I am told that there are one or two people who read my occasional bulletins. I do have to apologize to everyone that I have not set finger to keyboard for some time. There has been a lot of progress in the last year.  At Silverstone I was timed to see how long I could stand, unsupported.  I think I beat my previous best.  I guess it was the competitive atmosphere that helped.  We have had more than a full season since the rebuilt car first appeared at Goodwood in 2007.  Sue is now chief mechanic so does everything.  We have changed some things, like a smaller toolbox which can be loaded by one person. It has some girly stickers on it, to make up for the disappointment of it being unavailable in pink.  We do have a pink battery drill, so if anyone wants to borrow it, please be aware of the colour before asking. It does not have girly stickers on it, however.   There is one aspect of the car preparation that has become more important to us. That is one of Safety.  We know that a 1960 tube frame single seater is not the safest car to have an accident in. But there is a lot that can be done, within the regulations, to minimize some of the features that might contribute to injury in the event of an accident.  We have removed the fuel tank which was above the knees, and replaced it with a triangular section tank behind the seat. It is full of safety foam and behind an aluminium bulkhead. The fire extinguisher has moved from behind the seat to a position above the feet. I threw the supplied mounting away, because I thought that it would not withstand serious G forces. Have a look at yours and pretend it weighs 100 times more; would it stay put in a 100G shunt and work if you were conscious enough to pull the lever? The new seat has a continuous steel frame bonded to it, which itself bolts in four places to brackets integral to the tube frame.  This season, we have made an expanded polyurethane foam filler between the seat and the floor and the panel behind it.  Mix it up and use a plastic bag and it fills the space perfectly.  We made sure that the 6 point harness was mounted correctly.  I have seen shoulder straps at an angle that would allow considerable body movement in a serious shunt.  When I worked for Safety Devices, I was involved in a project to look at manufacturing safety harnesses. We designed and made a prototype quick release. We made a rig to test the harness to destruction. Using a hydraulic ram and a welded metal mannequin to simulate the torso, we did many tests and recorded the results. You would not believe how much a 75 mm. shoulder strap will stretch before breaking at many tons stress. The stretch varied a lot, depending on the relative height of the mounting to the torso. The quality of the metal fittings that are commonly used also affects the breaking point. They should all have a very smooth, radiused finish where the belt is held. We tried using some we made ourselves, but left unfinished, straight from the press. The belts severed there well below the required loading.  Several of the different prototype quick releases flew apart under test. We did have the whole rig enclosed in a wire net cage, and failures shot broken bits as though from a gun.   We also tested, to destruction, several proprietary harnesses. All passed the F.I.A. requirements, but some only scraped through, although others were stronger than required. We tested different specification bolts and nuts as well. The old Imperial specifications are M,S,T,V or X, while the ISO specs.  have a numeric value.    We have had the front uprights, steering arms, track rods, stub axles and hubs crack detected. That will be a pre season routine from now on.  The engine seems OK for the season, we did a leak down test and found all was OK. I will get Sue to rebuild all the engines from now on as this was one she put together.  We look forward to seeing everyone around the circuits this year, I think we have a late start, at Silverstone on May 9.