especially short-track racing safety. All of racing is a little better because of the work they did...racing safety was not trendy or fashionable...racing safety was just plain hard work...definitely a "swimming upstream" experience. Thank you folks for all you have done.
RIP Sherrill, Don, Stan, and others...I pray God has a special place for folks who give their efforts so others lives are safer.
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