The current SUPER GT, which began in 1994 as the All-Japan Grand Touring Car Championship (JGTC) is now competed in two classes, GT500 and GT300, with a combined total of more than 40 “monster machine” cars that compete in nose-to-tail and side-by-side battles at points all around the courses. For example, at Fuji Speedway the GT500 machines can reach a maximum speed of 300 km/hr. It is such breathtaking high-speed battles that are one of the great appeals of SUPER GT, but they are also ones that can expose the drivers to high levels of danger.
This is what led SUPER GT during its JGTC era in 2002 to establish a rescue organization named “FRO = First Rescue Operation”. In the cases of crashes or accidents that occur during the races or track running sessions, 3-man units consisting of specialists for handling “drivers,” “fires & rescue” and a “doctor” are mobilized to perform immediate fire extinguishing and rescue activities and lifesaving.
Last time we introduced the role and activity contents of “FRO” as it enters its 25th year, while this time we introduce the new items that FRO will adopt from this season, including the “Digital Shock Sensor” and for rescue, namely the “BOA device”.
In SUPER GT, the establishment of its FRO in 2002 strengthened its rescue operations, and in addition repeated practice in actual rescue practice on the circuit using actual cars has led to accurate and speedy rescue and medical care, and what assists in this is the previously mentioned “Shock G Sensor (Impact accelerometer)”, in other words a so-called “G sensor”.
Since it became mandatory for all cars participating in SUPER GT to be equipped with a “G sensor” since 2006, it has been possible to measure the shocks received by the cars. In the case of a crash or collision, the injector (Red Mark) on the top of the magnet reacts when a shock of a certain degree (currently 15G) is detected, the mechanism is designed so that the Red Mark jumps out in the direction the shock comes from. The mechanism is located in a position (near the dashboard or door) where it can be easily seen by the FRO doctor or rescue team, and when a shock of more than 15G is detected, the direction of the shock (indicated by a clock needle) is clear. “G” represents the rate of acceleration, and 1G is equivalent to your body weight. In other words, when a person weighing 60 kg receives a shock of 15G it is the equivalent of 99 kg. It is said that during cornering an F1 car generates 4 to 6 G, and 9G is enough to cause a trained combat fighter pilot to lose consciousness.
As mentioned previously, since this G sensor is an analog type equipped with a magnet, and the SUPER GT Medical Delegate (medical representative) doctor Mizuki Watanabe describes it in the following words.
“Although normally it should react at an input of 15G, perhaps because of the differences in individual units, there are cases where the Red Mark reacts to shocks of less than that. What’s more, with regard to the “Z axis”, in other words Gs in the upward direction, there is a problem that the Gs in that direction cannot be measured. Also, there is a problem that the drivers themselves can’t check the G Sensor, which led to the adoption of a digital type of shock sensor from this season. There is a telemetry (the system for monitoring the car’s running data) adopted that sends machine data (shock ratings) in real time to the Race Control room, but to tell the truth, there are still many things with it that need to be improved, which has led to using it in tandem with outdated G sensors. With regard to updating for advanced future steering monitor systems, if it becomes possible for FRO to share the data, it will not only aid in driver rescue, but it will also be useful for race control, and in that sense, I believe it has a future. I hope that we can realize this within the next two years.”
To the left is the “Shock G Sensor” fitted with a magnet. When a shock of a specific level (in SUPER GT it is over 15G) occurs, it is designed with a Red Mark that flies out, as the second photo shows. This shows that it received a shock of “over 15G” in the direction of 10:00 a clock.
In our last report, we explained that the rescue activities of “FRO = First Rescue Operation” are basically operated the same as those laid down in the “INTERNATIONAL SPORTING CODE Appendix H” conducted by FIA （Fédération Internationale de l’Automobile）, and from next year they will be applied to single-seater (the so-called formula cars) and that it is required for them to be outfitted with a set of rescue equipment known as “BOA Devices.” This device was newly adopted following the discontinuation of the “removal seat” method—in which the driver was extracted along with the seat—due to the increased complexity and danger associated with that approach after the introduction of HANS (Head and Neck Support) devices and the HALO*. In order to reduce the risk of cervical spine injury to a minimum while protecting the neck, this makes it possible to lift the driver upward and to the rear from the confined cockpit of a formula car. *HALO: A frame-like protective device mounted around the cockpit opening of modern formula cars to protect the driver’s head.
Watanabe MD saw a similarly shaped device being used at circuits in Germany eight years earlier, and for years after that he consulted with people in numerous areas in hopes of making a similar design available in SUPER GT as well.
“We first tried out a hand-made version at Fuji Speedway and Sportsland SUGO (photo). There was even a time when the mother of one of the SUGO rescue team members stayed up late into the night to make them for us. Continuing that way through trial and error, backed by FIA’s actions, the fact that we were able to work our way to completion was very moving. The FRO cars were of course fitted with BOA and most of the racetracks in Japan purchased it from us. Although it took time, I felt it was great that we were able to work step-by-step to get to that point. The task of spreading knowledge of the operation and rules of using BOA is still in progress however.”
“With the rescue team members at each circuit, each time we meet we conduct training, and in the FIA-F4 we have now used it twice. The police and the rescue teams have also used it, and since it is such a simple system, you can wrap it from in front of the face and around the neck once, after which you bundle it from the front around under the armpits, and then you give it a strong lift to rescue the driver. While it is recommended for formula cars, I believe it can also be affective with touring cars as well.”
By the way, “boa” is the name of a species of large snakes common to Central and South America with strong muscles that they use to strangle their prey. The giant snake that appears in the jungle movie “Anaconda” is a species of boa snakes.
The first attempt in making a hand-made BOA device was in 2017 Eight years ago in 2017 Watanabe MD tried out the first hand-made device. After years of trial and error, with numerous improvements, all promoted by himself, he said “I felt that for the first time we had made a real contribution for the world of racing.”
The BOA device currently in use (quoted from a FIA bulletin) The photograph (an extract) published in an FIA bulletin. Although it’s use is officially limited to single-seater cars, “It is also known to have been used in SUPER GT, and we intend to promote it positively.” (says Watanabe MD)
Even though the latest rescue devices have now been adopted in SUPER GT, we hope that these devices never have to be used, Everyone surely hopes that we can see cars take the victory checkered flag without the FRO having to intervene, but even if it is necessary for the rescue or medical sections and all the officials have to be brought out, of course they will approach each race seriously and with readiness. For this reason, the drivers can approach each race with confidence…..
Our next entry will be our last, and in it Mizuki Watanabe MD will express his thoughts (to be continued in the following 3rd entry).
SUPER GT medical delegate doctor Mizuki Watanabe (2nd from the left), born in 1972. Neurosurgeon and Director of the Spine and Spinal Cord Surgery Department at Seirei Hamamatsu General Hospital. In addition to serving as a SUPER GT Medical Delegate, who is also involved in medical assignments for WEC and WRC, etc., and Takeshi Tsuchiya, Director of Tsuchiya Engineering was a high school classmate. From the left of the photo are the FRO Fire and ＆ Rescue Chief Kazuyuki Matsumoto, Deputy Safety Delegate, doctor Yuya Kaida and FRO driver Chief Daisuke Yamawaki.
