Patrese: "Con un coche para ganar, Alonso volverá a ser campeón"

ahora que lo pienso detenidamente si, tienes razón(o tenemos razón ke)i. Jules tampoco tiene culpa, el de la grúa, ni la fía, ni marussia. Nadie lo demostró. Un saludo

Me estás dando la razón. Bianchi es inocente hasta que se demuestre lo contrario. La FIA sin tener facultades para hacerlo (ella no imparte justicia), declaró a Jules responsable de su propio accidente. saludos.

a y por cierto el estado de derecho internacional establece que se es inocente hasta que se demuestre lo contrario no al revés. Un saludo

esta bien compa. Para mi no por todo lo expuesto, sus buenas 5 o 6 veces. Además me parece doble standard tirar contra las investigaciones en un caso, y luego en el caso que no me acomodan salir con toda clase de subterfugios. Que el interlocutor no sabe, que nadie entiende, que el interlocutor es antialonso, que se sabe más que todos. Todo como quedo archidemostrado. Puras falacias. Todo el mundo entendía, y después de 50 maromas el argumento sigue fofo y obtuso. Un saludo cordial compa.

Dancor yo creo que los que están aislados son ustedes. Concuerdo con cada una de las palabras de @Diablo, el responsable por la muerte de Bianchi es la FIA mientras no exista un Tribunal de Justicia que determine lo contrario.

[Editado por la Administración SoyMotor.com]

no te tomes tanta molestia compañero...Mira, obviamente mi punto de vista por la vida de un piloto, es emocional, sin embargo, no me he quedado solo con mi subjetivo. Consulté con personas entendidas en temas judiciales, expuse el caso tal cual, sin ahorrar detalles, comas ni puntos, de acuerdo a lo dispuesto en los reglamentos, y también explicando la función de dirección de carrera y funcionarios encargados, establecido en el código deportivo internacional, y mientras los bólidos se desenvuelven en la pista. Las dos personas consultadas coincidieron, la responsabilidad por lo ocurrido al piloto galo ha sido exclusiva del organismo encargado del protocolo de seguridad implementado...La frase coloquial “peor el remedio que la enfermedad”, fue el común denominador de estos profesionales del Derecho....

Composition of the Accident Panel
Presidency
Peter Wright, President of the Safety Commission
Members
Ross Brawn, former Team Principal of Mercedes F1 Team, Brawn Grand Prix and former Technical Director of Scuderia Ferrari
Stefano Domenicali, former Team Principal of Scuderia Ferrari
Gerd Ennser, Chief Stewards’ representative
Emerson Fittipaldi, President of the FIA Drivers’ Commission, F1 Steward
Eduardo de Freitas, WEC Race Director
Roger Peart, President of the Circuits Commission, President of the ASN of Canada, F1 Steward
Antonio Rigozzi, Advocate, Judge at the International Court of Appeal of the FIA co-opted by the teams
Gérard Saillant, President of the FIA Institute and President of the Medical Commission
Alex Wurz, President of the GPDA, drivers’ representative

Recommendations:
A number of recommendations for improvements have been proposed, relevant in many cases to all of motorsport. They include the following:
1. A new regulation for double yellow flags:
Proposed new Appendix H Article (possibly under 2.4.5.1 b):
The Clerk of the Course will impose a speed limit in any section of track where double yellow flags are being displayed.
It is proposed that a Working Group, made up of FIA Race Directors and Stewards should meet and draw up detailed regulations and guidelines for the application of this new regulation, in time to apply it in 2015 across international circuit racing.

2. Safety critical software:
A review of safety critical software and measures to check its integrity will take place.

3. Track drainage:
Guidelines on circuit drainage will be reviewed, to include drainage off access roads.

4. 4-hour Rule:
Article 5.3 of the F1 Sporting Regulations states that:
However, should the race be suspended (see Article 41) the length of the suspension will be added to this period up to a maximum total race time of four hours.
It is proposed that a regulation or guideline be established such that the Start time of an event shall not be less than 4 hours before either sunset or dusk, except in the case of night races.
It is also recommended that the F1 Calendar is reviewed in order to avoid, where possible, races taking place during local rainy seasons.

