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The Violent World Of Motorsport Crashes | The Ultimates | On The Move

Mar 25, 2024
In

motorsport

s, the glory of winning masks a risk that all competitors accept. You would be fooling yourself if you thought you were going to compete, but you weren't going to have an accident. These accidents are extraordinary and sometimes push the human body to the limit. with fatal consequences because you are having aerial action, you are not just a car, it is actually like jumping from a train in the city, I would say if you tried to replicate that experience at home, welcome to the

violent

world

of the most extreme racing accidents in In a highway accident a driver will experience a 30g force on their body this sudden deceleration can have devastating consequences even at low speeds 50 of all fatal accidents have a delta v below 30 miles per hour but in racing collisions The G-force driver experience is now in the hundreds.
the violent world of motorsport crashes the ultimates on the move
I crashed head-on into the wall at about 210 miles per hour and I mean, I literally never lifted the throttle, I just went down, you know, when you're flying through the air. at 130 140 miles per hour that's not very satisfying, you know, you know it's not going to be pretty when you land and yet today 99 times out of 100 the racers will walk away with only minor injuries. I didn't have a headache. I Didn't Fain I Didn't Do Anything This program examines the pivotal accidents that shook the

motorsport

world

and shocked the viewing public. It will investigate the accidents themselves and explore the consequences and victims to survive in the post- four years in which the dynamics of an accident were not understood in each season, one in seven drivers lost their lives due to the latest events that today keep racing alive, but of all the disasters one had the most profound effect captured live on television, this single accident shook the racing fraternity to its core, its consequences causing radical modifications to race tracks around the world to stopping the cars the san marino grand prix on may 1, 1994 was a black day in the history of motorsport, well, formula 1 had gone 12 years without a fatality of any kind and there had not been a big name that died in Formula One for many years, there was a whole generation of Formula One drivers who had grown up and gone through school formulas and into Formula One without even considering death as a factor.
the violent world of motorsport crashes the ultimates on the move

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the violent world of motorsport crashes the ultimates on the move...

The racing community almost believed they had managed to control the effects of an impact, but they were wrong. This accident reminded them of the fatal nature of their business and took the life of the protagonist of Formula One. Ayrton Senna was a guy who couldn't die in a racing car. He was too good. He was the Mozart of Formula One drivers. He was meticulous. he was brilliant uh he couldn't die cena had reached the point where he was without a doubt the man was the benchmark he had won the championship three times at that time, immolar in northern italy was one of the fastest tracks in the formula one, therefore, one of the most exciting to race, but that weekend started badly when Brazilian dinner companion Reuben Barry Kellow crashed during Friday's qualifying session. senna was deeply upset by that accident. visiting barry keller was relieved that he was okay, but there's no doubt that that friday night everyone had received a little shock here on saturday, of course, we had the death of roland ratzenberger, the fact that the accident of ratzenberger was the result. a car failure was minor a visibly upset sinner even confessed to his girlfriend that he didn't want to race the next day he died 24 hours later in an accident on the notorious flat imola curve tamburello tambarella curve was this wide left- hander, which technically wasn't a particularly difficult corner, but the problem was that it had this wall on the outside, but that's why it was so exciting, there was a disaster right there, you were literally staring the disaster in the face on that concrete wall.
the violent world of motorsport crashes the ultimates on the move
This is a reconstruction of the view from senna's car as you also approach almost 230 kilometers per hour to understand why dinner could have crashed you need to know a little about the science that keeps these cars on the road the technology is such that cars have gotten faster in straight corners line speed doesn't really mean much, you have a combination of tire technology and car technology, and the two together have combined to make these phenomenal machines through the corners, the Formula One cars run at speeds of up to 330 kilometers per hour. The track is a combination of mechanical grip generated by the suspension and aerodynamic grip from the wings and all of that must pass through the tires.
the violent world of motorsport crashes the ultimates on the move
Our racing tire is fundamentally different from a road tire. The surface temperature of a racing tire is around 150 to 200 degrees. c somewhere in that window, if you could put your hand on the tire and pull it away, it would be covered in rubber, it's that sticky, it's like it's all over, it always gets close to the gum, but at speeds greater than takeoff speed . In the case of a jet plane, the cohesion created by the high temperature of the tide is not enough to keep the car on the road. This is where downforce comes into play.
The objective of downforce is to increase the force that presses the car on the circuit towards the asphalt and that is increase. Tire-track friction designers have discovered that accelerating the airflow under the car creates a negative pressure that sucks it toward the road, the closer the car gets to the road, the greater the downward force, But it's a risky business because if the car makes contact with the asphalt, all this downforce is suddenly lost. When Senna was about to negotiate the Canadian nightmare for the seventh time, sparks flew from the back of his car, a sure sign of that it was bottoming out when the belly of the car hits, that means the wheels are now too high in relation to the car to be of any use to it, for handling and steering in 1994, Formula One cars often bottomed out on the straight without consequences, but when cornering it was a potentially dangerous situation that we have all experienced.
We had conquests on ropes and we swung them around our heads and if you cut the rope the conker flies away it is exactly the same as the racing car if you lose grip or grip with the circuit you fly out of the black circuit seven of the San Marino Cena Grand Prix crashed in tendrillo bay one of the best drivers in the world erton senna died after a horrible accident today at the san marino grand prix in italy, suddenly the image of formula one changed, it returned to a series of blood in everyone and formula one It had been like that in the 60s and early 70s, but now we were in the 90s, an era in which safety, good health and society's denial of death As a whole, you know, we had quit smoking, we had gotten fitter, uh, we did.
He no longer wanted to have heart attacks, Western society as a whole denied death and formula one agreed with prolonging life as much as possible. Now you have a guy in his prime, after the impact of Cena's death. his huge and I met, in fact we took him to his final resting place and when that accident happened Brazil Brazil came out in the morning, I mean, the roads were lined up 10 deep for the funeral procession, the fact that the Airtan Cena's death being witnessed live by millions sent shockwaves around the world, but within the racing fraternity people were still trying to understand how he had died.
That shouldn't have been a fatal accident because the cars went off the circuit quite frequently and had been built very strongly even then. that they should have been able to withstand the impact and would normally have been expected to

