Halifax Regional Fire and Emergency Handbook
OG 4024 Supplemental Restraint Systems
Issued By: TRAINING
Date of Issue: 2000/03/06
BACKGROUND:
Motor vehicle safety technology has advanced significantly over the past decade (1990's), and will continue in the future. Vehicle safety systems and technology in past years have been driven by Governmental agencies in the form of regulatory requirements. Today the “Driving Public” is demanding safer vehicles, for which they are willing to pay. This concern for safety has created new marketing avenues for vehicle manufacturers. We can expect that technological change in vehicle design and safety systems will advance rapidly in the future. Changes in vehicle design and the introduction of supplemental restraint systems represent a significant challenge for rescue personnel responding to Motor Vehicle Accidents.
The guideline for Motor Vehicle Accident Response (O.G. 4006) should be followed in conjunction with this Operating Guideline.
PURPOSE:
To establish safety guidelines for rescue personnel working on, or near vehicles equipped with supplemental restraint systems (primarily Airbags). The same systems which are designed to protect vehicle occupants can represent serious safety concerns for rescue personnel.
OBJECTIVE:
The intent of this guideline is to establish procedures that will allow us to perform our job tasks in the safest possible manner while operating with vehicles equipped with Supplemental Restraint Systems.
SCOPE:
This operating guideline applies to career and volunteer members of Halifax Regional Fire & Emergency.
PROCEDURE:
When a frontal, near-frontal, or side-impact crash occurs at speeds comparable to a 10 to
14 mile per hour (16 to 23 kph) frontal crash into a solid wall, the Vehicle Airbags will deploy the entire inflation process takes place in less than 1/10 of a second. The bag will inflate with sufficient force to cause potential injury to rescue personnel operating within the Airbag deployment path or strike zone. This can become a safety concern when working on vehicles with undeployed Airbags.
Incidents with “Deployed” Airbags:
Deployed Airbags are not dangerous; however they do produce a dust. The chemical reaction that fills the Airbag primarily produces Nitrogen gas, but it does contain small quantities of Sodium Oxide. Normally no more than ½ ounce of sodium oxide is released into the bag, some of which finds its way into the passenger compartment as the bag deflates. This sodium oxide almost immediately combines with available moisture in the air to produce Sodium Hydroxide which is a white caustic powder. Eventually it combines with Carbon Dioxide in the air to form relatively harmless Sodium Bicarbonate (Baking Soda).
When an Airbag has been deployed there will be times when a quantity of white dust will be found on the bag, the front of the patient, or on the floor of the vehicle. This dust is predominatelycorn starch or talcum powder which keeps the bag from sticking together while stored in its normal undeployed position. During deployment this powder acts as a lubricant as the bag deploys. A small quantity of Sodium Hydroxide may well be mixed with the dust which may produce some discomfort, such as minor irritation to mucus membranes or exposed skin. This can be prevented by:
• Wearing gloves and eye protection.
• Keeping the dust away from the patient’s eyes or wounds.
• Washing any areas that have been exposed to the dust.
Occupant Injuries Check the S.C.E.N.E.
Prior to the introduction of Supplemental Restraint Systems, seriously injured occupants involved in crashes usually displayed visible injuries such as bleeding, facial lacerations, abrasions, bruises, or broken bones which were obvious to rescue personnel. With the introduction of these safety systems the vehicle occupants may not show visible signs of injury, but may still need medical attention for internal injuries. To provide the highest level of patient care we must look beyond the obvious and gather more information about the mechanism of injury.
This can be accomplished by using S.C.E.N.E.
Steering wheel deformation, lift the Airbag and look for a bent steering wheel rim.
Close proximity to the steering wheel, drivers of small stature or large girth sitting close to the steering wheel have a greater risk of internal injury.
Energy of the crash, twenty or more inches of vehicle crush indicate high crash forces that can cause serious internal injuries.
Nonuse of seat belts, the non-use of a lap or lap/shoulder belt can result in the occupants receiving multiple impacts, increasing the risk of internal injury.
Eye witness reports, verbal reports from the patient, bystanders, or other drivers can help indicate the probability, and type of internal trauma. Be sure to relay all pertinent information gathered at the scene to ambulance personnel.
