Areodyna

n recent years most Formula One teams have tried to emulate Ferrari's 'narrow waist' design, where the rear of the car is made as narrow and low as possible. This reduces drag and maximises the amount of air available to the rear wing. The 'barge boards' fitted to the sides of cars also helped to shape the flow of the air and minimise the amount of turbulence. Revised regulations introduced in 2005 forced the aerodynamicists to be even more ingenious. In a bid to cut speeds, the FIA robbed the cars of a chunk of downforce by raising the front wing, bringing the rear wing forward and modifying the rear diffuser profile. The designers quickly clawed back much of the loss, with a variety of intricate and novel solutions such as the horn winglets first seen on the McLaren MP4-20.

That was usurped for 2011 by the new DRS (Drag Reduction System) rear wing. This too allows drivers to make adjustments, but the systems availability is electronically governed it can be used at any time in practice and qualifying (unless a driver is on wet-weather tyres), but during the race can only be activated when a driver is less than one second behind another car at pre-determined points on the track. The system is then deactivated once the driver brakes.

Part Two - black boxes & barriers

Since 1950, the speed, technology and glamour of Formula One racing has attracted people from all over the globe. And as the sport has developed, with the cars getting faster and the drivers younger, safety has become an increasingly important consideration for everyone involved. In the early days, serious, even fatal crashes were almost an accepted part of a Grand Prix weekend. Nowadays, however, the FIA, the teams and event organisers all work to maintain the very highest safety standards. Extensive regulations, dedicated personnel and groundbreaking technology unite in managing the risks so that the fans can concentrate on whats really important - the race!
Brakes:

Formula One brakes are remarkably efficient. In combination with the modern advanced tyre compounds they have dramatically reduced braking distances. It takes a Formula One car considerably less distance to stop from 160 km/h than a road car uses to stop from 100 km/h. So good are the brakes that the regulations deliberately discourage development through restrictions on materials or design, to prevent even shorter braking distances rendering overtaking all but impossible. Since 2009 teams have had the option of harnessing the waste energy generated by the cars braking process and reusing it via a Kinetic Energy Recovery System (KERS) to provide additional engine power, which can be made available to a driver in short bursts to help facilitate overtaking.

Car alivery To help distinguish between a teams two cars, the onboard cameras which sit on top of the main rollover structure are coloured differently. On the first car it must be predominantly fluorescent red and on the second car it must be fluorescent yellow Saftey car :

From the 2010 season onward, the safety car is the Mercedes-Benz SLS AMG. Developing 571 horsepower, this unique vehicle concept ensures outstanding driving dynamics. The safety car has to guarantee high performance in order to lead the Formula One cars around the track, as the cars tyres and brakes would cool down too quickly, while their engines could overheat. The safety car weighs an impressive 1,620 kg and offers space for the driver and his co-driver in two AMG sports bucket seats with six-point seat belts ensuring optimum lateral support. The safety car is connected to race control via two monitors and two cameras on the roof. Q: How are the drivers informed about the safety car phase? BM: The drivers are notified by the marshals and light-panels that show yellow flags together with the letters SC. Additionally the driver is informed via radio by the team and a warning light inside the cockpit flashes until the safety car phase is over. Q: How long does the safety car remain on the circuit? BM: It will remain until the hazardous situation is under control and the FIA feel that it is safe to resume racing. The laps completed during the safety car phase count as normal race laps. If the specified number of laps is completed, a race can also come to an end behind the safety car.

Cloths: The modern drivers race suit (also worn by pit crews) features elastic cuffs on wrists and ankles and is made of two to four layers of Nomex. A completed multi layered overall undergoes 15 washings as well as a further 15 dry cleaning processes before it is finally tested. It is then subjected to a temperature of 600 to 800 degrees Celsius. The critical level of 41 degrees Celsius may not be exceeded inside the overall for at least 11 seconds. The zip on the suit must also be able to withstand the same temperatures

The drivers gloves are also made of Nomex and are thin, with suede leather palms to provide the sensitivity of feel necessary for steering. The driver's fireproof ankle boots are made of soft, cushioned leather and, similarly, their rubber soles are far thinner than those of ordinary shoes to provide accurate and slip-free contact with the car's pedals. Underneath his race suit the driver wears a further layer of flameproof underwear, and under his helmet a fireproof balaclava.

