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#1
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Time Distance Task
An outline of a talk on the Time Distance Task is available. It was
presented by Joerg Stieber, the Chairman of the Sporting Committee of the Canadian Soaring Association. It resides on the web page of Canadian Advanced Soaring. The URL is www.sac.ca/cas/resources/resources.html I recommend this talk to anyone who wants to keep abreast of the latest developments in contest tasking and contest scoring. Pilots who are not familiar with the Time Distance Task should go to my posting on r.a.s, History of Contest Scoring, October 2, 2003. Bill Feldbaumer 09 |
#2
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History repeats it's self. This discussion was entertaining before
the internet. I can't wait for this to start again. I was really getting tired of the VNE thing. |
#3
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TET becomes TED
It seems simple enough except for the endpoint problem. It basically means everyone will drive as low as they dare when time runs out. The question becomes: how low dare you go when time expires and still climb back out to get home for the bonus? It's particularly an issue if the day is miscalled or if you individually are much slower or faster than the expected speed. In this case you are likely to be a good distance from home and fairly low. So if 1000 feet is worth 6 miles, on a 200 mile task that's 3%. In today's terms that's about 150 points over the course of a regionals for a pilot who consistently drives to 1000 feet as time expires versus one who targets 2000 feet. It costs you 300 points over 5 days if you shoot for 3000 feet versus 1000 feet, etc. This presumes those who dive lower actually get away with it. I'm guessing that for any given day you could figure out the optimal altitude to shoot for where the expected probability of landout penalty (based on average inter-thermal distance)equals the extra altitude margin penalty - go lower and the odds are too high that you'll land out, stay higher and you leave points on the table. I'm guessing the optimal 'finish altitude' for a typical racing day is less than 2000 feet, possibly less than 1500 feet, and that some pilots will be making saves at less than 1000 feet. With some simple assumptions you can calculate the actual optimum, but those are my rough guesses. An alternative is to grant some number of miles per 1000 above field elevation when time runs out and skip/reduce the get home bonus. That would likely reduce the gutsball aspect of the finish altitude. Of course it all adds complexity beyond simple sum of Total Elapsed Distance (TED). 9B At 04:30 02 April 2004, Paul M. Cordell wrote: History repeats it's self. This discussion was entertaining before the internet. I can't wait for this to start again. I was really getting tired of the VNE thing. |
#4
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Hello
I personally don't think that TET would diminish greatly gaggles. Very often the fastest way is to go in a group and it is as true here as in any other task type. Another problem is that if the pilots separate they might (and will) come to the turning points from widely varied directions which I don't see as a major safety increment. TET has its place in really a difficult to forecast a day but I don't see it as THE task type. Nor AAT is it, though the trend in task setters seem to lead that way. I think AAT is a good task type for unsure or lazy task setter And yes, I HAVE been giving tasks every now and then... Enough of venting.. back to the job. Competition tasks still almost two months ahead regards hannu P.S. One possible (but I don't say probable or preferable) task type might be OLC, meaning us staying up for whole the day. To get pilots home, the task type should be peppered with a hefty homecoming-bonus... |
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