Brace position

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To assume a brace or crash position is an instruction that can be provided to prepare for an accident, such as on an airplane; instructions for 'get ready for impact!' or 'brace! clamp!' often given if the aircraft had to make an emergency landing over land or water.

Video Brace position

Jenis posisi brace

There are many different ways to adopt buffer positions, with many countries adopting their own version based on research conducted by their own aviation authorities or from other countries. There are similarities between all ampli fi er positions regardless of this variation.

Front facing seat

For passengers sitting in the front wearing only a lap belt, general recommendations for buffer positions include:

• Placing a head on, or as close to, the most likely surface to attack. (For example, a bulkhead or seat ahead.)
• Have a passenger who is leaning to a certain level to avoid landing a ship or submarine.
• Placing flat feet on the floor.

In Britain, the brace-for-impact position for front-facing passengers was optimized after the Kegworth air disaster in 1989. In that incident, the pilot announced "Preparing for an emergency landing" 10 seconds before the impact, and the resulting injury-of both who did and did not adopt the brace position - will then be studied. The British Civil Aviation Authority funded a combined medical engineering team, led by Nigel Rock of Hawtal Whiting Engineering Consultants and Prof. Angus Wallace of Nottingham University Hospital and assisted by Wg Cdr David Anton of the Royal Air Force Institute of Aviation Medicine. Crash data comes with medical information from the University of Nottingham and testing at the Institute of Aviation Medicine. The work used mathematical modeling derived from the automotive industry to analyze the human body in crash conditions. (See "Further reading" below.)

This work leads to the establishment of the International Council for Research into Aircraft Event Accidents (IBRACE ) on 21 November 2016.

The brace position assigned to airlines in the UK for passengers in front-facing seats is based on the extensive analytical work arising from Kegworth. This is very different from that in the United States and some other countries. Passengers should place their feet and knees along with their feet firmly on the floor (either flat or over the ball of their feet) and tucked behind the knee to prevent the shin and leg from being broken against the base of the seat in front. They should bend as far forward as possible, resting their heads in front of the seat if it is within reach and laying their hands behind their heads, with one hand on top of the other (not interlocked). Their elbows should then be brought. This prevents both lapping arms in the order of accidents and protecting the head from flying debris. The head should be well below the top of the chair as best as possible to prevent injury from overhead compartments that collapsed.

The brace procedure for front-facing seats in the United States is similar to that in the UK, but rather than putting a hand behind the head, passengers are advised to place them on a chair in front, one hand holding the other wrist and resting the head in the space between the arms. If the seat in front is not within reach then the passenger is advised to take their ankles or put their hands under their feet and take the opposite arm.

Jumpseats

The position of an aircraft crew holder is somewhat different due to the design of the spike of the aircraft. So far, there has been little research into the best buffer position for flight attendants, although airlines have adopted very similar positions to each other.

In the back-facing seats, officers should sit with their back and head firmly behind the jumpseat, their knees and legs together and slightly in front or behind the knee (depending on their respective flight procedures) - commonly referred to as "fingers toe to tail ". In Europe operators, the hands can be placed behind the head and hands one above the other and the elbows are brought to meet, being careful that the forearms do not cover the ears and limit the hearing. This position provides flight attendant protection to the faces of flying debris (as it will affect their elbows) but still gives them the ability to see the cabin and not dampen their orders. In the United States, the Federal Aviation Administration (FAA) does not recommend the placement of the hands behind the neck because their research shows such actions can cause unnecessary loading of the neck and spine during a collision. In contrast, US flight attendants are usually taught to sit in their hands, palms facing the ceiling, under their upper legs. Other variations include holding hands on the knee or using one arm to "embrace" the opposite arm.

For forward-facing jumpseats, the position is the same but with the legs behind the knee. Some airlines also require flight attendants to tuck their chins to their chests ("bow to captain") to reduce the chances of a whiplash injury.

There is also a third brace position for the flight attendant, and that is the "normal" brace position. It is adopted by officers for every take-off and landing; it gives them protection from sudden emergencies and allows them to adopt full buffer positions quickly if necessary. The only difference between a normal brace and a full brace position is that the officer will fold their hands on their stomach or paralyze them by placing their hands under their thighs with the palms up. This position is part of every review of sixty cabin crew - a technique adopted by airlines in which officers will discuss various factors in their head during take-off and landing sequences. Things like "how do I open my door?", "Where's the next closest exit?", "Am I on the ground or water?" and "what command will I shout" are just a few questions an officer will ask. The belief is that this mental review focuses the officer on the critical-security role they have during takeoff and landing and will result in faster decision-making and adaptation to the scenario.

The newer brace positions are being adopted by many US carriers where flight attendants are not sitting in their hands. Instead, they place their hands flat on their thighs. This new position is being adopted because in the event of an accident, sitting in the hand can cause injury and/or damage.