Un-Deployed Airbags:
Although the risk of having an undeployed Airbag activate during a rescue operation is low, there have been documented incidents where rescue personnel have been injured by accidental Airbag deployment. However, this should not stop or delay patient care at an accident scene. By observing proper procedures the risk of further injury to the patient or potential injury to rescue personnel can be reduced to acceptable levels.
The most important consideration while working on a vehicle with an undeployed Airbag is to keep yourself out of the potential deployment path or strike zone. Observing the “51020 Rule “will ensure that rescue personnel are not operating within the Airbag deployment path or strike zone, should the Airbag accidentally deploy during rescue operations.
Do not work within 5 inches of a side impact Airbag
Do not work within 10 inches of a driver’s side Airbag
Do not work within 20 inches of a passenger’s side Airbag
Further injury to the patient can be avoided by moving the patient out of the potential deployment path. This can be accomplished by repositioning the seats. If the vehicle is equipped with power seats, make sure the seats are repositioned before disarming the battery. Should the vehicle be equipped with a tilt wheel, the wheel should be tilted upward to further displace the patient from the deployment path. Do not place personnel, tools or equipment between the patient and the undeployed Airbag.
AIRBAG IDENTIFICATION:
Presently no standardized supplemental restraint identification system exists. Supplemental restraint system identification indicators will vary by manufacturer as well as make and model. Most vehicle manufacturers use abbreviations to indicate these systems;
Protection System ID’s
SIR Supplemental Inflatable Restraint
SRS Supplemental Restraint System
ACRS Air Cushion Restraint System
SIPS Side Impact Protection System
ITS Inflatable Tubular Structure
KAS Knee Airbag System
ETR Emergency Tensioning Retractors
IC Inflatable Curtain
HPS Head Protection System
ROPS Roll Over Protection System
ETR Emergency Tensioning Retractors
Identification Locations:
• Steering wheel horn button area (Driver’s front Airbag systems).
• Front dash near the glove compartment (Passenger front Airbag system).
• Dash below the driver’s knees (Kia’s Knee Airbag).
• In armrest area of front or rear door panels (Door-mounted side-impact Airbags).
• Outer edges of front or rear seats (seat-mounted side-impact Airbags).
• Top of A-pillar (BMW’s head protection system side-impact Airbags).
• B-Pillar (good location for factory installed adhesive Airbag advisory labels).
• C-Pillar (Audi’s side-impact Airbag system in rear seats).
• VIN Plate along the Driver’s side of the dash at the windshield (frontal and side-impact Airbag systems).
Scanning the Vehicle:
The process of scanning for Airbag ID’s allows the rescuer to follow a systematic method of looking for and locating Airbag ID’s as well as the individual Airbags themselves. Airbag scanning begins after it is determined that it is safe to work around, touch and enter the involved vehicle. As you quickly scan the vehicle to determine if Airbags are present, note the location and status of each Airbag as it is pinpointed. Observing the “5-10-20 rule” should protect rescuers from accidental deployments.
Disarming the Battery:
Disconnecting the battery in Airbag equipped vehicles should be a priority. Immediately turn the ignition key to the off position. To disconnect the battery, remove the negative cable first. If the cable must be cut, it should be cut twice so that the exposed end of the cable does not return to its original position and reconnect the circuit. Battery disconnection can be verified by operating the headlights. Do not operate the ignition as a means of checking for power. On late model vehicles accessing the battery may become challenging as several manufacturers are now locating the batteries in hidden locations. Some of the more common locations are: in the trunk area, under the left or right rear seat, hidden in the left or right wheel well area. Many of the manufactures that are still locating the battery in the engine compartment are now placing other components on top of them such as windshield washer containers etc. Keep in mind that the vehicle may also have dual batteries, especially vehicles powered by diesel engines. Disarming the battery in modern vehicles can be a challenge in itself.
Airbag Deactivation Times:
Airbag control modules contain capacitors that store energy for a period of time even after the battery has been disconnected. Once the battery has been disconnected the capacitors will begin to drain down and subsequently be deactivated once all power has drained. Deactivation times will vary from a couple of seconds to as high as 30 minutes in some models. Patient care should not be withheld while waiting for the system to deactivate. Because of this broad range in deactivation time, we must treat all Airbags as being “LIVE” or armed at all times. Even when these systems have been deactivated, static electricity contains more than enough energy to activate the system, as they only require 1-2 volts of electrical energy to activate. Observing the “5-10-20 rule” should protect rescuers from accidental deployments.
