The late-race accident at the Indianapolis 500 involving Mike Conway and Ryan Hunter-Reay is sure to spark debate over the
safety of IndyCars.
There has long been a faction of series followers (and some race team officials) that has howled that these eight-year-old
IndyCar models are ripe for flight—and not in a good way. Some even predict that it’s only a matter of time before
one flies into the stands.
Well, that didn’t happen at Sunday’s Indianapolis 500. But for some, seeing Conway’s Dad’s Root Beer
car flying through the air was a little too close for comfort.
Debris certainly sprayed into the crowd. Luckily, only two spectator injuries were reported. Both were cut in the forehead
by flying debris. One required stitches at the track’s infield medical center.
Brian Barnhart, IndyCar president of competition and racing operations, and Kevin Forbes, director of engineering at the
Indianapolis Motor Speedway, took a close look at the IMS catch fence where the accident happened.
Speedway spokesman Eric Powell said the duo was “very pleased” with how the catch fence performed. Powell added
that the accident will be under review “for quite some time.”
Each track custom designs and produces its own catch fence. Most, including the one at the IMS, is made of steel wire fencing
with each post stuck in two feet or more of its own concrete foundation. They're very sturdy. But they won't
catch every piece of debris, and there's nothing that says debris can't fly higher than the fence reaches toward the
sky.
Debris from race car accidents flying into the stands and injuring or even killing spectators is nothing new. That doesn't
mean it isn't a serious concern. And for a race series trying to re-make its image, this type of issue is nothing to take
lightly. A major accident involving fan casualties would have devastating effects.
The car, well, it was designed to break apart. And while IndyCar officials are never pleased with driver injuries, those
that saw Sunday's crash close up know it could have been much worse.
IndyCar Series spokeswoman Amy Konrath pointed out that Sunday's crash involving Conway was the first time an IndyCar
has gone airborne since Dario Franchitti took flight at Kentucky in 2007. Still, some will say two times in just over three
years is two times too many, especially for fans who don't count on taking it in the kisser while watching a sporting
event.
Since these cars don’t have fenders, wheels touching is a constant danger. So when Conway’s right front touched
Hunter-Reay’s left rear, an accident was imminent. But the ensuing flight is sure to grab the attention of new IndyCar
Series CEO Randy Bernard and the advisory panel he’s formed to study new chassis formulas for 2012.
"This isn’t something that’s unique to Indy car racing," Konrath said, "and it is a phenomenon
that we are working hard to reduce the probability of happening during our events.
"In fact, in the search for a new car, we are looking to reduce the interaction between wheels to reduce the chance
of cars becoming airborne and further strengthen the integrity of the chassis," Konrath added.
After the race, Hunter-Reay expressed concern about the possibility of debris or even an entire car hitting one of the drivers
in the head, noting the helmeted noggins in an open-wheel cockpit are largely exposed.
I’m not sure what can be done about that, but I’m sure it’s another element for Bernard’s advisory
panel to examine.
Bernard calls the panel he formed in March the ICONIC Advisory Committee. ICONIC stands for Innovative, Competitive, Open-Wheel,
New, Industry-Relevant, Cost-Effective.
After Sunday’s race, Bernard may want to shoe-horn the word safety in there somewhere.
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The fact that the driver was able to survive with relatively minor injuries from such a dramatic crash at over 220 mph shows how well designed these cars are. 10 years ago, the injuries would have been much worse.
As far as protecting the drivers head, short of enclosing the cockpit, what can you do? Any kind of protective bars would impair the drivers vision and make removing a driver more difficult. They make racing as safe as possible, but it is not designed to be risk free, or everyone would do it.
As far as the catch fence, there is no way to make them impervious to debris coming through. And with Indy Cars designed to break apart on impact to lessen driver injuries, there is a greater risk to spectators. I would hazzard to guess pucks and baseballs into crowds injure more specatators than racing debris.
So unless the next generation of cars has fenders and closed cockpits these same issues will keep popping up.
This Conway dude that got busted up in a "crapwagon" (as the 2003 Dallara always has been referenced) is just another victim of the SPEEDWAY's poor management of AOW.
The IRL and the Dallara already have the world record for most flights and worst injury record EVER. What's it gonna take, another death, for change to occur in the IRL?
Maybe the Dallara does have the ability to "fly longer / farther" but that wreck was no different than Stan Fox's lap 1 wreck in 1995 and he wasn't in a Dallara, he was in a Reynard.
Conway had relatively minor injuries.
Well, sort of, Amy. Are you new? The added aero lift properties of the crapwagon when disturbed are in fact very unique to the 'league', and the design has been criticized since crapwagon V1 for design flaws that would induce a flight event.
This incident was, however, a basic momentum launch. It can and has happened with pretty much any open wheel car.
It's really unfortunate that it happened at the end, and not like at lap 50, cause it made a biggie hole in that fence, and took out 2 posts. Would've been a long repair delay.
Doesn't matter though, if they are dumb enough to enclose the wheels, that will drive away even more of the very few fans of this garbage pretending to be racing.
That is if the aero lift properties inherent in the crapwagon don't expose themselves yet again before the design change. They may have an entire vehicle in the stands yet, and that would likely put a halt to the 'league' rather abruptly. Then again, the stands are mostly empty, so it might not be a problem. It'll be like catching a foul ball at minor league baseball game.
code = 6rr5m
I can't really see why it's so important for the wheels of single seater racing cars to be so extremely exposed.
You could design a closed wheeled single seater design that looks more sleek, reduces drag and also allows good air cooling on the brakes.
I have witnessed far too many open wheel races where a driver has 'accidentally' or 'strategically' taken out another driver's rear wing from the most gentle of collisions. All open wheelers, including the all-carbonfibre designs are too fragile. This means it's far too easy to ruin another driver's race or see reduced overtaking on narrow tracks due to the risks involved in overtaking.
In fact, all of the world's most exciting competitive and close racing, from the Australian V8 Supercar Series to Sportscar racing types such as the new FIA GT1 World Championship seem to have closed wheels.