The only people owed an explanation are his mom, dad and wife as far as I’m concerned.
Very true. I wasn't trying to insinuate that he'd done anything wrong, with the build or the driving, with my prior post. Just more of how do we minimize this risk going forward?
Which I'm still on the pinion brake idea, perhaps one at each end of the driveshaft? On there own circuit, could they be setup as an "e-stop" of sorts? Thinking something along the lines of a Co2 pressured system, that to use you just release the Co2 to pressure the brake fluid clamping the calipers, no pedal or lever to hold the pressure with, just the sealed system on the Co2 and brake fluid?
Sent from my SM-G991U using Tapatalk
Very true. I wasn't trying to insinuate that he'd done anything wrong, with the build or the driving, with my prior post. Just more of how do we minimize this risk going forward?
Which I'm still on the pinion brake idea, perhaps one at each end of the driveshaft? On there own circuit, could they be setup as an "e-stop" of sorts? Thinking something along the lines of a Co2 pressured system, that to use you just release the Co2 to pressure the brake fluid clamping the calipers, no pedal or lever to hold the pressure with, just the sealed system on the Co2 and brake fluid?
Sent from my SM-G991U using Tapatalk
I won't begin to pretend that I know about all the safety systems on these drag trucks. I don't know if they have guillotines, extra brakes, etc etc......however, I'm not sure that any amount of built in safety would contain every run-away event. When you cross the finish line at umpteen million miles an hour, will you really have time and think "shit, I'm running away, I need to do this this this and this". I would imagine panic sets in and lots of cuss words are said.
Like I say, I don't know. Do you racers have a checklists you practice? Do you have runaway event procedures? Do you cycle through them every time down the track?
I do agree that whatever happened needs investigated and released so others can learn from the event....but that's probably just the curious part of me talking.
I've never been to that dragstrip, so out of curiosity I checked it out on goggle maps. I was wondering how a truck could go airborne, hit a tree, and end up in a creek. I wanted to see how much sand was there, and I see there is not much. A 4WD truck running at full tilt had no chance of getting stopped at top end in my opinion.
Safety rules are only as good as the tech inspector, and sanctioning diesel drag racing has proven to be a nightmare. To top that off, the continual increase in HP and speed makes last years accident mitigation garbage. And so on...
The potential for diesel engine runaway is so much greater than gasoline power. The only way to shut one down, is to blow it up, but then comes the fire. When I lived and worked next to an emergency diesel engine (generator), our last line of defense in the rule book was to spray CO2 into the intake.
FWIW, I also don't get how a CR runs away. A factory ECM processor can't handle more than 5000 to 5200 rpm. However, if an aftermarket Bosch or Motec unit is used, I don't know what they can or cannot support.
It's a safe assumption that nobody at the 6.70 level and above is using a rail plug. The injectors are far to expensive to let get pounded by rail spike. All of the reputable injector manufacturers have PRV that are calibrated to 29-32k lbs of rail.I'm not saying this is what happened.
One of the practices I've seen with the common rail is to plug the rail relief valve, and that scares the hell out of me. Folks do this to allow fuel pressure inside the rail to climb well over 26000 psi limit.
All well and good until an injector nozzle cracks, burns through a piston like a torch, and allows oil to become the combustion agent. You can shut the fuel off at this point and the engine cares not.
That's just one way the CR engine runs away. Under all the electronic controls, it's still an internal combustion engine.
The issue with that suggestion is that would be an immediate, binary application of the pinion brake(s) which would either cause the truck to skid or the driveshaft(s) and pinion to shear. JMHO though.
It's a safe assumption that nobody at the 6.70 level and above is using a rail plug. The injectors are far to expensive to let get pounded by rail spike. All of the reputable injector manufacturers have PRV that are calibrated to 29-32k lbs of rail.
Yea, just figured I'd let you know that there exists a better option than a cap.I agree, that's why I said "I'm not saying that's what happened".
Hell Phil, we have no idea what really went down. I was just pointing out one of many avenues that may cause CR run away.
Yea, just figured I'd let you know that there exists a better option than a cap.
A fellow I work with runs NHRA Super Gas and has raced at Crossville a lot. He, of course has a chute but says he rarely deploys it. His car may not weigh what that truck does, I don't know.