Dirt Late Model Escape Hatch

Just reading the March 2010 edition of Circle Track...an article about C.J. Rayburn's new "Super Late Crate"...fascinating feature of this Dirt Late Model (DLM) is an escape hatch. Positioned directly over the drivers seat, it is hinged at the front edge. Shades of Funny Cars! Interesting idea!

I like innovative thinking...and C.J. Rayburn obviously has been thinking. My question is this...what problem is he trying to remedy? If you look back several entries, I made critical remarks about DLM window configurations and cage construction. While the escape hatch would certainly be helpful in some situations, such as a fire or a crash where the car stops with the drivers side against the wall, I think it is a well-done bandaid when major surgery is needed.

Frankly, the window opening is just too small. The cages seem to be too likely to have serious crush issues. The hatch is a baby step in the right direction...when will the industry decide to make a real changes necessary and move on? I hope we do not have to have injuries arise from these areas of concern...it is time to take a hard look at these issues and make the roll cage/window opening changes to allow easier egress and keep halo bars up where they belong...in the meantime, the escape hatch is probably probably a good idea...thanks for your efforts C.J.!

Dirt Late Models

I have real concerns about the safety of our current Dirt Late Models (DLM). I can not just sit here and say it is ok when I, and others whose opinions I respect, have real concerns. Here is a partial list of concerns:

1. DLM window openings are entirely inadequate...even drivers who are not "husky" routinely have serious problems getting out of an inverted (upside down) DLM...add a fire and you better pray your safety team is "loaded for bear"...if you have a full-containment seat, it is worse...sanctioning bodies and chassis builders need to get together and come up with specifications to make this situation better and set a date for full implementation...the current situation is too risky!

2. While we are talking about changes to DLM chassises, let's talk about the design of the roll cages in general. I have seen too many "greenhouses" substantially deform downward in crashes, especially something more than a "puppy roll over." When your seat becomes part of what protects you from things your roll cage should be stopping, that's a problem. I have personal and anecdotal experience that indicates the current design is not adequately protecting drivers. I do not pretend to be an engineer...and am sure someone can devise a better design.

3. Seeing more full-containment seats in DLM's is awesome! Many thanks to those of you who have chosen to be pro-active concerning your own safety...you deserve it! It is a wise investment in your continued enjoyment of racing. While we are talking about seat and restraints, I have serious concerns about how many DLM seats and restraints have been installed. Drivers, crews, and sanctioning bodies need to get more interested assuring proper installations. I really don't care who built your car and their misguided ideas on seats and restraints, bad is still bad and can result in you being getting dead or badly injured.

I hope this spurs thoughtful consideration about this area of our sport. Remember, at the end of the day, everyone needs to go home standing up!

So much progress...much still to do

Over the past thirty or so years, much progress has been made in racing safety issues. Things like better seats, firesuits and helmets, and head and neck restraints...better restraint systems, safety inspections by sanctioning bodies, and a more scientific approach to studying the dynamics of crashes...all have been key in reducing deaths and serious injuries in racing.

What do we still have left to do? We need to be more consistent in our efforts...we need to educate drivers, promoters, sanctioning bodies, and other safety personnel on the "best practices" in our business...we need to do research on subjects like fire suppression to determine "best practices" and encourage their implementation at our tracks. Frankly, we must also be willing to step up and eliminate "bad apples" from our ranks.

Real people and their families rely on us...the fans rely on us...the racing community in general relies on us...we need to get and keep our ducks in a row...we need to be willing to stand up for things we believe in...know why you are there...it is critical that we stay abreast on what is going on in racing safety...we do make a difference!

Modern seats prevent burns

My hunch is several folks who read this will think I might have driven off the edge of the sanity cliff with this headline that comes from the blog written before this one. Well, at least not yet my friends...and here is why.

In referring to Mike Fedorcak's crash of 1985, where he was critically burned, one of the factors that contributed negatively to his situation was that his helmet was damaged in the crash. Apparently it hit something behind him...a bar or some other structure. It is not hard to imagine a blow severe enough to structurally damage a helmet is hard enough to knock you unconscious, and it did. Being unconscious make it really tough to do anything...sometimes even to breathe...and even tougher to escape a flaming racecar. Current full-containment seats not only restrict head and neck movement, it helps keep other things that could be harmful away from your head and neck from the back and sides...good seat=no bars to hit.

In my years of researching racing accidents, I have found the "Law of unintended consequences" is commonly in play. Nikki Lauda had no idea a poorly designed and fitted helmet could indirectly cause him severe burns in his 1976 Formula 1 crash. Current full containment seat technology clearly did not exist in 1985 or Mike might have been using it. THAT TECHNOLOGY EXISTS NOW...PLEASE USE IT.

Go out of your way to meet Mike Fedorcak...he is a racer in every sense of the word...he understands the importance of a high-quality firesuit...and a good helmet...and all the other things racing safety advocates talk about...and will tell you the same thing...USE THEM!

Damn it, racing safety matters!