Cockpit safty : The survival cell is surrounded by deformable crash-protection structures which absorb energy in an accident and features a roll-over hoop behind the drivers head, made of metal or composite materials. The survival cells flanks are protected by a 6mm layer of carbon and Zylon, a material used to make bullet-proof vests, to prevent objects such as carbon fibre splinters entering the cockpit. The drivers seat is a single plastic cast, tailored to provide optimal support. Since 1999, rules have stipulated it may not be installed as a fixed part of the car. Instead it must be possible to remove the driver and seat as one after an accident, thus eradicating the risk of spinal damage. Compulsory since 1972, today F1 seat belts comprise a six-point harness, which can be released by the driver with a single hand movement. All Formula One cars must be equipped with a fire extinguisher system. This automatically spreads foam around the chassis and engine area in the event of fire and can also be operated manually by either the driver or marshals. Also required in the cockpit is a master switch that deactivates the cars electronics, fuel pumps and rear light.

Cornor: The fundamental principle of efficient cornering is the 'traction circle.' The tyres of a racing car have only a finite amount of grip to deliver. This can be the longitudinal grip of braking and acceleration, the lateral grip of cornering or - most likely in bends - a combination of the two. Racing drivers overlap the different phases of braking, turning and applying power to try and make the tyre work as hard as possible for as long as possible. It's the skilful exploitation of this overlap, releasing the brakes and feeding in the throttle to just the right degree not to overwhelm the available grip, which is making the best use of the 'traction circle'. The very best are those who can extract the maximum amount from the tyres for as long as possible. Crash test: The cars rollover structure is tested in three directions - laterally with five tonnes, longitudinally with six tonnes and vertically with nine tonnes - and the level of deformation under load may not exceed 50 mm.

Driver fitness/:

In terms of nutrition, most F1 drivers control their diets in much the same way as track and field athletes, carefully regulating the amount of carbohydrate and protein they absorb. During race weekends most drivers will be seen eating pasta or other carbohydrate-rich foods to provide energy and give the all-important stamina for the race itself. It is also vitally important that drivers take in large amounts of water before the race, even if they do not feel thirsty. Failure to do so could bring on dehydration through sweating - not surprising given

that the physical endurance required to drive a Formula One race is not dissimilar to that required to run a marathon. In terms of nutrition, most F1 drivers control their diets in much the same way as track and field athletes, carefully regulating the amount of carbohydrate and protein they absorb. During race weekends most drivers will be seen eating pasta or other carbohydrate-rich foods to provide energy and give the all-important stamina for the race itself. It is also vitally important that drivers take in large amounts of water before the race, even if they do not feel thirsty. Failure to do so could bring on dehydration through sweating - not surprising given that the physical endurance required to drive a Formula One race is not dissimilar to that required to run a marathon.

Driving protocol and penalties

Stewards have the power to impose various penalties on a driver if he commits an offence during a race. Offences include jumping the start, causing an avoidable accident, unfairly blocking another driver, impeding another driver when being lapped, speeding in the pit lane, or gaining an advantage by leaving the track. The two most common types are the drive-through penalty and the ten-second time penalty. In the case of the former, the driver must enter the pits, drive through the pit lane at the pitlane speed limit and rejoin the race without stopping. Depending on the length of the pit lane this can cost a driver a significant amount of time. More severe is the ten-second time penalty (also commonly known as a stop-go penalty) where the driver must not only enter the pits, but must also stop for ten seconds at his pit before rejoining the race. During this time the drivers team are not permitted to work on the car.