move

away from that car. He was just unlucky because the impact was such that a tie was thrown back, hitting him in the head and killing him. introduced drastic new safety measures, the sides of the car were reinforced and straps were added to the wheels to prevent them from hitting the drivers, while circuits around the world were modified to reduce their speed and the Tammbrillo curve.
It would never be the same at all points. No matter how safe we ​​think we are doing the sport, the danger is still there, but that is the essential element of the sport and people think it is safe to do it right, until the wrong accident happens, there is something very gladiatorial about the sport. In sport, these guys take risks every time they get in that car, no matter what there will always be accidents, but today's drivers face a different world than those who competed in the terrifying early years when racing resumed. motor racing after World War II.
I was devastated, but although the risks in such a devastating environment were extreme, the passion for running was even greater because it represented freedom. The really great thing about immediate post-war racing was the sense of relief, I think, and that said it best to me. george abacass the great british privateer of the time who founded the hwm team and i once said to him, um, george, you know, in the late 40s when you resumed racing on the continent, wasn't it dangerous? and he took his cigarette and his cigarette holder out of his mouth, beautiful george, and said, good sir doug, no, it wasn't dangerous at all, he said, you have to remember that for the first time in six years they weren't shooting at us, i remember going with my father and telling him I want to be a racing driver almost made him crazy, but long story short, he said if you're going to race you'll wear a protective hat and I remember turning to my phone, I said dad, that's a bit, you know Fast drivers, these people like Shiron and Sommer and they didn't wear garbage hats, they wore these cloth helmets, we didn't wear seat belts because when you have a bypass, of course, the probability of making a foul was immense, so, if you're lucky, Lo They would kick you out and hope you landed on something that wasn't too difficult, but this daring mystique came to a sobering end in a horrific accident with disastrous consequences in 1955 at Le Mans.
In 1955 I was driving a Mercedes-Benz and they associated me with Fangio. and uh, pier levesque, of course, was in one of the messages as an invitation because he had done very well the year before, pierre levesque driving a mercedes, um, crashed into the tail of an austin healey driven by lance macklin and the Mercedes. It hit the top of the bench in front of a spectator enclosure and broke and the front suspension and engine of the mercedes were launched through the crowd like a torpedo and the mercedes held up like lightning in an enclosure full of spectators, It was a tragedy Because there are so many people who are there simply to watch a race, I mean, a driver accepts the dangers, but to go in and be the public or a marshal or something that is quite unacceptable, it was a terrible accident. and strange produced something so devastating. death toll that almost ended motor sport the grim record that will be remembered from this race in Lamar is about 80 dead and more than 100 injured worldwide, the races were canceled and many countries, including Switzerland, have banned racing to this day, but even after this tragedy, the authorities were unable to improve the safety of the drivers.
People generally look over their shoulders and see things through rose-colored glasses. It was the old days if you raced as a Formula One grand prix driver for a five-year period. batting average was that there was a two in three chance of you dying, so there were bad years and it would take another big name to crash out to improve safety, but Jackie Stewart's horrible experience at the 1966 Belgian Grand Prix proved that the consequences were as deadly as the impact that Jackie Stewart slammed sideways into the stone pillar of a barn there and folded the car in two, crushed on top of the cab until the cab opening had only 10 inches wide, it twisted Jackie's pelvis and I was effectively lying on my side in the cabin and I was trapped for about 20 minutes in the car, semi-conscious coming and going, in and out of consciousness, um, unable to turn off the lights. electrical systems and I can't get it.
