Re: 2012 F1D World Championship Statistical Analysis

From: Yuan Kang Lee <ykleetx_at_gmail.com>
Date: Fri, 31 Aug 2012 06:33:28 -0000

Nick,

Thanks for your explanation. During the afternoon in rounds 2 and 4, which go from around 1:30 pm to 7:00 pm, at what times were the flight windows of you, John, and Brett?

-Kang

--- In Indoor_Construction_at_yahoogroups.com, Nick Ray <lasray@...> wrote:
>
> I supposed is good that people are talking about F1D. However, I do wish
> more attention was paid to how World Champs are run and flown. There are a
> number of variables outside of the model and rubber than greatly impact an
> individuals results.
>
> A defending world champion fly's with a major advantage they are their own
> team. A national team is required to have all three of its members fly
> within the round. In Belgrade this meant that at least one team member was
> going to have to fly in the worse air. A team manager can either choose to
> share the best air by rotating the flight order or by giving to the best
> air to competitor they think will do the best. The later case is what the
> US did. This means thats not all the members on a team have an equal
> chance. The difference between Brett and John's high times could be
> explained by the order that they flew in.
>
> Secondly, mid-airs play a large part in the out come of the contest. They
> can hurt if your at the end of a great flight or they can help by allowing
> you to restart a bad flight. There were probably over 50 mid-airs in
> Belgrade. I remember Ivan Treger having three in one round. There is no
> trim flying during the rounds of the world championships. This means that
> if you do trim fly in the morning or evening you are trimming the model in
> air that is unlike what you will be flying in during the rounds. Judging by
> Treger's constancy I doubt that the mid-airs helped him, but I know for
> other competitors mid-airs restarted bad fights.
>
> The third major variable is steering. For better or worse steering
> typically speeds up the prop RPM. This means that the model climbs more
> than what it was trimmed for and spins off more turns than what it was
> trimmed to do. Depending on when one is forced to steer, the model may
> climb into turbulent air around the disk at the top and then head for a
> wall while hitting the ceiling, or it may dead stick 40 feet above the
> floor because is average RPM was higher than expected.
>
> Schram's winning flight was a no steer flight. I know that all of the US
> team members would have preferred to not steer because of we wanted our
> models to fly the profile we had trimmed for, but it never seemed to really
> work out. To keep from steering in Belgrade everything has to be perfect,
> the model, the rubber the launch spot, the wind and clouds outside as well
> as the temperature. I think that no steer flights are more of a perfect
> storm than anything that can be predicted consistently.
>
> Maybe that will give some context to the discussion,
>
> Nick
>
>
>
> >
> >
>
Received on Thu Aug 30 2012 - 23:33:30 CEST