Head and Neck Haters...Watch This

Simon T. said:
Yeah but do you see that wreck or a heavy frontal impact more on any given race weekend? I'd bet you're far more likely to experience a nice front bang than a massive rollover.
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I see more rollovers (easy or hard) than heavy front end impacts. Over 13 years of road racing... Doesn't need to be a 'bad' rollover - that device would have trapped him in the car after any rollover.
 
downingracing said:
I see more rollovers (easy or hard) than heavy front end impacts. Over 13 years of road racing... Doesn't need to be a 'bad' rollover - that device would have trapped him in the car after any rollover.
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Then maybe it's the track, but attending 20+ days of track use a year at Road Atlanta I've seen far more heavy frontal impacts where you may want a H&N than rollovers where it may trap you.
 
It's a little late for substantive arguments about the merits of various H&N designs, guys. Y'all (collectively) missed that boat.

K
 
Knestis said:
It's a little late for substantive arguments about the merits of various H&N designs, guys. Y'all (collectively) missed that boat.

K
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What?!?! Too late??? It's not too late until we say it is! Was it too late when the Germans bombed Pearl Harbor?
 
<sigh>

80 on track, likely 50 at impact
1.5 feet to 0 is ridiculous (0.013sec at 80)

let's make a table of "gees" vs decel time

dv = 50mi/hr * 5280ft/mi * 12 in/ft /((39.37 in/m)*3600sec/hr)= 22m/sec

accel = dv/dt
1g = 9.81 m/sec^2

decel
time , gees

0.05sec , 44g
0.10sec , 22g
0.20sec , 11g
0.40sec , 5g

my guess? at the average speed of (50-0)/2= 25mph = 36.6 ft/sec it would take
0.1 sec to move 3.66 feet, which considering the crush zone and the deflection
of the concrete barrier, seems reasonable

I'd say 22g +/- 11g (nowhere near 160g)



Early experiments showed that untrained humans were able to tolerate 17 g eyeballs-in (compared to 12 g eyeballs-out)
for several minutes without loss of consciousness or apparent long-term harm.[14] The record for peak experimental horizontal g-force
tolerance is held by acceleration pioneer John Stapp, in a series of rocket sled deceleration experiments culminating in a late 1954
test in which he was stopped in a little over a second from a land speed of Mach 0.9. He survived a peak "eyeballs-out" force of 46.2
times the force of gravity, and more than 25 g for 1.1 sec, proving that the human body is capable of this. Stapp lived another 45
years to age 89, but suffered lifelong damage to his vision from this last test.[15]

.
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lawtonglenn;330744 I'd say 22g +/- 11g (nowhere near 160g) [/quote said:
But he was driving flatout and was seventh!
Early experiments showed that untrained humans were able to tolerate 17 g eyeballs-in (compared to 12 g eyeballs-out)
for several minutes without loss of consciousness or apparent long-term harm.[14] The record for peak experimental horizontal g-force
tolerance is held by acceleration pioneer John Stapp, in a series of rocket sled deceleration experiments culminating in a late 1954
test in which he was stopped in a little over a second from a land speed of Mach 0.9. He survived a peak "eyeballs-out" force of 46.2
times the force of gravity, and more than 25 g for 1.1 sec, proving that the human body is capable of this. Stapp lived another 45
years to age 89, but suffered lifelong damage to his vision from this last test.[15]

.
.
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Don't forget David Purley...
He returned to Formula One in 1977 with his own LEC chassis designed by Mike Pilbeam and run by Mike Earle. It was this car in which he suffered serious injuries in an accident during pre-qualifying for that year's British Grand Prix. He survived an estimated 179.8g when he decelerated from 173 km/h (108 mph) to 0 in a distance of 66 cm (26 inches) after his throttle got stuck wide open and he hit a wall.[3] For many years, this was thought to be the highest g-force ever survived by a human being.[3] He suffered multiple fractures to his legs, pelvis and ribs.
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lawtonglenn said:
:happy204: one of my favorites!


http://www.youtube.com/watch?v=Zyr6VDaaWJE
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I've seen this several times and continue chuckling... ...I enjoy it even more now that I see my car (red Scirocco, then owned by Tim Meyer) makes an appearance at the 3:21 mark.

I think I'll be handing over my H&R ransom to purchase the Safety Solutions Hybrid Pro Rage Restraint because it has side-impact tethers, low neck profile and torso straps...
 
tom_sprecher said:
Me neither since I have decided to quit racing instead. It wasn't the H&N requirement alone, but it was another straw that eventually broke the camel's back.
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I never like seeing comments like this.
SCCA seems to have too many straws as of late.
 
tom_sprecher said:
Me neither since I have decided to quit racing instead. It wasn't the H&N requirement alone, but it was another straw that eventually broke the camel's back.
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That's why I went over to CHUMP. One class... basically no real rules other than to keep costs "down" and currently NO HNR rule other than you gotta have something. Belts get 4 years from manufacture date. You should find a team Tom. Guaranteed to have fun racing again ;)
 
I'm pretty much in Tom's boat as well. But I can still go solo untill the powers that be mandate H&N devices in auto-x.



Russ
 
Come do hillclimbs and Time Trials. No H&N requirement, 5 year belts... Heck, you can even run just a bar in some cars (though I'm not fond of that...). I can also tell you that if you have a competitive road race car in the northeast, you will be in great shape car-prep-wise at Time Trials. Most of our competitors are not at the car preparation limits...
 
COMSCC is a great club (non-SCCA) located in the northeast which I began running HPDE/TTs with back in 2005. They run at Mosport, Mont Tremblant (not every year though), NJMP, NHMS, WGI and a few others including Summit... http://www.comscc.org/. Another good HPDE club woud be PDA (NASA) and BMWCCA (I typically run with Patroon)
 
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Given some info on LRP, I would say that they are going to be "marketing" to get alot more clubs there for track days this year.
 
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