The car went out and the fuel tanks burst and the cabin filled with fuel because the tanks were full, there was nowhere for the fuel to go and the cabin began to fill, so effectively he was tied up and trapped in a bath of They finally brought me gas when they found an ambulance to what they called a medical center that was just a concrete floor and looking around you told me that the first thing that caught your attention was that there were all these unlit cigarette butts on the ground around you. For him, this was an eerily sobering experience for Stewart in which he realized that it was recklessness, notbravery, which led the drivers to their deaths.
Everyone knew that the sport was dangerous. It wasn't like we suddenly found out that Tiddlywinks was dangerous if you broke your nail and you got a terrible infection under the nail, I mean this was something we knew we were losing lives over and we knew cars were crashing and we knew Sometimes we caught fire, we knew all those things, but there was no adequate protection or services. to put out fires quickly enough or get drivers out of cars or to hospitals properly as a result of Stewart's tireless campaigning, by the late 1970s rapid medical response was mandatory in racing;
However, drivers were still vulnerable and one in seven died on the road. Every year, to avoid gross fatalities, the accident needed scientific management, but it took until the 1980s for a major step forward to be conveyed from a device that had been used to understand injuries caused by passenger cars for more of a decade when we make a car against the barrier in the proving ground for the development of a passenger car for safety we place accelerometers in the chassis and that gives us the basic thing that we call crash pulse or crash signature of the structure of the car .
The accelerometer acts as a black box. in a plane that analyzes what happens to the car's chassis when it is crushed. By placing this accelerometer in race cars, engineers could record the actual crash in microscopic increments of time. This would tell engineers precisely when and how the crash occurred and what forces injured the driver. For the first time, the race track had become an extension of the safety laboratory and the drivers, its test drivers. The results we got were really surprising because almost 90 percent of the injuries 89 were foot and ankle or distal orthopedic injuries and we felt this.
It was an area where we could make a real difference. We estimated that the driver's feet hit the wall at 45 miles per hour, which would be like jumping off maybe a seven-story building and landing on his feet, his ankles were shattered, The problem was whether the driver was positioned in the car in such a way that his legs actually extended beyond the imaginary axis of the front wheel, so he first hit something to absorb energy after the front of the car disappeared with the driver's feet as a result of this analysis. Designers reinforced the car's nose cones to withstand an incredible 40 tons of impact force and crippling foot and ankle injuries virtually disappeared overnight, but unfortunately, in crash safety, Solving one problem simply creates another for engineers and this strong new nose cone would become a devastating weapon in a head-on collision with a car.
If you throw a dart through a piece of paper, the energy will simply It stays in the darkness and the darkness continues at the same speed, so you're not actually managing the energy you need. They are just a structure moving through another structure. 2001 was a difficult year for Alex Zanardi. He would be returning to the US car series after a disappointing period in Formula One, so by the Lauzitz Ring 500 race in Germany, Alex was back on form and giving his We were near the end of the race, about 13 laps left in the race and Zanardi was leading and had a pip of fuel.
I was watching the TV monitor there at the medical center and I saw Alex come out of the pits and arrive. on the pit road and he, in his usual hard-charging style, was going too fast, lost control on the pit road, reversed down the track and, to my horror, was sideswiped by Alex Tagliani's car. a reconstruction of what viewers witnessed on their television screens: the collision was inevitable when cars travel at a speed of 230 kilometers per hour, travel the entire length of a car in just 10,000 tenths of a second and in a full second the length of a football field traveling at At such speed, Tagliani would have seen the Zanardi station on the road just over a second before impact.
Personally, after seeing so many

