That's longitudinal force though so they shouldn't black out.
That's longitudinal force though so they shouldn't black out.
The thread started off discussing simulating realistic head movements during racing in lFS, but has since turned into a debate on G forces. I will add my 10c worth to about 6G being the normal limit over short peroids before black out, although red-out with -ve G happens at 3 - 3.5G.
9G for anything more than a split second will cause black out.
Stunt pilots in their sturdy little Pitts specials withstand up to 6.5G for a couple of seconds. The planes will not stand much more than this before the wings get ripped off. For fighter pilots, I though about 6G was their max allowable, with the pressure suits before blackout. They would have to withstand 6G for longer periods than a stunt pilot.
9G for anything more than a split second will cause black out.
Stunt pilots in their sturdy little Pitts specials withstand up to 6.5G for a couple of seconds. The planes will not stand much more than this before the wings get ripped off. For fighter pilots, I though about 6G was their max allowable, with the pressure suits before blackout. They would have to withstand 6G for longer periods than a stunt pilot.
Now if something mechanical were to happen, like a flat tyre or damage to the suspension etc.. it would be cool if vibrations were modelled, the ones that rattle your eyes out of their sockets.
If you could fix your viewpoint exactly to the car in LFS -which you cannot, even if you set all force movements to 0, I don't know the reason why - you would see some blur in the background in case of a very flat tyre. If you set the movements to max, you should see the view shaking, moving up and down rapidly.
Anyway, this is from Scott Speed's recent diary (formula1.com):
Speed also spent time involved in various fascinating fields of the aviation world. He got a ride in a restored World War II B-25 bomber. He also made two trips to Budapest where he watched the Red Bull Air Races, and he had thrilling ride in an aerobatic plane with the pilot doing all sorts of manoeuvres.
“Peter, the favourite Hungarian pilot on the Red Bull team, took me up and did all the flips and twirls and tried to pull a lot of Gs,” Speed said. “For 8.5 Gs, I thought it was quite easy. The G force in an F1 car, at about 5.5, is more difficult to deal with.
“The G force in the plane, going down, is compressing your body: You don’t have to do anything. You just sit there and let it compress you. It does not hurt at all. In a car you have to really fight it a lot more.”
Those times are amazing, 5 seconds a lap faster than the F4 record at Cadwell and 8 seconds slower at Mallory.
I think Mr Speed may be inclined to exaggerate the forces slightly, however the point about the difference of lateral vs. vertical forces are valid
Everyone can withstand very high G's. What you can't cope with is extended periods of G exposure. Our bodies are designed to cope with 1G vertical loading with our head uppermost. Place our head down for an extended period of time and you will feel the effects of G-force. You will be given huge G forces on a rollacoaster, but because it is not for exteneded periods of time in any one given direction you can cope. Pressure suits and 'tensing' techniques enable fighter pilots and stunt pilots to pull excessive G's for beyond the normal biological limit but even then extended exposure will result in blackouts.
The switchback nature of alot of racing circuits mean that extended exposure to lateral G in a racing car is minimal. You might have noticed that the long corners of Instanbul are stepped or have mulitple apexes. This not only doubles as a chanllenge for the driver but also fluctuates the G exposure. Also the very basic premise of mechanical grip, even with huge amounts of downforce, will also limit the cars with the amount of G they can pull.
What drag racers suffer from predominatly is sight loss more than an actual blackout. Blood gets forced to the back of the head where it will beak the cappilaries and pool in the cranial cavity. All the forces applyied rearwards plays havoc with the optic nerve and the eye structure itself. It can really mess them up to such an extent that they have to restrict themselves in the amount of runs they do.
I am sure this is not as scientific as some of you guys can come up with. In fact I would value some true science rather than my fudging . . .
The switchback nature of alot of racing circuits mean that extended exposure to lateral G in a racing car is minimal. You might have noticed that the long corners of Instanbul are stepped or have mulitple apexes. This not only doubles as a chanllenge for the driver but also fluctuates the G exposure. Also the very basic premise of mechanical grip, even with huge amounts of downforce, will also limit the cars with the amount of G they can pull.
What drag racers suffer from predominatly is sight loss more than an actual blackout. Blood gets forced to the back of the head where it will beak the cappilaries and pool in the cranial cavity. All the forces applyied rearwards plays havoc with the optic nerve and the eye structure itself. It can really mess them up to such an extent that they have to restrict themselves in the amount of runs they do.
I am sure this is not as scientific as some of you guys can come up with. In fact I would value some true science rather than my fudging . . .
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Head Movements in a F1 Car
(31 posts, started )
FGED GREDG RDFGDR GSFDG