Re: Re: 2012 F1D World Championship Statistical Analysis

From: Nick Ray <lasray_at_gmail.com>
Date: Fri, 31 Aug 2012 08:46:47 -0400

Kang,

In the afternoon it was thought that air rapidly deteriorates. Lunch
started at 1pm and ended at 3pm. We had from 3pm to 7pm to make our
flights. Our goal was to fly as close to the start of the round as
possible. Bred would launch close to 3pm, as soon as Brett was down John
would launch. After John I would launch. In practice this meant that we
were done with the round by around 5:30-6pm.

Nick

On Fri, Aug 31, 2012 at 2:33 AM, Yuan Kang Lee <ykleetx_at_gmail.com> wrote:

> **
>
>
> 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_at_...> 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 Fri Aug 31 2012 - 05:46:47 CEST