Engine :

Mindful of the massive cost of these ultra high-tech powertrains, the FIA introduced new regulations in 2005 limiting each car to one engine per two Grand Prix weekends, with 10place grid penalties for those breaking the rule. From 2008, a similar policy was applied to gearboxes, each having to last four race weekends. 2009 saw the introduction of even more stringent engine rules, with drivers limited to eight engines per season. On top of these measures, a freeze on engine development imposed at the end of the 2006 season means teams are unable to alter the fundamentals of their engines design.

Flags

Marshals at various points around the circuit are issued with a number of standard flags, all used to communicate vital messages to the drivers as they race around the track. A special display in each drivers cockpit - known as a GPS marshalling system - also lights up with the relevant flag colour, as the driver passes the affected section of track. Travelling at such high speeds, it may be hard for a driver to spot a marshals flag and this system helps them identify messages from race control more effectively. Chequered flag Indicates to drivers that the session has ended. During practice and qualifying sessions it is waved at the allotted time, during the race it is shown first to the winner and then to every car that crosses the line behind him. Yellow flag Indicates danger, such as a stranded car, ahead. A single waved yellow flag warns drivers to slow down, while two waved yellow flags at the same post means that drivers must slow down and be prepared to stop if necessary. Overtaking is prohibited. Green flag All clear. The driver has passed the potential danger point and prohibitions imposed by

yellow flags have been lifted. Red flag The session has been stopped, usually due to an accident or poor track conditions. Blue flag Warns a driver that he is about to be lapped and to let the faster car overtake. Pass three blue flags without complying and the driver risks being penalised. Blue lights are also displayed at the end of the pit lane when the pit exit is open and a car on track is approaching. Yellow and red striped flag Warns drivers of a slippery track surface, usually due to oil or water. Black with orange circle flag Accompanied by a car number, it warns a driver that he has a mechanical problem and must return to his pit. Half black, half white flag Accompanied by a car number, it warns of unsporting behaviour. May be followed by a black flag if the driver does not heed the warning. Black flag Accompanied by a car number, it directs a driver to return to his pit and is most often used to signal to the driver that he has been excluded from the race. White flag Warns of a slow moving vehicle on track

Fuel: The modern fuel is only allowed tiny quantities of 'non hydrocarbon' compounds, effectively banning the most volatile power-boosting additives. Each fuel blend must be submitted to the sports governing body, the FIA, for prior approval of its composition and physical properties. A 'fingerprint' of the approved fuel is then taken, which will be compared to the actual fuel being used at the event by the FIA's mobile testing laboratory. Helmets: To counter that risk a modern F1 helmet must be supremely light - around 1250 grams is the norm and strong. The lighter the helmet, the less weight it adds to the drivers head under the extreme Gforces experienced in accelerating/braking/cornering, hence the smaller the risk of whiplash-type injuries. And the stronger the helmet, the greater its ability to absorb impacts and resist penetration during a crash. Only helmets authorized by the FIA may be used in races. To ensure they meet the strict safety standards required, Formula One helmets are subjected to extreme deformation and fragmentation

tests. To pass the tests the helmet is made principally of carbon fibre, polyethylene and fire-resistant aramide, and is constructed in several layers.

Logistic:

At present most of the teams use cargo planes chartered by Formula One Management (FOM) which fly from London and Munich to wherever the race is being held. In the case of successive flyaway races there is insufficient time between them to allow the teams' equipment to be brought 'home', meaning direct transit between the two races. This means that considerably more components have to be packed. As the number of races outside Europe continues to expand, so the logistical effort required to transport the teams and their equipment will expand alongside it. Already the amount of transport required for a season of Formula One racing has been described, only half-jokingly, as being not dissimilar to that needed for a medium-sized military campaign.
Pit stop: The car is guided into its pit by the lollypop man, named for the distinctive shape of the long stop/ first gear sign he holds in front of the car. The car stops in a precise position and is immediately jacked up front and rear. Three mechanics are involved in changing a wheel, one removing and refitting the nut with a high-speed airgun, one removing the old wheel and one fitting the new one. Other mechanics may make other adjustments during the stop. Some changes can be carried out very quickly - such as altering the angle of the wings front and rear, to increase or decrease downforce levels. Other tasks, such as the replacement of damaged bodywork, will typically take longer - although front nose cones, the most frequently broken components, are designed with quick changes in mind. On tracks with debris or rubbish you often see mechanics removing this from the cars air intakes during a stop, ensuring radiator efficiency is not compromised. And there is always a mechanic on stand-by at the back of the car with a power-operated engine starter, ready for instant use if the car stalls. Race control: Screens will provide images from every part of the circuit with a dedicated Closed Circuit Television (CCTV) system. This enables the location of problems to be detected quickly - and the appropriate action taken. Timing data will also be provided with the same information feed given to the teams (and similar to the information available on Formula1.coms 'Live Timing' section during race sessions). However, in addition the Race Director will have access to a plethora of additional information, such as the pit lane speed trap, allowing him to ensure that all sessions are run safely and within the regulations. There is also telephone and radio contact with the principal marshals' posts, safety car, medical