crashes

, I thought we were going to face a double death and of course my heart sank. I was petrified as a matter of fact, we got to the scene, I got out of the truck and started running down the track towards the car and as I got closer I started to slip and it was a banked track, I slipped and fell below my knees and I I slid to the car when That's when I saw that you had no legs. Terry called me on our private radio channel and told me this is bad.
He said it's very bad. He said both legs were gone and I said, What do you mean they're gone? He left and I said: is there something we can save?, something we can save. He said no, they are destroyed and said he is dying. I have suffered many road traumas in the past and those types of injuries in a public setting. It's almost certain death in the thighs, the veins are huge, just think about taking five liters and putting it in a bucket and then making a hole the size of a quarter in two places and seeing how long it takes to drain and that is. basically what we were dealing with alex was white as a ghost looked like a ghost he was unconscious his eyes had rolled back in his head he had no response zanardi was losing blood rapidly dr. olvi put three IVs into his body to control this.
Blood loss kept him alive, but the diluted blood lacked the vital oxygen needed to feed his brain. I told him to put him on the helicopter and head to Berlin. I went back inside with Terry to look at Tagliani because he had been in the same accident. and we were sure that he probably had some injuries, so we quickly examined him and determined that there was nothing life-threatening about him with a tag. We took him out on the stretcher to go on a second helicopter and we realized that the first helicopter with Alex was still there and I just panicked, I didn't panic, I'm just very angry and I walked up to the helicopter and said, you know. the only German words I knew, I grabbed the pilot, pulled him out of the helicopter and pointed to the sky, I said schnell schnell when Zanadi arrived at the hospital he had lost more than 72 percent of his blood volume and had at most four minutes to live once stabilized.
Doctors are now focusing their attention on the brain damage that this massive blood loss may have caused and placing a nadi in an induced coma. The induced coma was a method of brain protection if the brain can be kept calm in the initial stages of a concussion. Whether it is a moderate or severe concussion or a really serious head injury, it is beneficial and allows the brain cells to regroup and begin the healing process. After three days, Zanadi was resuscitated. Daniella Alex's wife wanted to be the first to arrive when he started to wake up and we were amazed and very happy because when he woke up uh he recognized Daniella and told her at that moment that he would be fine as long as he had her and his son.
Today it is expected that improvements in design have almost eradicated the t-bone danger when you have this t-bone accident. The survival cell is now so strong that it will resist penetration by the car bullet and what that means is that it will tolerate loads in excess of 20 tons and will remain absolutely intact and all the energy will be dissipated in the car that hit the nose. The cones installed in the current formula in cars are a very, very efficient energy absorber, meaning that if a 401 car hits a brick wall at, say, 40 miles per hour, the nose cone will absorb all of that. energy without damaging the wall or damaging the rest of the vehicle Alex is back to being competitive, old Alex and I think six months after his injury he was in a manually controlled kart in a world where