Once in awhile, you get that "big wind" that stirs you to the bones and makes you almost manic in your fervor for whatever...it is that way for me concerning racing safety. Most days I can get through the days without getting carried away...today is not one of those days!

Last Thursday, I met with a friend I have not seen for quite awhile...Mike Fedorcak of Yoder, IN...yep, he is THAT guy, who sold Tony Stewart one of his famed Munchkins midgets. Mike is a racer...through and through. I was there to consult with Mike about a racing safety project I am working on...we got talking about his near fatal fire of over 20 years ago...what went well and what did not...I will spare you the details now, perhaps another blog entry. Let me summarize with this... #1 using full containment seats prevent burns! #2 wearing a good firesuit matters! #3 using a water -based extinguishing agent, especially with an additive matters! #4 training and practice for safety teams matter! #5 what we do well, or do poorly, matters!

Mike was severely burned in a nasty crash...he has the scars to prove it...17 surgeries and a different perspective on a number of issues later, Mike still races occasionally and owns a fabricating business...and cares about the things I mentioned above.

WHAT WE DO IN RACING SAFETY MATTERS! NEVER DOUBT IT.

Tiered approach to fire suppression

Fire suppression in racing should be considered as being in layers of coverage and protection. The two most basic approaches involve the use of hand-held extinguishers and larger, vehicle-based systems.

I must confess, I have a prejudice toward water-based extinguishing agents. While it is the only water additive I have used recently, I have developed a great deal of confidence in Cold Fire. Mixed in various ratios with tap water, it dramatically increases water's ability to absorb heat and when dispersed on a fuel spill, it chemically interferes with the fuels ability to burn. I think that water-based agents decrease contamination, prevent re-ignition by removing heat sources, and in cases where the driver is actually involved in the fire, it can reduce burn injuries by using the agent to pull heat out of their uniform/clothing. I personally know of a driver who incurred additonal burns from rescuers unavoidable pressing his hot firesuit and FR underwear against his skin while removing him from his car...water would likely reduce if not eliminate that type injury. Water based agents also improve visibility and breathability...if you have been involved in discharging dry chemical, you know what I am talking about! I can not imagine using dry chem in a cockpit around a driver who likely is hypoxic and scared...I like breathing...breathing dry chemical is bad...been there, done that.

Whether your hand-helds are dry chemical or water-based, they are the backbone of your attack. Having hand-helds deployed around the track in non-vehicle responses can dramatically decrease response time to incidents. Getting folks to the scene quickly and, of course, safely, is huge. Decreasing the time from first ignition to first agent generally decreases the issues getting it extinguished. The longer it burns, the hotter it gets, the harder it is to get it out.

We need to also focus on training for responders with hand-held bottles. I believe there is no replacing live fire training. It does not need to be a conflagration...and it does need to use appropriate safety measures throughout. Annual skill training and periodic refreshers go a long way to make every bit of effort and resources meaningful.

The second layer of suppression, and I actually consider it as secondary, it a vehicle-based suppression system. This system is your "trump card"...what you go to when it gets tough. It does not mean that you do not think of deploying your "big gun" until it is beyond hope. On the contrary, I am a firm believer in pulling the hand line from your vehicle-based system any time you arrive at a crash scene and the driver is not out of the car or is not making his/her way out of the car. It is much easier to re-roll a line than to explain how a driver was endangered while you have a great fire system unused on your truck.

What should that vehicle-based system consist of...an interesting question...and one to be considered in another column. Any feedback you have on vehicle-based fire systems would be appreciated. Either leave it here or email to: racesafe@gmail.com.

Fire-related thoughts

Several weeks ago, a driver in Nebraska, Tony Linner, was involved in a crash that resulted in a fire and he was in the burning car for an estimated 5 minutes. There are lots of questions that result from this situation...let's take a positive slant on the situation...what can we learn?

Be interested in what kind of fire suppression equipment is available where you race. Ask questions of the safety team (yes, there should be one)...if you are using methanol, water-based extinguishers are much better than dry chemical. Are the team members wearing firesuits or other protective clothing? Is there an ambulance present? What are their medical capabilities (EMT, Advanced, Paramedic)? Do they transport or meet another unit in the parking lot? Does the safety team have hydraulic rescue tools or do they call the local FD/rescue squad? Either way is not awful...just good to know.

Another detail about this incident...apparently the driver removed his helmet before getting out of the car...before he could get out, the ruptured tailtank (no bladder) and resulting fuel spill ignited...it is probably a good idea to leave your helmet on until you are away from the car.

If you are not using a bladder in whatever kind of fuel tank you have, please reconsider that situation. Only 5 gallons of fuel makes one dandy fire that can seriously hurt you...if you do not have the money for a fuel cell....maybe...

How about your firesuit? Is it at least double layer? Is it clean and free of grease/oil stains? Are they areas that are torn, frayed, or worn thin? REPLACE IT.

I have visited burn units...I have had significant burns...I have taken care of severely burned patients...none of these was a particularly pleasant experience...and I was not the patient in the burn unit!

At the end of the day, everyone goes home standing up!