response car and the medical centre, so that in the event of any major problem the Race Director can remain in full contact with the relevant people. It is the responsibility of Race Control to order the deployment of the safety car when necessary and - equally importantly - to bring it back in at the right time. The Race Director will be assisted by other FIA personnel, and also staff from the local circuit itself. A vital part of the race controls responsibility is that of referring to the race stewards incidents in which drivers may have transgressed rules or broken the sporting code that governs racing. The most common penalty given in such incidents is the 'drive-through' where a driver will have to make an unscheduled trip through the pit lane without stopping.

Race start procedure

Prior to every Grand Prix the teams and drivers must adhere to a very strict starting procedure. This gets underway 30 minutes before the formation lap when the pit lane is opened. Drivers are then free to complete a reconnaissance lap of the circuit before taking up their grid positions. If a driver wishes to complete additional reconnaissance laps he must pass through the pit lane each time in order to bypass the grid. The pit lane closes 15 minutes prior to the formation lap. Any drivers still in the pit lane at this time will have to start the race from there. Ten minutes before the start the grid must be cleared except for team technical staff, race officials and drivers. With three minutes to go all cars must have their wheels fitted (any car not complying will receive a 10-second time penalty). With a minute to go all cars must have their engines running. All personnel must then leave the grid at least 15 seconds before the green lights come on to signal the start of the formation lap.

Any driver who has a problem immediately prior to the green light must raise his arm to indicate this. Once the rest of the field has moved off marshals will push the car into the pit lane. During the formation lap no practice starts are allowed. Overtaking is also forbidden unless passing a car that has slowed due to a technical problem. Passed cars may in turn re-overtake in order to regain their grid position if the problem is resolved during the course of the formation lap. However, any driver who is still on the grid when all other cars have moved off on the formation lap, but then subsequently gets away, may not re-pass cars to regain his grid position, but must instead start from the back. Once all cars have safely taken up their grid positions at the end of the formation lap five red lights will appear in sequence at one-second intervals. These red lights are then extinguished to signal the start of the race. If a driver has a problem on the grid immediately prior to the start he must raise his arm and the start will be aborted. A new formation lap, which will count towards the race distance, will then be completed.

Track Safety

Circuit design has a major influence on the number and severity of accidents, hence venues wishing to stage a Grand Prix must meet very high track safety requirements, designed to avoid or minimise impacts in the event of a car leaving the road. Run-off zones are carefully placed around the circuit. These are empty spaces directly beside the actual track, designed to passively or actively decelerate an out-of-control car, and prevent a collision with track walls or barriers. During the past year an increasing number of asphalted spaces have been introduced at various circuits as

drivers have a better chance of regaining control of their vehicle. Previously, gravel traps were more common. Although gravel has a decelerating effect the chances of controlling the car are fairly low and the danger of getting stuck is rather high. However, gravel traps still have their place on certain corners. The traps are normally about 25 centimetres deep and filled with spherical gravel stones of between 5 and 16 millimetres diameter. The stones are designed to generate as much frictional resistance as possible - like sand scattered on an icy pavement - and so reduce the speed of a skidding car quickly and effectively.

