Page 44 - July 2015 Issue
P. 44
but such is the nature of most scientiic research, you don’t go into it for the money goes to fund future research
developments and not simply to line our pockets. The other beneit is that it opens up a lot of additional sources
of funding such as grants and donations that are needed to expand our operations.
My main responsibility is look at cases and assessing how injuries were inlicted in detail. While it may seem
obvious to people what causes injuries in an aircraft crash- lying into the ground or trees or whatever- it is more
complex than that. If you can trace back a particular injury to a structure in the cockpit or a speciic failure or
collapse, then you can advocate for improvements of designs. Such indings are not uncommon especially with
regards to seats and restraints such as seat belts which often fail in crashes that could have been otherwise been
survivable. I answer questions on these matters for families and friends of crash victims, crash survivors and-
on occasion- medicolegal authorities.
Another aspect of my job is doing my best to educate pilots on the realities of safety and crash survivability. I
have written a few articles over the years for aviation magazines and newsletters over the years. I also get to
help journalists out with their articles regarding aircraft crashes and aviation safety in general. It is a fun but
sometimes frustrating part of the job depending on how the journalist approaches the topic.
I was also just invited to be a guest contributor to one of the major aviation blogs.
EIJ: What types of obstacles have you experienced during your research on occupant protection and
survivability?
Stephen Richey: The issue is simply that the design criteria for such things are slow to change because of
antiquated ideas about what sorts of forces persons can survive. I always ind it funny that some of the most
staunch critics turn out to be fans of automobile racing. This is because they regularly see people get out of a
crash at speeds far greater and in relatively much shorter distances than what you see in small aircraft crashes-
which are the vast majority of cases- and wave to the crowd. Yet, when you for increased crash survivability in
those aircraft and they look you like you are crazy because it seems obvious (to them) that there’s nothing that
can be done.
EIJ: Do you current hold any certiications?
Stephen Richey: Previously, I was an EMT-Intermediate and respiratory therapist but those credentials have
since lapsed. So far as forensics is concerned, there are no credentials in the specialty I currently work in so my
goal is eventually to obtain board certiication/diplomat status as a forensic anthropologist once my graduate
studies are completed.
EIJ: You are currently the Executive Director and Senior Researcher at Kolibri Aviation Safety and Sur-
vivability Research please tell me about this position. What are your roles and responsibilities?
Stephen Richey: It basically involves dealing with the general business management responsibilities as we
move forward with the non-proit status. The amount of paperwork is simply unbelievable.
EIJ: Vireo LSA is a project that started August 2011; please tell us about this project and if it is still ac-
tive.
Stephen Richey: The Vireo project was the idea of applying what we and others have learned about crash sur-
vivability to the design of a two-seat light aircraft. The project was suspended in favor of the Praetorian project
back in 2013.
44
developments and not simply to line our pockets. The other beneit is that it opens up a lot of additional sources
of funding such as grants and donations that are needed to expand our operations.
My main responsibility is look at cases and assessing how injuries were inlicted in detail. While it may seem
obvious to people what causes injuries in an aircraft crash- lying into the ground or trees or whatever- it is more
complex than that. If you can trace back a particular injury to a structure in the cockpit or a speciic failure or
collapse, then you can advocate for improvements of designs. Such indings are not uncommon especially with
regards to seats and restraints such as seat belts which often fail in crashes that could have been otherwise been
survivable. I answer questions on these matters for families and friends of crash victims, crash survivors and-
on occasion- medicolegal authorities.
Another aspect of my job is doing my best to educate pilots on the realities of safety and crash survivability. I
have written a few articles over the years for aviation magazines and newsletters over the years. I also get to
help journalists out with their articles regarding aircraft crashes and aviation safety in general. It is a fun but
sometimes frustrating part of the job depending on how the journalist approaches the topic.
I was also just invited to be a guest contributor to one of the major aviation blogs.
EIJ: What types of obstacles have you experienced during your research on occupant protection and
survivability?
Stephen Richey: The issue is simply that the design criteria for such things are slow to change because of
antiquated ideas about what sorts of forces persons can survive. I always ind it funny that some of the most
staunch critics turn out to be fans of automobile racing. This is because they regularly see people get out of a
crash at speeds far greater and in relatively much shorter distances than what you see in small aircraft crashes-
which are the vast majority of cases- and wave to the crowd. Yet, when you for increased crash survivability in
those aircraft and they look you like you are crazy because it seems obvious (to them) that there’s nothing that
can be done.
EIJ: Do you current hold any certiications?
Stephen Richey: Previously, I was an EMT-Intermediate and respiratory therapist but those credentials have
since lapsed. So far as forensics is concerned, there are no credentials in the specialty I currently work in so my
goal is eventually to obtain board certiication/diplomat status as a forensic anthropologist once my graduate
studies are completed.
EIJ: You are currently the Executive Director and Senior Researcher at Kolibri Aviation Safety and Sur-
vivability Research please tell me about this position. What are your roles and responsibilities?
Stephen Richey: It basically involves dealing with the general business management responsibilities as we
move forward with the non-proit status. The amount of paperwork is simply unbelievable.
EIJ: Vireo LSA is a project that started August 2011; please tell us about this project and if it is still ac-
tive.
Stephen Richey: The Vireo project was the idea of applying what we and others have learned about crash sur-
vivability to the design of a two-seat light aircraft. The project was suspended in favor of the Praetorian project
back in 2013.
44
