Fraid not Jessie...Blackhawk (and Seahawk, for that matter) don't have pressurised fuel systems...all suction up to the fuel pump...but no pressure within the fuel cells.

As Jesie mentioned, most helicopters 'shut themselves down' in spectacular fashion when they crash...if its still in one piece aircrew will normally shutdown and self extract.

HP

The few things I remember from a First Aid training I received quite a long time ago are fairly simple and apply to any kind of accident:
1- Protect the area, the people who might be around the scene, any traffic (especially in urban area), hot cables and stuff that might make things worse.
2- Alert the Emergency crews: have a look at the "victims" (are they conscious/unconscious, responsive/non-responsive, injuries...), taking all the necessary precautions (any rotating blades, fuel leak etc.), to inform the medics BEFORE step 3.
3- Rescue: the bottomline here is to not overestimate your skills, if you've been trained to do anything then do it but if not, don't make (again) things worse by releasing a pilot with a 1000 pieces broken leg for example, the qualified people will do it properly.
Basically the idea is to secure the scene to wait for the rescue team.
As a helo pilot, I would be very cautious as to intervene on the chopper, even if I knew how to fly it. A crash situation is a completely different than just starting/flying/shutting down the thing...
My 2 cents...

I wouldn't lose too much sleep over this one, the chances of you being at the scene of a crash, alone, on the day are millions to one!! Use your time to learn first aid generally, much more chance of a 'hero moment'.

The crashes I have been around were simple to confront....notify the Fire Brigade about the brush fire and suggest they notify the Coroner, Cops, and Aviation authority or comparable sources of assistance.

At the Raleigh NC airport years ago, a DC-9 over ran a C-172 on approach. The 172 got hung up in the landing gear of the 9....until the Wind Sock....the right wing sheared off the 172 and it did a vertical dive into the ground at about 150 knots. One big puff of flame and smoke and it was all over. Hovered over to the crash and checked the two occupants and confirmed the worst. Then took off and did an inflight check of the airliner and reported all looked well except for a fair sized hole in the belly and side where the 172 prop did some digging. The 9 landed safely.

Many years ago....watched a Chinook go inverted at 300 feet and crash with a slingload of howitzer ammo. No need hurrying to that one either.

Watched a mid-air between an Air Force FAC and a Cobra....Cobra went straight in from 1500 feet and the Air Force crew ejected.

helopat, jr51xx- I do realise how the Black Hawk fuel system works (I'm a Black HawK Tech instructor) but what I was trying to saying is that the break away valves and the fuel vents did their job properly and during the recovery when the fuel cap was opened, the tank was pressurised due to temperature expansion in a sealed enviroment. I hope that clears it up.

The amazing thing about suction fuel systems is how easy it is to make them - just demand from the engine manufacturer that the engine pump be powerful enough to lift the fuel without a boost pump. Every Sikorsky model from the 1970's on has had suction fuel, and with great success. The S-70's, S76's, and S92 are all the same that way, and the effect on post crash safety is quite terrific. I do not know why no other manufacturer has chosen to make suction fuel systems standard!

Check there is no chance of fire, strap myself in the Pax seat,hold my neck with a painfull expression on my face and wait for the para medics.

Then call one of the numbers on the telly that ask "have you had an accident"?, retire and enjoy myself!