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Cpto. Europa F3A 2010: El Artículo

Jueves, 23 de Septiembre de 2010 20:03 Andrés Girabel F3A - Eventos
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art10Andrés Girabel nos manda a Acro3D este fantástico artículo sobre el pasado Campeonato de Europa de F3A en Austria, terminando de completar de esta forma los artículos de cobertura de Acro3D sobre el evento, para ofrecer una información de gran valor a todo el amante de la F3A y aficionado a la acrobacia.

 

 

|Descubre el Artículo del Europeo de F3A por Cris Rombaut|

(para una cómoda lectura de este artículo, recomendamos imprimirlo haciendo click en el botón situado a la derecha del título)


Abriendo camino
.

De la mano del campeón de España de F3A Juan Rombaut, Isaac Prat y Jonathan Girabel integran un equipo que ha sostenido el camino andado y afirmando la nueva imagen de la F3A Española en altos niveles de competición.

 

El maravilloso entorno de un país como Austria, un staff organizador que por la calidad de su gente garantizaba un éxito asegurado, y un nuevo objetivo alimentando los deseos de más protagonismo fueron elementos mas que suficientes para emprender la aventura.

Nuestro TM (team manager) Cris Rombaut, dos Helpers Neus Lopez y un servidor  conforman finalmente el equipo que nos representan.

 

art1Manteniendo la filosofía empleada en anteriores competiciones, pactamos llegar cuatro dias antes de la fecha de entreno oficial, lo que premite “hacerse” con el sitio, la altura, la humedad y condiciones no habituales.

Seleccionamos uno de los tres campos de vuelo asignados, en la población de Allerheiligen  próxima a Kindberg, a pocos kilómetros de Kapfenberg lugar oficial de la competición.

Socios de este increíble club, brindan una calurosa bienvenida a los “desconocidos” pilotos. El día se presentaba nubloso, casi constante lluvia y otras condiciones poco habituales para pilotos de la costa mediterránea española.

Un club pequeño, pero con una infraestructura enorme, cuarto de baño químico, caseta de madera con un gran confort interior, paneles solares que alimentaban una red de 12 Volts instalada en las mesas de uso. Botes de reciclado de basura, y una pista de césped exuberante, servicio de cafetería, bollería y cerveza a precios razonables. Montaron dos tiendas grandes para el cobijo de pilotos y aviones, con mesas y sillas en su interior. Todo esto a nuestra entera disposición.

Pasaban los días y los pilotos comenzaban a sumarse, generando casi pseudo-competiciones de altísimo nivel, con mucho respeto a los turnos de vuelo, gran camaradería y un ambiente distendido y a la vez alerta a “como volarán ¿? “.

Intentando adaptarnos a los horarios de Austria, anticipando almuerzo y cena respecto a nuestras costumbres, aprovechamos mejor la luz diurna y las prácticas previas comienzan a dar los resultados esperados. Logramos una interesante integración todo el equipo, dado que el carácter jovial de Juan y Jonathan transforman a su compañero Isaac facilitando finalmente llegar a conclusiones técnicas de los vuelos siendo bien aceptadas por todos. Ante notables diferencias de estilo entre ellos es difícil encontrar un método de crítica, lo técnico era la clave y fue la referencia utilizada.

Las grandes distancias recorridas por autopistas no han hecho mella en ninguno de los componentes. Notamos un alto nivel de motivación, notamos que algo puede suceder pero no sabemos que.

El team Girabel recorre 2700 km desde Benalmadena Costa, 1700 km los team Rombaut e Isaac respectivamente.

Descansamos un día por la tarde e hicimos turismo en GRAZ, una preciosa ciudad típica del entorno.

Logramos completar satisfactoriamente la primera etapa hasta la fecha de entrenos oficiales.

 

ENTRENOS OFICIALES.

 

Se incluía la certificación de modelos, verificando su peso en orden de vuelo y medidas reglamentarias FAI, configuración de FAIL-SAFE  de motor ( algo que debemos copiar por seguridad en competiciones locales) en los dos modelos que cada piloto incluye en su equipo de vuelo.

Cumplimentado satisfactoriamente, los aviones certificados pueden hacer su práctica asignada de 20 a 30  minutos por Team.

art8El día se presenta fresco y lluvioso, llega nuestro turno y llueve insistentemente, se presentan los primeros problemas, el variador de motor de Isaac y Jonathan a pocos minutos del despegue se reinician solos sin causa aparente y deben aterrizar para evitar riesgos. Isaac decide sustituir motor y variador, y Jonathan insiste en reconfigurar nuevamente y comprueba que no se repite el defecto. Al día siguiente entrenamos en nuestro sitio de siempre y probamos a fondo con muchos vuelos con resultados positivos, Isaac debe adaptar su curva de gas porque el motor que sustituye no es idéntico, Jonathan no cambia nada y fuerza motor y variador sin repetirse el defecto del día anterior, decide no hacer cambios. Juan continúa sin problemas.

