Safety of car recovery (and trucks on circuits)

[SectorOne]

In this scenario could a 60kph limit allow tyre temps to reduce so much the ride height lowers a lot causing the car to aquaplane easier with the plank in the water until the temps come back up?

I´m not sure about the effects the temps will have on the car aquaplaning but i can definitely see the tires cooling off too much but i´m sure you can just shorten the slow zone to have negligible effect on the tires.

A higher nose would've made contact with the crane and then sent him up in a skyward trajectory (Less chance of a direct blow to the head) or it would've completely dissipated the energy in the same fashion as a tyre wall or an FIA head on impact test.

A higher nose would have went under the tow truck in exactly the same way a low nose did.
The noses would have to have been higher then the drivers helmet to stop any accident like this.

[Ali F1]

Applying a yellow flag speed limit would change all of this. It seems fairly popular and it makes the most sense.

[Ali F1]

A higher nose would've made contact with the crane and then sent him up in a skyward trajectory (Less chance of a direct blow to the head) or it would've completely dissipated the energy in the same fashion as a tyre wall or an FIA head on impact test.

A higher nose would have went under the tow truck in exactly the same way a low nose did.
The noses would have to have been higher then the drivers helmet to stop any accident like this.[/quote]




Have another look at the ground clearance at the rear of the crane and have a look at the height of the pre-2014 noses.
If the tip of the nose hits above a 10 ton+ crane, the car will never go underneath.

[ppj13]

Even amateur go carts have an enforced speed reduction which can be applied selectively!

FIA sends each car's ECU a signal "Double Yellow" whenever they enter a dangerous area (which is known due to gps feed). So far, it is done already. The car uses that signal to flash a yellow led. All the FIA should do in addition to that is to change the rulebook:

The ecu should then deny power over a predefined speed (say, 60kph) and the ers should safely brake the car down to that speed. For maximum safety, the yellow flag area should be extended some corners before the accident, and if they choose wisely, they may use a slow corner apex to initiate the yellow flag area, so no funny braking points are needed.

Then, after the accident area, cars would be free to go, which would greatly reduce the risk of cold tires and end of queue hits that SC bring. (along with the race time loss due to the long time it takes to deploy and restart)

FIA didn't do it already because crashing under yellows is now 100% driver's fault, but if the system fails it would be FIA's fault and they don't want that pressure (I wouldn't either).

[ppj13]

It will require a little bit of training, so that the drivers do not look down at the dash when the power is cut. Apart from that, it would be a safe and fair solution, IMHO.

[SectorOne]

Have another look at the ground clearance at the rear of the crane and have a look at the height of the pre-2014 noses.
If the tip of the nose hits above a 10 ton+ crane, the car will never go underneath.

Or you can just look at the simple fact that the drivers head has always been higher then the nose.
So when Bianchi got his skull somewhat crushed there´s no nose, whether high or low that could stop that.

The video that has now surfaced, (posted in the race thread) proves my point.

[CBeck113]

That is a Caterpillar 910G Wheel Loader, which is a special model for Japan if I remember correctly. Ground clearance is around 380mm at the axle, so I imagine that the inclined rear bumper is over 500mm - no high nose would have helped here.

[CBeck113]

Just saw this link in the race thread, someone filmed the accident - very graphic, so be warned:
https://www.youtube.com/watch?v=ASnqrbMtnos

Basically he hit the wheel loader at an angle, which allowed his head to hit the bumper/counter weight with almost no deceleration. His helmut reaches the knick of the bumper, which with HANS and the cockpit design may have kept him from dying on impact. Uggh, I hope he makes it...

[Shrieker]

I hope you saved that vid. Already taken down.

[Shrieker]

It crashed how? What are you talking about, he plowed straight ahead.

Sorry, some people said yesterday that he went in rear first, but the ones who watched the vid that surfaced today say it was head on. So you're right.

[Italiano]

Looking at the nose cone damage, front suspension damage and final resting position of the car, Bianchi has had a head on high speed impact with the crane.

I've seen a lot of people quoting that he left the circuit at 200km/h , and the only way he's lost that amount of velocity is clear to see. The roll hoop, bulkhead area underneath the hoop, and the Power Unit has absorbed all of the impact, which is why it has been completely sheared off. Unfortunately Jules' head was also in that region, and it seems as though he has taken the initial impact with the crane.
The low noses of 2014 are a major factor here.

Would you rather flip and walk away (Like Webber has done in many categories) or would you rather submarine in a freak accident and never race again? (I hope to God that Jules fully recovers very soon)

A higher nose would've made contact with the crane and then sent him up in a skyward trajectory (Less chance of a direct blow to the head) or it would've completely dissipated the energy in the same fashion as a tyre wall or an FIA head on impact test.

Look at the height of the tractors arse and how high an F1 nose is. A passenger car can slip underneath that JCB and you come here with a kneejerk armchair-special observation that the nose is at fault. =D>

It crashed how? What are you talking about, he plowed straight ahead.

Sorry, some people said yesterday that he went in rear first, but the ones who watched the vid that surfaced today say it was head on. So you're right.

No problem, mate.

EDIT: Found a poor screenshot of the removed video, but it'll have to do for now.

[Italiano]

So... the video is avaliable to download. Quite nasty. Very nasty. I'm not going to upload it anywhere else, especially not YT.

https://mega.co.nz/#!oMsGRApQ!sm5Ae8tXn ... tkfd_KW0aM

[BTS]

SC deployment can sometime be too slow. If SC need 2 minutes to reach the danger zone, a large part of the field are still exposed.
As mentioned before, a "race control" activated speed limit on a sector could be a solution. Drivers would be made aware by information on the dash for safety. This speed limit would only apply to that sector, making sure that all cars pass this speed limited section the same amount of time. The technology is there so it shouldn't be too difficult to implement.

[Tim.Wright]

Flags are relevant to the section of track AFTER the marshall post. You see the flags go from yellow to green as the tractor goes past the level of the marshall post. The preceding flag posts would have undoubtedly still been yellow.

[siskue2005]

F1 closed cockpits easy to implement - Smedley
Formula 1's governing body the FIA has conducted experiments with cockpit canopies (pictured, below) and Smedley said it would be a simple process for the sport to introduce them.

"From a technical point of view it's something very easy to implement," Smedley said.

"It's something that we've looked at in lots of the technical working group meetings and we've been back and forwards.
http://www.autosport.com/news/report.php/id/116193