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FAA First Responder Training
I, along with the FAA, have provided First Responder training to over 200 firefighters and police officers in the past 2 years. I will be hosting the training again in October. The training centers around the "ballistic parachute" systems found on many modern aircraft. Deaths have been reported to first responders who did not know the proper way to disabale these systems after an incident. Hundreds of these aircraft are in the USA including 190 withing a 150 mile radius of my location in SW Ohio. The training is free and if it is available in your area, please provide it for your troups.
Replies to This Discussion
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Permalink Reply by R. Jack Wolf on
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what about "hard landings" where the pilot is alive but unable to move. the aircraft's "spine" may be broken and the pilot would need to be cut out of the cockpit.
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Permalink Reply by FETC on
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Thats a good scenario.
The operation for such an incident requires a good scene size-up, establishment of the projected (parachute blast zone) which is out the rear window on all the retro fits, and out the rear blow out panel on the Cirrus SR models. Therefore your concern is moot when the pilot is well away from this area. The hazard is created by us... to the fire and EMS responders who do not remain clear of this projected blast path, and that would be the responsibility of the IC and the ISO (incident safety officer)
Your comment about cutting the pilot out is interesting though... How would you do that on a Cessna? The 152, 172, 182 model's are being retro-fitted pretty heavily around here. The cutting of the roof on these would impact the fuel tank. The cutting of the A-posts would infringe on the main tank fuel lines leading to the engine compartment. The access / egress zone would be established by removing the doors, (preferrably by the hinge pins first) then if more room is needed, I would assure there is no fuel spill / vapor concern before cutting anything. If deemed safe, I would consider opening up the side of the aircraft thus remaining clear of the roof which holds the activation pull cable for the BRS.
I have even told my students, if the roof must come off in a Cirrus or Piper low wing aircraft, (then evaluate the wind) if calm, secure the aircraft, establish the blast zone and manually deploy the BRS, park a vehicle on the deflated chute and then go to work removing the roof.
The establishment of the blast zone is no different than a rescue crew who are respond to a modern day automobile, a crew that should identify and respect the latest airbag, curtain and seat belt charges. Thus remaining clear and stay away from them.
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A lot depends on the attitude of the aircraft, ie. on it's top, side, nosed in a ditch, things like that. I set the training up with advice from the FAA, aircraft manufactures and chute specialists.
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In your hard landing scenario above, (not talking about high impact - total fuselage breaking up) regardless of the aircraft's attitude on a hard landing - the projected blast path of a ballistic parachute remains constant. It comes out of the same place on the aircraft whether it is on it's wheels or laying on it's side.
It is the determination of said path that leads to the establishment of the Danger - No Entry - No Work Zone.
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I agree, I think there was a mis-understanding here. I was talking about "cutting out" pilots and crews.
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