Note: Volvo has side-impact Airbags located in both front seats that are independent of each other and the frontal Airbag system. Each Volvo side-impact Airbag is a self-contained mechanical, nonelectric system. The Volvo mechanical Airbag system can be disarmed by cutting the black ribbed cable that runs from the sensor unit to the airbag. It can be reached between the bottom and back cushions of the seat. “ONLY VOLVO” has authorized rescue personnel to cut Airbag wiring in their seat-mounted Airbags. All other manufacturers warn against cutting or applying pressure to an Airbag system or its wiring components.
Roll Over Protection Systems (ROPS):
Presently there are three manufacturers using automatic Roll Bars, BMW, Volvo and Mercedes. These systems are primarily used on convertible models, and are designed to deploy when sensor detects that the vehicles wheels are off of the ground or when it detects certain Lateral G forces. There are two types of automatic Roll Bars presently in use, one is a pop-up style, while the other is a flip up style. The popup model is mounted behind the occupant seat, while the flip-up model looks much like a conventional flat roll bar and rotates upward from the rear deck toward the front of the vehicle. Unlike a fixed roll bar, automatic roll bars are somewhat concealed, once activated they will rise up to their travel limit in less than three tenths of a second. Once deployed they are locked into place and must be manually reset. They can be identified by the letters “RPS or ROPS”. Like any supplemental restraint system the control module contains capacitors and may remain armed for a period of time after the battery has been disconnected. Some automatic roll bar systems have a manual switch on the dash that will deploy the roll bar in a slow controlled manner. If you encounter a vehicle with an undeployed automatic roll bar you should deploy it using the switch, if so equipped, on the dash before the battery is disconnected. This will alleviate any future concern of the roll bar deploying uncontrollably during rescue operations. If you cannot deploy the automatic roll bar, all personnel should stay out of the roll bar’s potential deployment path.
Emergency Tensioning Retractors:
The ETR system (also called a seatbelt pre-tensioner) is designed to remove the slack in a Lap/Shoulder belt combination during frontal impacts. The benefit is a reduction in blunt trauma injuries caused by the seatbelt, and to reduce the impact force of the front Airbag. In side impact collisions this system will not deploy. Some of these systems are operated by a loaded spring and others are operated by a pyrotechnic charge. The sensors for these systems are usually mounted inside the B-Pillar or between the front seats. The greatest concern when faced with an undeployed ETR would be the chance of having an accidental deployment while the patient was still wearing the seat belt. If the system deployed it may cause additional injury to the patient. To avoid the potential for additional injury to the patient, you should release or cut the seat belt. Caution should also be used when cutting or displacing material in or near the sensor locations. Removing the plastic covering on the B-Pillar will greatly aid in determining were to make a B-Pillar cut. Observing the “5-10-20 rule” should protect rescuers from accidental deployments.
Important Points to Remember:
• Deployed Airbags are not dangerous.
• Undeployed Airbags can be dangerous and proper precautions should be taken.
• Deactivate all sources of electricity as soon as possible.
• Scan the vehicle for supplemental restraint and automatic roll bar systems.
• Patient care should not be withheld when undeployed Airbags are identified.
• Practice the safe distance rule of “5-10-20" inches from all undeployed Airbags.
• Avoid Airbag sensor locations whenever possible.
• Maintain a safe distance from undeployed automatic roll bars.
• Use personal protective equipment and universal precautions as required.
• Immediately remove or cut the seat belt if a seat belt pre-tensioner exists.
• Check the S.C.E.N.E. for evidence of possible internal injury to the patient.
• Do not place personnel, tools, or equipment between the Airbag and patient.
• Arranging visits to local auto dealerships will help personnel become more familiar with the latest technological advancements, and the complications associated with each.
RELATED POLICIES/ OPERATING GUIDELINES:
• OG 4006 Motor Vehicle Collision
• P-404 Lock out of Motor Vehicles
OPERATING GUIDELINE REVIEW:
This operating guideline shall be reviewed when/if there are changes/amendments to the supplement restraint system.