Baby

If carrying a baby in his lap, it is generally recommended that the above position should be adopted as best as possible, holding the child with one hand and using this to also protect the child's head. In the UK, children's laps are instructed to wear a baby seat belt which is a separate seat belt with a circle that connects the belt to the parents; However, in the United States, such belts are not permitted by FAA regulations. The FAA believes that such baby belts significantly increase the risk of injury to children. In the early era of commercial aviation, the recommended buffer position for children was on the floor against bulkheads; this has been altered due to lack of position protection. The safest position for the baby is in the flight safety seat of the flight certified child.

Maps Brace position

Instructions

Routine instructions

Many government aviation administrations or regulatory bodies require delineation of how to adopt brace positions on aircraft safety cards and in-flight safety demonstrations. An example is a 1993 decision by the Civil Aviation Authority of the United Kingdom (issued in Notice to 1993 Air Operator Certificate Holder) and CAO 020.11 (section 14.1.3) issued by the Australian Civil Aviation Safety Authority. FAA does not require this instruction on flights to, from, or in the United States.

The description of how to adopt a buffer position is not a basic standard established by the International Civil Aviation Organization.

Before the emergency landing

Cabin crew on passenger aircraft are integral to getting passengers to take positions. If time permits in an emerging emergency, cabin crew can give passengers a good idea on how to properly adopt buffer positions. Cabin crew are also trained to recognize emergency situations where impacts may occur (for example, flight attendants feel that take-off is not working as usual). Immediately prior to an emergency landing, the flight deck usually provides pre-arranged signals (such as "Brace for impact" or "Cabin crew and passenger, brace brace." On top of the public announcement system or flash seat belt signs tighten several times) where the cabin crew shout orders to the passengers and repeat until the plane has landed safely on the ground. Each airline has their own command; examples include

• "Slouch! Stay down!"
• "Prepare for a collision! Prepare for an emergency landing, get ready for an emergency landing! Keep your head down! Stay down!"
• "Brace!" (Repeated until the plane lands.)
• "Brace! Brace! Stay down!"
• "Brace, brace! Looking down, grab your ankle!" â € <â € <
• "Brace! Brace! Brace! Get down! Stay down!"
• "Lower your head, come down!"
• "Down, take your ankle, stay underneath."
• "Lose legs back! Lose legs back!"
• "Down! Stay down!"
• "Submit! BÃÆ'¶j ner!" (Airlines in Scandinavian countries repeat Bend down-phrase in Scandinavian language, alternating between two languages.)

Cabin crew repeatedly shouted instructions aloud until the plane suddenly stopped or they received an "evacuation" order. The above orders differ according to whether passengers have been told what to do when they hear the buffer command or not. Typically, the command "Brace, brace" is provided only when passengers have been notified of the emergency landing. Otherwise, the command usually refers to a specific indication of how to take a buffer position (head down, keep it down, etc.).

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Myth

There are myths surrounding the use of brace procedures. One is that adopting a brace posture is only useful for maintaining the integrity of a tooth for identification after an accident; Another myth is that positions are designed to increase the likelihood of death to reduce the medical costs paid for insurance. These myths have been disproved with evidence that buffer positions "do work to protect life in air disasters."

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Successful use

In cases where brace procedures have been adopted, injuries are reduced and lives are saved. In one accident, sixteen passengers fell asleep on a twin-engine plane that nearly collided with trees. A passenger awakens, gets ready, and the only survivor. When Scandinavian Airlines Flight 751 crashed in 1991, all passengers on board survived; The "significant factor" for this result is the universal adoption of passengers from the brace position. During an emergency landing "Miracle on the Hudson" Flight US Airways 1549 in 2009, the pilot warned "Brace for Impact" and the stewardess shouted, "Brace! Brace! Down below!" All 155 people in it survived without life-threatening injuries. In a press interview, one of the surviving crew members of LaMia Flight 2933 said that he survived because he followed an emergency protocol by putting a suitcase between his legs and sitting in a brace position.

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Note

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Further reading

• Structure of HW: Rock N, Haidar R CAA Paper 90012 Modeling occupants in crash conditions : Civil Aviation Authority, 1990, ISBN 0-86039-445-X.
• White BD, Firth JL, Rowles JM. "The effect of brace position on injury suffered in the M1 Boeing 737/400 disaster, January 1989". Study Group NLDB. Aviat Space Environ Med. 1993 February; 64 (2): 103-9.
• Hawtal Whiting Technology Group: Rock N, Haidar R, CAA Paper 95004 A study of aircraft passenger support positions for impact : Civil Aviation Authority, 1995, ISBN 0-86039-620-7.
• Brownson P, Wallace WA, Anton DJ. "A modified crash brace position for aircraft passengers." Aviat Space Environ Med. October 1998, 69 (10): 975-8.

Source of the article : Wikipedia