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Category: Archive 2015

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1. Montor of ther year - Nomination.
2. Rubber etc at the fab Feb
3. Rules - Buskell -c
   
4. Rules - Achterberg- b
   
5. Rules - Lenartowicz - a
   

More on FF Rule Changes (and tow line length reduction concerns)

As a final though on some of my earlier comments on this issue, and in reading some of the proposals and plans passed along to us by Ian Kaynes, it seems that the ideal solution would be to simply move the clock back 10-15 years. This would not be entirely inconsistent with my proposal to simply revert to two sub categories within each Free Flight Class in the short term – a classic and a high tech. The classic would be a traditional class without any of the advanced modern technologies of the last decade, with the high tech variant essentially the current version we have today. Over time, it is likely that the easier and cheaper access to the classic version of competition would move most competitors to that category anyway, and if high tech elements remain an over- performance issue, then the high tech subcategory can be eliminated at that time.   However, to make changes that would require everyone to discard all models in 5 years by making fundamental changes to model parameters (wingspan, etc) and have everyone start from scratch on all elements seems like a particularly extreme solution.   

 The sport today is very expensive and complicated. However, there is also a group that enjoys the high tech models today, and there does not appear to be a lack of interest from those hosting the contests (to some extent, they need to have some responsibility to accommodate the changing requirements). Granted, there are issues with over-performance, but this is not the cases in all contests on a regular basis. It is important to remember that the observation of performance at European or World Championships consists of the best flyers with the best models, so the problem would be most visible at those events. This is certainly less of an issue in more local contests.  Having a classic sub-category in place in the near term would also move to resolve this issue. The “classic” version would likely achieve performances that were achieved 10-15 years ago – essentially topping out in the 5-7 minute range, as opposed to the 7-10 we are seeing now, and move competitors back to a preferable balance between field capacity and model performance. 

I also wanted to comment specifically on the shocking proposal by Poland/Austria to reduce the tow-line length to 40m or even 35m, as this affects me personally in F1A. I would be curious to see the innovator of this suggestion try to tow a model at this length of line in 8-9m/s winds. I know, as do others, that even under 50m you need the extra 10m to circle and avoid grounding, which isn’t always easy. Unless the thought was that it would be a straight launch without any towing? Additionally, while the reduction in towline length to 40m may reduce the numbers making it to the flyoff, it is not going to do much to affect the problem of extreme performance ( if a model finds a thermal to make an 10 minute flight, it’s still going to find that thermal and still fly about 10 minutes). The reduced towline, however, will have a very negative effect on towing performance and participant/model safety.

 So in summary:
- introduce a “classic” subcategory within each Free Flight class, that would place limits on advanced technologies, while allowing an “open” subcategory for high tech models. Maintain a separate set of scoring for each.
- over time, with an alternative available, the trend should be towards more participants moving to the “classic” format. At that later date, and depending on participation numbers, we can consider phasing out the “open” category, but it’s too early to do that now because people have too much invested in it.
- do NOT redesign free flight from scratch: we’ve flown to the same model and flight parameters for decades, no need to scrap everything (i.e. fundamentals), we only need to change what is not working (and be more careful in the future about the consequences of any changes we introduce)

Chris Lenartowicz
F1A – Canada

USA Team Final’s management caveats

1_What are we testing at the finals?

Regular rounds at the finals have one flier per pole with a 25 minute window. Ignoring F1A in which piggybacking is difficult, in B and C one observes mass launches if someone happens to have launched into good air. In other words, with one flier per pole we are really testing the piggybacks skills of most B and C fliers. Indeed, in the last finals, the only time each flier had to choose when to launch was during the 2:30 rounds when the wind was howling.

IF we really want to test the B and C fliers’ ability to choose thermals, we should assign two fliers per pole! Admit that it sound like a bitter medicine. Suppose two B fliers on a pole are being timed by an A flier. The B fliers would have 40 minutes to fly each round, divided into 10 minute time slots. On day 1 half the B fliers would be randomly assigned to the first and third time slots, the others to the second and fourth slots. (The next flying day positions would be switched.) Once one of the fliers on a pole flew, the other flier gets the rest of the flying time. During the following 20 minutes C will be flown. This schema can work for C (two fliers per pole) being timed by B fliers but will not work when B and C are being timed by A fliers as each round would expand to 80 minutes. So when B and C are flown in the same day, C would fly with one flier per pole. (Sounds like a ¾ solution.)

Of course fliers can still piggyback in a two fliers per pole setup, particularly during in the first and second time slots each round. But the number of fliers on the line is at least halved and those who fly in the third and fourth time slots would probably have to pick their own air. Furthermore, the suggested two fliers per pole better replicates the way a World Championship is run.

2_When to start an effective flyoff?

Typically finals start flyoffs at pre-assigned times. Any delay in beginning the early morning flyoff will impact the rest of the flying that day and increases the chances of thermals. But afternoon flyoffs an actual delay might be beneficial if the conditions get worst and more fliers actually drop. In other words, flyoffs when a large thermal is passing just wastes time.

One should therefore attempt to start an evening flyoff in reasonably bad weather conditions. Suppose an evening flyoff is scheduled for 4:00 PM. A minute before the flyoff is supposed to begin the CD could judge the conditions as being “too good” and delay the flyoff by 5 minutes. And just before the delayed flyoff is supposed to commence the CD can decide again to postpone it by another 5 minutes etc. Weather conditions change over time and the flyoff is bound to start after 3 or 4 delays. Once the flyoff begins conditions might change – either improve, stay poor or get worse but starting in poor conditions will most likely reduce the number that max.

Since choosing bad air is a critical ingredient, the advice from a few experienced fliers might be very helpful. A clueless CD would probably choose the best conditions to start a flyoff getting the worst result (a maxout).

Actually, delayable evening flyoffs might be useful in any contest.

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