crashes

are an inevitable part of racing , the determination of injured drivers to return to the track.
It's immense, but few have demonstrated such incredible willpower as pre-moto rider Mick Doohan throughout his amazing racing career. Mick Dewan won the 500cc world championship five consecutive times, breaking records; However, he has also been in over 100 accidents, I would tell myself. At the beginning of the season, I'm probably going to crash twice, you know, and you know, I just hope I can do it. I won't get hurt. A world championship bike weighs 300 pounds and has 240 horsepower at about 200 miles per hour. or 320 kilometers that we are overcoming, these days the thing just wants to go in a straight line, so unless you put a lot of physical energy into it, it won't go anywhere, but in each lap the runners spend only 11 seconds sitting the rest of The moment they get caught, they have a great admiration for motorcycle racers, with whom they do all kinds of things with the motorcycle that, as you know, the common man could not even contemplate.
Cornering is the most tiring part of the race when the bike leans. Around 50 degrees, the footprint of the tower on the road changes, decreasing the grip with the surface with so much power going through the rear wheel, the motorcycle is very light, usually the front, if you wrote it down just using the handlebars, the front, uh, the front tire. You would actually slide and crash, which is why you no longer ride a bike with your hands. You're actually throwing it with your body weight, and through the footrest, by doing this, the riders lowered the center of gravity of the bike.
This is where the curves get really precarious. They turn the rear wheel up to control the slip and slide of the machine as it travels through the curve. In the middle of the corner, the driver now opens the throttle putting power to the rear wheel. This should speed them out of the corner, that's just a small mistake and they are in a high side situation, if when sliding the tire bites suddenly it suddenly finds grip it will kick the machine and that's the high side while the sides tall are not the most common way. crashes are the deadliest I have ever seen, the crashes were realistically at 30 miles per hour on a high side with acceleration coming out of a curve, someone could jump 30 to 30 feet away and 10 feet here and going down is a very horrendous situation.
It's definitely not like going to the local supermarket to buy it and getting a bottle of milk to take home and have a coffee. In 1992, Mick Dude was on his way to winning his first world championship title, in fact, journalists. We were already speculating that with six races left I only needed to win two of them to take the title, but then an Assen in Holland changed everything, long story short, I crashed the bike and it landed on top of me, I'm sliding down the road. at about 110 miles per hour with the bike on top of me, I tried to turn from underneath because it's starting to get a little hot, not the bike on top of me but the friction running down the road, I tried to turn from underneath everything is turned except my leg, of course, and I broke my leg.
Duhan had suffered fractures to the base of his right tibia and fibula, it wasn't what medically speaking I would consider a big injury, you know, it was. Just a broken leg, Mick was taken to the mobile clinic in the paddocks where he was examined by championship doctor Dr. Costa, so I propose that instead of surgery, Emic rests and returns to the world championship for the penultimate race in the hope Make sure your leg is strong enough. to win dr costa's advice he met eight weeks before the championship, but mick knew that with the surgery he would get back on the track twice as fast, they took him to the hospital that afternoon and i think the next day people were talking about him coming. in a month or you know, and he had such an important point to lead that he could come back and even if he wasn't fully fit when he came back, he could catch up and no one had any doubt that he would come back and win the title, but what it was A routine operation brought terrible complications.
The mixed muscles in his legs swelled and cut off blood flow. They took him back into surgery right away. His legs were basically dying and he was actually dying, I mean, mick said he smelled like a bad butcher's shot. I am sitting in a foreign hospital. I do not understand the language. I don't get much communication from the staff and even less from the doctors. I was in constant contact. with dr. costa, who by then was already back in italy and when the doctors in holland said "well, if we don't fix this in the next 24 hours, we're going to have to amputate it", mick obviously got quite worried, so there were some serious complications i aged in a plane and flew to Holland I practically kidnapped myself from the hospital and brought him to Italy Strangely enough, the passengersThey're all so eager to get back, you know, they're all desperately anxious.
All they want to do is get back to knowing that they are very happy to undergo some pretty extreme treatments to get back on track, but I think what Mick went through was probably more extreme than anything anyone has done, I just put a total of a hundred. Percent truly trusted Dr. Costa and knew that he wanted to come back. There was only one way to do it. In an intensive operation, not for the weak-minded. Mixed legs were sewn together. It's not incredibly amazing as one might think. I simply took all the gangrenous parts of the dying leg and attached them to large portions of tissue from the living leg.
In contact with the living leg, kindness could be shared made life quite interesting for 16 days, as you can imagine, and but, I know it was something we had to do and you know, would I do it again? I don't know if I didn't die after that long operation. I consoled myself. He didn't ask me how the operation was. I do not ask. I, what had happened, he said I want, when he came back to compete in Brazil with two or three races left, he still couldn't walk, he was on crutches and I mean, he was green, you know, his face was green, it was that kind of Badly, Mick was back on the track within six weeks, it was an incredible sign of his determination, but this level of commitment would come at a price: I missed out on the world championship by four points, which was a bit, you know, looking back.
Very disappointed, but also looking back, it was probably a blessing too because if he had won the championship, I probably would have stopped him. Mick was determined to recover and kept his sights on the world championship in what would become a phenomenal comeback and had to reinvent the way he rode the motorcycle. He had lost the use of my foot, but I needed a rear brake, so I started driving and taking my thumb off to see how much I was using the thing. I wasn't using it much so for the next race we modified them, put in a thumb activated rear lever and the rest is basically history, but boring boring long story short, Mick finally became world champion in 1994, a title he flaunted For five incredible years in a row for me, second place was lost, you know, so second didn't really mean anything to me, so what it was about was winning and getting the most out of myself and the bike, But so.
Many racers before him, Mick was eventually forced to retire after another devastating accident. You don't see people moving away from this sport in a healthy way. In general, I know this very well. Two in the last 20 years you have come out with practically no serious injuries. All racers and drivers understand that the price of victory is based on the risks they are willing to take. There are only two types of oval drivers, those who have hit the wall and those who are about to, but for some it is death that becomes their legacy. Oh no, something has gone terribly wrong in motorsport.
Rare injuries will always occur today. Scientists are working on those that can be prevented to this day. Head injuries are the leading cause of death in all. motorsports series, so the head is a little loose compared to the torso which is restrained in the car, the head and neck can