 


 

1º Dia de competición.

 

Previo sorteo de orden de salida, el turno de Jonathan es el primero del equipo en salir al ruedo, sobre las 7:10 hs, el quinto piloto que debuta en esta competición, nubloso pero sin aire, las condiciones eran buenas..

Muy temprano, todos los integrantes del equipo presentes, y levantados desde las 5:00 hs obligados para estar despiertos, concluimos el primer round, con un vuelo aceptable, libre de errores significativos y casi una experimentada tranquilidad.

Logra sus primeros 400 puntos, sobre una máxima de 433 ptos ( Guenther Ulsamer ), nos parecía un buen arranque, ya que pilotos de gran renombre no superaban los 418… sin embargo este round fue eliminado por el 95% de los pilotos porque no representó la “realidad”, ya que suele ser habitual que la primer manga obligue a especular hacia abajo por parte de los jueces. Este panel posteriormente significó ser el mas “duro” a lo largo de la competición. Por la tarde los vuelos de Isaac (421 ptos) y Juan ( 438 ptos), con otro panel de jueces pero con peores condiciones climáticas, sin embargo dan la talla y comienzan a buen nivel. C.Paysant Le Roux en este round saca 514 ptos. planteando por donde irían las cosas.

art2Podemos observar variados estilos, esperábamos a Mayr con su nuevo diseño de avión de morro gigante un vuelo super lento, pero en las condiciones de aire que le toca volar hacen que aumente su velocidad habitual y no consigue un gran efecto al menos para nosotros, sin embargo la puntuación es bien diferente ( 467 ptos). Sebastiano Silvestri con un vuelo muy lento tanto en ascendentes como descendentes, pero con algunos cambios de ritmo que afectan la puntuación final. Su sistema de propulsión de doble hélice contrarrotativo logra el efecto esperado marcando una diferencia notable respecto a los demás pero está claro que dominar la velocidad con este sistema no debe ser tarea fácil.

CPLR deja en claro quien manda en esto de la F3A, con un vuelo a velocidad constante (velocidad equilibrada), plano constante, altura acorde y subrayando cada maniobra.

Terminamos la jornada en un restaurante chino. Teníamos la intención de sacar algunas conclusiones, pero invertimos el escaso tiempo en hacernos entender con un chino que hablaba alemán. Al final, todos cenamos lo mismo y felices a dormir.

Intuíamos que podíamos tener buenas opciones, al menos la sensación de minoridad moral no estaba presente y estábamos a tope de entusiasmo, con pequeñas dudas en cuanto a lo técnico pero confiados en que las bases que tenemos están en la línea que plantea la reglamentación.

 

2º Dia de competición.

 

Jonathan 860.07 FAI,  Isaac 863.69 FAI , Juan 919.45 FAI rompiendo la barrera del sonido en estrepitosa alegría por parte de todos, ya que mejoramos y nos ponemos a tiro de semi Finales (solo 23 pilotos lo conseguirán). Conseguir entrar los tres pilotos es un sueño bastante complejo, sin embargo la sombra de esa realidad era posible.

Todo se transforma respecto al día anterior, Stefan Kaiser ( LIE) le gana a Mayr, Sebastiano Silvestri a CPLR, el jovencísimo piloto Mazuchelli remonta con 951,18 FAI con un vuelo muy veloz, muy marcados y cerrados radios de salida y entrada, vertiginosos snaps y una distancia a nuestro gusto algo lejana, sin embargo todo muy pulcro.

art9Uno de los dos representantes del equipo Portugués, Rui Pedro consigue 813,52 FAI en su primer competición internacional, con un vuelo francamente interesante, buen presagio. Portugal será un fuerte cercano competidor y nos alegra que mantengan el nivel.

Se mantiene el nivel de puntuaciones en los pilotos Austríacos y se comienzan a delinear los probables lugares donde oscilarán todos.

 

3º Dia de competición.