5. Super Licence
It is proposed that drivers acquiring a Super Licence for the first time should undertake a course to familiarise themselves with the procedures used by F1 in running and ensuring the safety of an event.
It is also proposed that new licence holders pass a test to ensure that they are familiar with all the relevant regulations.

6. F1 risk review
Consideration will be given to a review of F1 risk, in order to ascertain whether there are any significant holes in the safety defences, such that an unforeseen combination of circumstances could result in a serious accident.

7. Tyres
It is part of the challenge of a racing driver to drive his car as fast as possible given the track conditions combined with the characteristics of his tyres. Although the characteristics of the wet weather tyres provided by Pirelli did not influence Bianchi’s accident or its outcome in any significant way, it is recommended that provision is made for the tyre supplier to develop and adequately test wet weather tyres between each F1 season, such that it is able to supply the latest developments to the first event.

3. Bianchi no disminuyó lo suficiente para evitar perder el control en el mismo punto de la pista como Sutil.
4. Si los conductores cumplen con los requisitos de doble bandera amarilla, como se establece en el Apéndice H, el art. 2.4.5.1.b, entonces ni los competidores ni los oficiales deben ponerse en peligro inmediato o físico.
5. Las acciones tomadas después del accidente de Sutil fueron consistentes con las regulaciones y su interpretación luego de 384 incidentes en los 8 años anteriores. Sin el beneficio de la retrospectiva, no hay una razón aparente por la cual el Safety Car debería haberse desplegado antes o después del accidente de Sutil.
8. El hecho de que el FailSafe no descalificó el par motor solicitado por el conductor puede haber afectado la velocidad del impacto; no ha sido posible cuantificar de manera confiable esto. Sin embargo, es posible que Bianchi estuviera distraído por lo que estaba sucediendo y por el hecho de que sus ruedas delanteras se habían bloqueado, y no había sido capaz de conducir el automóvil de tal manera que falló la grúa.

Accident Panel:
Conclusions:

The review of the events leading up to Bianchi’s accident indicate that a number of key issues occurred, which may have contributed to the accident, though none alone caused it:

1. The semi-dry racing line at T 7 was abruptly narrowed by water draining onto the track and flowing downhill along it. Both Sutil, and Bianchi one lap later, lost control at this point in T 7.

2. Sutil’s car was in the process of being recovered by mobile crane when Bianchi approached Sectors 7 and 8, which include the part of T 7 where the recovery was taking place. Sectors 7 and 8 were subject to double yellow flags.

3. Bianchi did not slow sufficiently to avoid losing control at the same point on the track as Sutil.

4. If drivers adhere to the requirements of double yellow flags, as set out in Appendix H, Art. 2.4.5.1.b, then neither competitors nor officials should be put in immediate or physical danger.

5. The actions taken following Sutil’s accident were consistent with the regulations, and their interpretation following 384 incidents in the preceding 8 years. Without the benefit of hindsight, there is no apparent reason why the Safety Car should have been deployed either before or after Sutil’s accident.

6. Bianchi over-controlled the oversteering car, such that he left the track earlier than Sutil, and headed towards a point “up-stream” along the barrier. Unfortunately, the mobile crane was in front of this part of the barrier, and he struck and under-ran the rear of it at high speed.

7. During the 2 seconds Bianchi’s car was leaving the track and traversing the run-off area, he applied both throttle and brake together, using both feet. The FailSafe algorithm is designed to over-ride the throttle and cut the engine, but was inhibited by the Torque Coordinator, which controls the rear Brake-by-Wire system. Bianchi’s Marussia has a unique design of BBW, which proved to be incompatible with the FailSafe settings.

8. The fact that the FailSafe did not disqualify the engine torque requested by the driver may have affected the impact velocity; it has not been possible to reliably quantify this. However, it may be that Bianchi was distracted by what was happening and the fact that his front wheels had locked, and been unable to steer the car such that it missed the crane.