Suspending and resuming a race

Tunneling: n testing If a race is suspended because of an accident or poor track conditions then red flags will be shown around the circuit. When this happens, the pit exit will be closed and all cars on track must proceed slowly to grid without overtaking and then stop in staggered formation with the first car to arrive taking up pole position. Any driver pitting after the red flag signal will be given a drive-through penalty. The safety car will then be driven to the front of the queue. While the race is suspended team members may come onto the track to work on the cars, but refuelling is not allowed. Cars that were already in the pits when the red flag signal was given may be worked on there. These cars, and any that enter the pits while the race is suspended, may only rejoin the track once the race has been resumed.
that there are now there are five dynamic tests as well as 13 static loading tests during crash tests in Formula One, which were originally introduced in 1985. The chassis is driven against a wall head on at 15 metres per second (54 km/h), sideways at 10 metres per second (36 km/h) and backwards at 11 metres per second (39.6 km/h). - that the monocoque, the safety cell for the driver, consists of up to 12 layers of carbon and weighs less than 60 kilograms? - that the 557 marshals and the 177 fire-brigade staff deployed at the Malaysian Grand Prix are given three weeks training before the race? This is intended to increase the safety for everyone involved. - that mobile response teams include four salvage cars (S-cars) and two rescue cars (R-cars) as well as two extrication teams? The S-cars are equipped with a rescue cutter and extinguishing agents and, if necessary in an emergency, are able to tow a damaged car. They are manned by two

experienced helpers. The R-cars are manned by an emergency doctor, four paramedics and a driver. They can reach any point on the track within 30 seconds.

Practice and qualifying

At each Grand Prix meeting all race drivers may participate in two one and a half-hour practice sessions on Friday (Thursday at Monaco), a one-hour session on Saturday morning and a qualifying session on Saturday afternoon. While individual practice sessions are not compulsory, a driver must take part in at least one Saturday session to be eligible for the race. Saturday's one-hour qualifying session is split into three distinct parts, each with multiple drivers on track simultaneously, and each with the drivers running as many laps as they want: Q1: All 26 cars may run laps at any time during the first 20 minutes of the hour. At the end of the first 20 minutes, the eight slowest cars drop out and fill the final eight grid places. However, any driver whose best Q1 lap time exceeds 107 percent of the fastest time set during that session will not be allowed to take part in the race. (Under exceptional circumstances, which could include setting a suitable lap time in a practice session, the stewards may allow the driver to start the race. Should there be more than one driver accepted in this manner, the grid order will be determined by the stewards.) Q2: After a seven-minute break, the times will be reset and the 18 remaining cars then will then run in a 15-minute session - again they may complete as many laps as they want at any time during that period. At the end of the 15 minutes, the eight slowest cars drop out and fill places 11 to 18 on the grid. Q3: After a further eight-minute break, the times are reset and a final 10-minute session will feature a shootout between the remaining 10 cars to decide pole position and the starting order for the top 10 grid places. Again, these cars may run as many laps as they wish.

Points

The top ten finishers in each Grand Prix score points towards both the drivers and the constructors world championships, according to the following scale: 1st : 25 points 2nd : 18 points 3rd : 15 points 4th : 12 points 5th : 10 points 6th : 8 points 7th : 6 points 8th : 4 points 9th : 2 points 10th : 1 point
Medical: Local hospitals will also be on stand-by during the course of a race so that very serious injuries can be transferred to them if appropriate. A MedEvac helicopter manned by a doctor, two paramedics and a pilot is ready to fly at all times, a second helicopter is kept ready outside the circuit and four additional ambulances are posted around the race track. If conditions are such that a helicopter could not take off from the circuit or land at the hospital, due to fog for example, then the race cannot go ahead. Formula One racing is vastly safer than it used to be, and medical provision is infinitely better. But there is still no room for complacency, and it is a certainty that the scope and capacity of medical provision will continue to be at the forefront of the sport's evolution in years to come.