Re: Re: 2012 F1D World Championship Statistical Analysis

From: Nick Ray <lasray_at_gmail.com>
Date: Wed, 5 Sep 2012 14:02:50 -0400

Kang,

I think the answer is no one really knows, but we flew with the assumption
that the air was best around noon.

Flying, late especially after the round a reflight was probably better
because there were fewer planes in the air and the building was cooling and
so venting out of the top.

If I remember correctly, moving later in the day didn't seem to help John
much. He would be the best data point to look at because he was so
consistent over all.

Best,


Nick

On Wed, Sep 5, 2012 at 1:56 PM, Yuan Kang Lee <ykleetx_at_gmail.com> wrote:

> **
>
>
> Nick,
>
> Schramm's 39+ flight was late in the afternoon round on Day 2 (Round 4). I
> also thought that a couple of Treger's 37+ minute flights were made late in
> the day.
>
> Tapio posted earlier that he felt the air became the calmest late in the
> afternoon rounds.
>
> I talked to Kagan over the weekend, and he felt that it was difficult to
> judge when in the afternoon the air was better vs. bad.
>
> I wasn't there, so I can only speculate based on everyone's feedback. It
> seems that late in the afternoon may be a little better than earlier in the
> afternoon.
>
> Regards,
>
> -Kang
>
> --- In Indoor_Construction_at_yahoogroups.com, Nick Ray <lasray_at_...> wrote:
> >
> > 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_...> 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 Wed Sep 05 2012 - 11:02:52 CEST