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Bernd Maylander’s ‘working week’ generally begins on a Thursday - the start of the Grand Prix weekend - and ends on a Sunday. Formula One’s official safety car driver is a key element of the FIA safety team, coordinated by Race Director Charlie Whiting, and Deputy Race Director Herbie Blash in Race Control.
With two safety cars and two medical cars, the team transports approximately 3.5 tons of material from race to race. While the medical car is staffed by a driver and the FIA medical delegate, Maylander and his co-driver since 2000, Peter Tibbetts, are responsible for the safety car. But what exactly does Maylander’s weekend entail?
Thursday:
“Generally at European races we arrive early on Thursday morning. We meet at the race track at around 11.30 - 12.00 o’clock. First, I go to the FIA office, where we have a short meeting and go through the important documents for the race weekend, such as race schedules, circuit maps, rules and regulations etc.
“Then I get changed into my race overalls and I am in the safety car at 1.35 pm. Between 2 pm and 3 pm the first circuit test takes place. The safety car is therefore the first car that enters the circuit each race weekend. The track test is very important, because both the car and the track are being tested and the radio system, the GPS systems as well as the cameras are also checked.
“Then, I forward our test results to Charlie Whiting, change into my official FIA clothing and attend the drivers’ briefing for the GP2 series. The meeting takes roughly 10 - 30 minutes, depending on the topics and how much needs to be discussed. After that I return to the hotel. I usually spend the evening exercising or I go for dinner with the teams and sponsors. It sometimes depends on which city, whether or not there is a lot to see and do, such as in Melbourne and Istanbul.”
Friday:
“Friday morning we leave the hotel at around 7 - 7.30 am. After arriving at the circuit we have a brief meeting with Charlie Whiting, the press, the technical and software department and with my team.
“Afterwards we perform another GPS test of the circuit - this test is performed from Thursday through to Sunday. This is very important because a track system is built into the safety car and all the other Formula One race cars, which not only provides an exact location of the vehicles, but also transmits the flag signals on the side of the track to the display in the car. Tests have shown that the driver can see them much better on the display - this goes a long way to increasing safety at the circuit.
“I follow the practice session on the monitor in the FIA trucks, but I am not in my car because there is no safety car during the practice session. I can always be reached though, in case the safety car is needed.
“The Formula One drivers’ briefing takes place at 5 pm and during the driver briefing the previous race and the current race are analysed and we discuss what can be improved and how. The meeting is led by Charlie Whiting and all Formula One drivers and test drivers, FIA race commissioners, marshals and myself are present.
“After the meeting I return to the hotel. I try to exercise or go for dinner with friends - it is completely up to me how I plan my evening.“
Saturday:
“Saturday morning the FIA arrive at the track very early and have another meeting and this is followed by a GPS test, then I watch the third practice session.
Directly after Formula One qualifying, the countdown starts for the first GP2 race.
The GP2 race on Saturday afternoon is principally the same as the Formula One race, just at a different time and with different cars.
“Saturday evening we usually socialize a little but we tend not to stay up that late - because Sunday is the all important race day.”
Sunday:
“On Sunday we arrive even earlier at the track. It is one of the greatest moments of the weekend - to see how the circuit and the people slowly awake and embrace the exciting day ahead.
“The toughest part of the day for me begins right after the GPS test. After the second GP2 race, the Porsche Supercup takes place and at 1 pm the countdowndown for the official Formula One race begins. At 1.10 pm my boss Charlie Whiting brings the official Formula One safety car to the starting grid and hands it over to me. I check again whether the camera and the radio function properly and I make sure I get the most recent weather update - which is a very important part of my race preparation.
“At 1.50 pm I join my co-driver in the car. We adjust our helmets, buckle up and check the radio frequency. At 1.56 pm we leave the starting grid and park the car in the agreed parking position for the first lap.
“As soon as all cars have completed the first curve, I am told to move the safety car to the parking position for the rest of the race by my colleagues in Race Control.
“I observe the race on the TV monitor in the car and I also watch the weather. I usually communicate two to three times with Race Control to check whether all frequencies function properly and to receive further weather updates. When I get a command, I always have to confirm it by stating what I am currently doing. It is like the relationship between an aeroplane pilot and air traffic control: when the pilot receives the order he then confirms it and also re-confirms the update of his/her new position. In addition, our mechanics also follow the radio on the pit lane.
“If the race is finished without a safety car phase - which is thankfully usually the case - I wait for the last race car and I follow it. With this, I notify the marshals that there are no other cars coming behind me and that they are able to enter the circuit.
“If no support race takes place, my day usually ends there. There are races after which I leave straight away and others where we depart on Monday morning.
“When my work is done it is nice to spend Sunday evening at home. Once in Japan, we did not manage to catch a flight back home on Sunday evening so a small group of us went to a karaoke bar. We really had a great night.”
During the race:
“I am constantly in the safety car during the race and I follow the race on the monitor in my car and also listen to the radio, which connects me to Race Control.
“If the weather conditions worsen, or an accident occurs, I communicate with Race Control several times. I give them my opinion of the situation and I wait for their feedback. Race Control then decide whether I will be deployed or not. Along with the information I provide, Race Control takes the information of the weather station and the teams into consideration.
“If Race Control sees potential for the deployment of the car, I get the command - ‘Safety car stand-by!’
“I prepare for deployment and wait for further commands. If I receive a ‘Safety car stand-down!’ the dangerous situation no longer exists, and there is no need for me to go on the track.
“If I hear ‘Safety car GO!’, I immediately drive onto the circuit and try to quickly go in front of the leading car, so that the race cars can line up behind me. During a safety car phase, safety is the most important element; however, I still need to maintain a certain level of speed.
“This is so the race cars do not overheat from the lack of cooling air or that their tyre pressure does not decrease. The teams also have an impact on the velocity.
“They inform Race Control if they want me to speed up or slow down. I tend to drive at my limit during the safety car phase. However, for the Formula One drivers 280 km/h is quite slow. Just to give an example, a Formula One race car is on average 35 to 55 seconds faster with every lap it completes, depending on the length of the track. This means that a Formula One car can overtake the safety car every three laps. It is incredible how fast these cars are.
“I then stay on the circuit until the hazardous situation has been overcome. This is the decision of Race Control. Thereupon at the end of the second section I switch the warning lights off. Before taking the next possible exit, I turn into the pit lane and the grid is released. Overtaking is only permitted after having crossed the start/finish line.”
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