 

Las cosas intentan volver a atrás, ganando CPLR, por detrás Sebastiano Silvestri  y Mayr no termina su vuelo por fallo en su controlador de motor, mismo defecto que a Jonathan que no logra iniciar la 1º figura, se repite el fallo de los entrenos oficiales luego de muchas pruebas, se nos caen las ilusiones. Cambiamos controlador (un SPIN 90) y motor (del mismo tipo) porque desconocemos el origen del problema y debemos asegurar. Nos toca volar temprano al otro día, no hay tiempo de pruebas.

art3Juan algo por debajo de sus puntuaciones anteriores porque le toca el panel de jueces mas duro, lo mismo a Isaac, pero mantenemos el umbral pero se nos cae Jonathan con mala suerte porque la 1º manga de este piloto era baja y debía quitársela para tener opciones, ahora deberá sobrevivir con ella hasta el final esperando un milagro de puntos difícil de conseguir.

Hasta que no se aplique el factor TBL que corrige las desviaciones de jueces (alguna exorbitantes) y se completen las 4 mangas no teníamos en claro donde podíamos ubicarnos. Ansiosos esperamos la última manga, Juan e Isaac con intención de mejorar y Jonathan muy concentrado en su última opción, con muy buena actitud.

 

4º Dia de competición.

 

Otro 1000 FAI de CPLR, a 1,5 puntos FAI Sebastiano Silvestri ( increíble) y Mayr que alcanza a recuperar sus puntuaciones incluido un intento de paro de su motor en pleno vuelo ( un ruido muy curioso ) que nos heló la sangre a muchos. Stefan Kaiser le gana por poco, pero no alcanza a ubicarse 3º cediendo el lugar a Mayr en la general.

Juan logra pasar a semi finales con un meritorio puesto 11º , Isaac igual con la posición 20º y Jonathan sufre el embate de una puntuación poco suficiente en su último vuelo ( 815,90 FAI ) aunque coincidíamos todos que su gran frialdad le permitió hacer un gran vuelo pese a la falta de potencia máxima porque no se pudo adaptar la curva de gas en el controlador sustituido, queda relegado al puesto 41º.

El piloto ruso Butuzov Sergey no entra por 3 puntos FAI, ganándole uno de los pilotos del equipo de República Checa, hará los vuelos de calentamiento de jueces en las semifinales.

Se nos cae un piloto del equipo con cierta posibilidad de estar en semifinales, pero nos quedan muchas defensas aún para conseguir resultados históricos.

 


 

MATERIAL UTILIZADO.

Respecto al año anterior en el Mundial de F3A en Portugal, no se aprecian cambios significativos.

Podemos observar baterías LIPO de algo menos de potencia, entre 4000 y 4500 mAh , antes eran mayoría las de 5000 Ah. Entre las marcas mas utilizadas, las TOPFUEL de Hacker y las Thunder Power, dejando un 30% de tarta a distribuir entre otras marcas.

art4Mantiene el reinado en plantas de poder HACKER con su inrunner C50, aparecen algunos Outrunner como el Q-60-7M F3A y el Q-80-11S F3A de última generación, pesando 580 y 610 grs. respectivamente. El Q-80 es diseñado pensando en simular la potencia y rendimiento de un YS 170, visto en el vuelo de ULSAMER Guenther y de un piloto ruso, su potencia es realmente interesante. Las características de montaje de este motor plantea un buen régimen de refrigeración, ya que su bobinado está expuesto permitiendo la circulación de aire.

Plettenberg sostiene parte del mercado y saca un nuevo motor mejorando su rendimiento  al 91% ( el ADVANCE 30-10) con un peso de 565 grs. Una extrema minoría representada por DUALSKY y AXI, de momento.

Yamada sobrevive gracias a CPLR y algunos pilotos, que demuestran la alta confiabilidad actual de estos motores. No hemos visto problema alguno.

Fallos observados en el conjunto Plettenberg + Shulze que abandonó a Mayr y en el Hacker C50 14 XL + SPIN 99 de Jonathan Girabel.

En cuanto a emisoras,  90% del mercado lo absorbe FUTABA con su modelo 14MZ en 2,4 Ghz, algunas JR y Spectrum. La frecuencia 35 Mhz ha desaparecido en estas competiciones, creo que tan solo 1 piloto la llevaba.

Variedad de modelos y diseños de aviones demuestran el gran crecimiento de esta categoría.

 

TENDENCIAS Y ESTILOS.