move

freely in the event of an accident, working to avoid disabling injuries, engineers had found ways to hold the driver during impact better, but this has created another problem: when you hold the torso tightly and the head hits, very high centrifugal forces develop that pull on the head and break your neck or the base of the skull.
These high neck loads were disturbingly simple and were due to the pulse duration of the shock today. What we are trying to understand with the car accident data is to try to simulate on our sled the actual crash that the real race car had because we can reproduce the acceleration now on the sled and we can find out what happened to the driver. This sled test with a speed change of 50 kilometers per hour is comparable to a 200 kilometers per hour impact. When cars collide at these speeds, the damage occurs in milliseconds and in our camera, these fatal forces are over in just two frames, contact at 260.
Okay, go ahead and photograph them individually to the full extent 50 milliseconds, analyzing the crash milliseconds. At milliseconds, engineers calculate the precise duration of the impact and therefore the forces on the head that it is. It's 68 now, let's see it come out, it continues the shorter the duration the greater the risk to the driver. 135 hits the bar on the other side, so it would be a full bounce sequence of about 135 milliseconds with a crash duration faster than the blink. of one eye, the acceleration of the head is so great that during the pulse period of the crash, the pressure on the head is greater than the weight of this car, enough to cause a fatal injury known as a fracture of the base of the eye. skull.
What happens in a running accident is the torso swings forward and then the torso then the shoulders are restricted and then the head continues to swing forward and there is enough load between the head and the neck that it actually breaks the core. of the skull. Fracture of the base of the skull is not a new type of injury. It has been around for centuries in the form of judicial hanging, but in racing it was a series of deaths in the Nascar auto series that brought it to the attention. public in the summer of 2000, there were three drivers who died.
Adam Petty. of richard's famous line kyle petty had an accident in the right funnel basilar skull fracture tony roper kenny irwin similar accidents both died from basilar skull fractures so in the summer of 2000 it became clear that there was a problem in racing stock cars with basically his skull fracture caused death and then all of a sudden everyone realized oh that's what's happening everyone started realizing that and then they looked back and said oh this has been going on forever, it is a leading cause of death among racing drivers In what became a controversial crusade to get stock car drivers to use head restraints, engineers concluded that the three deaths in Nascar would have been prevented if drivers would have noticed a newly invented restraint system known as a handheld device.
The basic idea of ​​the hans device is to support the head, so it directly resists the tendency to swing forward and that must be done by having loads going backwards through the center of the head and then those loads are transmitted downwards through the collar and everything is restrained with the body by the shoulder harness, so that when the torso is restrained, the Hans device holds the head along with it. Engineers from Ford and General Motors come here to Indianapolis and beg a Nascar driver to start using the Hans device, it will save his life and they will get it. almost deaf ears and find that drivers say oh, I don't necessarily believe in that thing about Basil's skull fracture, whoever has heard of that, you know, and here are some scientists, who is this Dr.
Robert Hubbard from the state from Michigan, you know, here's some, here's some Yankee's egghead. College, you know, came in here telling us how to do things and Earnhardt was pretty much the ringleader against him. He once referred to the Heinz device as a quote that damn lasso Dale Earnhardt was a seven-time Nascar champion and a legend to stock car fans. throughout America, but he was a renegade when it came to safety and, for many, his anti-hands views epitomize the skepticism of the Nascar community. His common sense told him that if you wore straps around your helmet and got into an accident, that was going to happen. hang you, so he referred to Hans as the noose because he thought he was going to kill him instead of saving him.
As soon as I realized that it was practical for it to work at that instant, I became a fanatic and quietly resolved to continue working on this until it is commonly used despite the scientific evidence now provided by engineers. Earnhardt challenged any changes to security. He sat here in Indianapolis in August before he died in February and looked into my eyes and into a lot of people's eyes. present said he said I'm comfortable with the way I have my things arranged and he said and I haven't let go of my brain stem and I've hit the wall many times I haven't let go of my brain stem exactly the words And I looked him in the eyes and my thought was still that the Daytona 500 is the legendary Nascar race and Dale Earnhardt has won it many times, but when the cars came to the final turn on February 18, 2001, Earnhardt was third, his teammate Michael Waltrip is second. and his son, Dale, the improved junior leader, Earnhardt's job was to block the closest challengers, namely Sterling Marling and Rusty Wallace, so here comes Rusty Wallace flying up the middle, totally legal, totally legit move, flying right behind Earnhardt, well, when he got up behind him just before.
Entering turn four, the aerodynamic effect was that Rusty's car ran behind, taking the downward force from the rear of Earnhardt's car. This accident reconstruction shows that Earnhardt's car began to fishtail as the rear of his car lost grip with the road at this point. point Sterling Marlin makes his move Earnhardt blocks and loses control This is without a doubt one of the most difficult announcements I have personally had to make, but after the accident and turn four at the end of the Daytona 500, we have lost Dale Earnhardt. Exactly what happened inside the car is still debated, but what is certain is that the first impact of the number 36 sent Earnhardt's car into a deadly angle with the wall.
Racing drivers call this the one o'clock bump because it stops the car well immediately. Earnhardt's crash is a complicated crash because it was a double hit, he was hit in the side and then he hit the wall and the direction of the impact with the wall was such that his head went to the right and he did not touch the steering wheel because the body Dale was not securely restrained in the car, he developed a greater speed difference between his torso and the chassis, so that when the restraint system finally restrained his body, it was more

