There's been some discussion of my SRF blog entries over on the wheeltowheel mailing list. Some writers there have indicated that if I have a major problem with SRFs and GCR compliance, I shouldn't be passing them through annuals. I understand the point, but I have never failed an SRF over any of these issues or even written a note in a book over them. And there's a reason for this.
First of all, while I do see problems, it's my general preference to work with drivers and educate them about their safety equipment. If they can see the reasons for the things I bring up during an annual, they are likely to be inspired to take care of problems just because it's the right thing to do. And besides this, there's the whole issue of possibly having to send large numbers of racers home which is something I really don't want to do.
Second of all, there's a separate issue of Homologation (which I'd overlooked but which someone on wheeltowheel brought up). These cars are all homologated by the SCCA, that is, they have type approval for the class in the configuration delivered by Enterprises or in configurations modified in accordance with directives or upgrades that come from Enterprises -- and Homologation frequently trumps the GCR.
There is a need, I think, for a complete posting on Homologation. One will be along later today or this evening.
I think that if an SRF went straight in without deaccelerating it could be pretty bad.
This is what happened in the fatality at LRP two years ago; a Radical DSR with 10" spacing impacted at full chat at the top of the uphill and the harnesses came loose; the driver was wearing a HANs. His carotid artery tore and he bled out in the car. I can't say that this was the whole cause; it was a tough accident, but I believe it was a contributing factor. An SRF could easily be going as fast at a fast track.