9. Bianchi’s helmet struck the sloping underside of the crane. The magnitude of the blow and the glancing nature of it caused massive head deceleration and angular acceleration, leading to his severe injuries.

10. All rescue and medical procedures were followed, and their expediency are considered to have contributed significantly to the saving of Bianchi’s life.

11. It is not feasible to mitigate the injuries Bianchi suffered by either enclosing the driver’s cockpit, or fitting skirts to the crane. Neither approach is practical due to the very large forces involved in the accident between a 700kg car striking a 6500kg crane at a speed of 126kph. There is simply insufficient impact structure on a F1 car to absorb the energy of such an impact without either destroying the driver’s survival cell, or generating non-survivable decelerations.

It is considered fundamentally wrong to try and make an impact between a racing car and a large and heavy vehicle survivable. It is imperative to prevent a car ever hitting the crane and/or the marshals working near it.

El compañero dice, que el unico responsable es la FIA, yo lo que digo es que fue un cúmulo de circunstancias y por lo tanto de responsabilidades.... del piloto, del equipo... de todos... no solo de la FIA

1º) fíjate en cuánto redujeron los otros dos; 2º) como bien has apuntado, se medía por tiempo y no por velocidad, pues es un parámetro relativo, y Jules redujo medio segundo su parcial de dobles amarillas 3º) no te parece sospechoso que en todos los videos se quitaron las velocidades del resto??? 4º) si el comunicado de la fia se refería convenientemente a la velocidad y no al tiempo (que era lo reglamentario), insisto rep, no te resulta el menos "extraño"???

Rep si un equipo no monta elementos de seguridad y sucede un accidente, es responsabilidad del equipo y de la FIA, por ser este organismo el encargado de garantizar la seguridad en una carrera; así como por ejemplo se encargan de penalizar en un auto si la cantidad de combustible es insuficiente con el que terminó la competencia.

Rep pero si lo está diciendo amigo.....un cúmulo de responsabilidades y fue la FIA la que determinó de quien era la única responsabilidad.....de Bianchi.

si el muro es de concreto sin defensas y se encuentra a 20 metros de la pista, de frente y al final de una recta de 300kph, el piloto falló en la maniobra de frenado, pero la federación es responsable por habilitar un circuito suicida...Pero en el caso de marras, "el muro" se colocó durante el procedimiento sin neutralizar la carrera....

Y no es exculpar a la FIA, pero responsabilizar solo a la FIA, me parece erróneo.... cuando hasta la familia denuncia a Marusia, por ejemplo....

Andrew Benson (BBC): "Despite that, cranes continue to be used occasionally to recover crashed cars in F1 and until now no-one really thought anything about it.
The combination of circumstances at Suzuka - worsening rain, fading light, a small run-off area, a driver losing control despite waved caution flags -highlighted the risks.
As always, though, it is a complicated issue.
It is easy to say the vehicle should not have been there. Yet cars need to be recovered somehow, because hitting a stranded racing car at speed is dangerous in itself.
So there will surely be discussions as to what can be done about this - perhaps putting a safety car out to neutralise the race before a recovery vehicle is used, or finding some way to make them less dangerous things to hit."

En la zona de doble amarilla redujo 5 km/h, paso la vuelta anterior a 218 km/h y en la fatídica vuelta a 213 km/h... y eso con neumáticos intermedios con casi 20 vueltas....

correcto compañero, y te cito: "los pilotos e ingenieros, a falta de normativa que diga la velocidad exacta, suelen utilizar los parámetros de reducir 2 décimas con bandera amarilla y medio segundo con doble amarilla)". Tal cual Rep, lo dije en otras palabras por allí debajo. Medio segundo fue lo que redujo Bianchi, demostrado por la irrefutable telemetría presentada por el equipo y seguramente corroborada por la fia, pues ellos también la tienen. De manera que el patético argumento esgrimido por la fia, ha sido la tercera enormidad cometida, para cerrar su propio círculo.... 1º) su criminal protocolo; 2º) su absurda auto investigación; 3º) su hipócrita y cínico comunicado final....