violent

and his head was unrestrained and caused a more violent sway. forward and had a basal skull fracture due to this immobilized torso and head.
When it happens to Superman, you know that's the way we saw Dale in this sport, he was our Superman and if it can happen to him, it sure will. It can happen to anyone here, so we had to at that point maybe take the bull by the horns and say, hey, this is a wake-up call that something we should have been looking at earlier now that we were a little slow to react. , but I think we have moved at a very fast pace since that moment, six months after Earnhardt's death, the handheld device became mandatory in all Nascar races, we would have just stood still and the safety measures would not would have been applied.
Better from that point it would have been even more tragic, but we haven't, we have moved on and I think they will be very proud of what they were able to see with this sport. Now we test the handset just to see. what it would take to destroy it and the results were astonishing after sustaining the equivalent of an incredible 160g for over 500 times the shock pulse period, the device finally gave up. Conceptually, there is no limit to the acceleration levels that the Hans device will help you brake. and we'll hold the guy's head in a crash, the performance of the hands in real racing car crashes is also amazing, plus he crashed head-on into the wall at about 210 miles per hour, so I mean I literally never lifted the accelerator, it just went away. like straight down with a record impact force of 139g Richie Hearns crash is the highest impact ever recorded by the accelerometer the bathtub crashed he broke his foot no head or neck injuries no headache I didn't faint.
I didn't do anything, I mean, I didn't have a mark. I didn't have a mark on me except for my foot. Rich's survival is a true testament to the safety device now implemented in all racing cars and a triumph for the scientists and doctors who have worked dedicatedly to protect drivers over the past three decades, once you start to collect data on accidents in races like this, you have to keep doing it, it's not the kind of thing that well, we've learned everything we can learn about it, we can stop it. I think it's now become very obvious to the sanctioning bodies that it's something they're going to do for the rest of their active life when you have Jimmy Clark or an art in Senna or Dale Earnhardt die and reallyis put.
Through that emotional barrier, I guess we're all dragging with us and we're like, God, do you know why I saw that before we know we have to do something and something happens and then we go to the next plateau, but we're in the sense That we are in the next stage of denial, now we simply have not discovered where our next vulnerability is, but it is there, strange.

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