 

En busca de aviones cada vez mas ligeros ( bajo peso) se contrapone a los nuevos diseños de motores que consiguen mejorar la eficiencia con significativo aumento de potencia y por ende de consumo obligando baterías mas pesadas, donde el criterio pretende apuntar a vuelos mas lentos cuando en realidad se puntúa la velocidad constante ( sea rápida , media o lenta). Esto hace presumir que cada uno se queda con lo que tiene, como los americanos volando rápido, Paysant Le Roux con una velocidad mas equilibrada, o Mayr que apuntaba al vuelo hiper-lento el año anterior en este Europeo su velocidad mas equilibrada cercana a Paysant.

art6El piloto Mazuchelli con su Angel Shadow hace un vuelo veloz, muy preciso sosteniendo velocidades constantes. Sebastiano se acerca a la baja velocidad porque la configuración que utiliza se lo permite, pero no logra mantener uniformidad en ascensos y descensos aunque lo logra en la mayoría de los casos, cuando lo consiga será el Nº 1 y mucho no le falta.

Nuestro piloto español Juan Rombaut, es de los pocos que vuela lento y uniforme, además que cada vuelo suyo es una copia exacta del anterior, lo reflejan sus puntuaciones y el gran avance a lo largo de la competición. La configuración de freno aerodinámico que utiliza en determinadas partes logran el efecto y sabemos que ha trabajado previamente mucho en este aspecto.

A como las modas, lo fashion no es volar lento como podíamos suponer, sino, que como bien lo dice el reglamento, mantener el plano, la distancia acorde y gran estética de vuelo y simetría son las condiciones que al ser cumplidas determinan las diferencias entre un piloto y otro.

Lo visto en este europeo no sentencia nuevas creencias, se mantiene la esencia de siempre y se destierran mitos que intentaban colarse interfiriendo la base de esta categoría.

Oxai domina el panorama de los TOP TEN, sin dudas.

Algo que si he notado que modifica el paisaje habitual, es la gran cantidad de gente joven que ha desplazado míticos pilotos, y no solo vuelan muy bien sino que llegan con nuevas ideas y revolucionarios intentos, a como el Joven piloto ruso que incluye en su modelo el freno en deriva ( parte al medio al deriva controlada por dos servos) y una bandeja móvil (donde apoya sus baterías de motor) que controla con un servo para modificar el CG según disponga la necesidad de la secuencia.

DANDERS Christoph nos trae un diseño muy poco habitual, muy bajo peso ( 4200/4300 grs en orden de vuelo) y visualmente nos representa la búsqueda de total limpieza de vuelo.

Haría hincapié, que el gran cambio provendrá de jóvenes generaciones con gran calidad y tacto de vuelo. Habrá una gran transformación futura.

 


 

SEMI-FINALES.

 

Terminadas las 4 mangas preliminares, las puntuaciones de cada una de ellas pasadas a 1000 y quitada la peor de las 4 , la suma de las tres restantes da el total conseguido por el piloto.

art7Teníamos una idea aproximada de que tanto Isaac y Juan entrarían en semi-finales, este último con absoluta seguridad, pero las puntuaciones del primero estaban muy justas. Hasta por la noche debimos esperar los resultados en la entrega de obsequio y presente para los pilotos que quedan fuera, es decir hasta la posición Nº24. Mucha emoción la espera de no escuchar el nombre de nuestros pilotos. Teníamos a Isaac ( 20º) y a Juan ( 11º) dentro, seguimos compitiendo y Jonathan levanta su ánimo para sumarse al equipo y dar fuerzas positivas.

Algunos pequeños errores en el 1º round de Isaac (765) dan una puntuación algo mas baja respecto a su nivel, gran 1º round de Juan (886) y la ansiedad dentro del team comienza a subir a niveles astronómicos, podíamos esperar tener a Juan dentro de los Top Ten ¡!!!!!...

Por la tarde el 2º round, Isaac hace un vuelo muy bueno, muy centrado, muy preciso y se refleja en la puntuación (814) pero no logra mantener su puesto original quedando 22º , Juan hace un vuelo superior al primero pero las puntuaciones no lo reflejan, sin embargo alcanza la posición 10º y lo tenemos en la final como primer piloto español que lo consigue.

Estábamos muy conformes, Jonathan pese a la mala suerte en su 3º vuelo, en su último vuelo muy concentrado conquistó una buena puntuación necesaria para no perder posiciones por equipos, Isaac dentro de las finales y a Juan en Finales.

Jonathan es muy joven y tiene muchas oportunidades de demostrar a que nivel se encuentra su vuelo, tiene carácter y mucha ilusión, entrena mucho y logra sus objetivos. Otra vez será, sin duda.

 

LA FINAL.

art11Interesante llegar a este punto para un piloto, ya que el nivel de exigencia es muy elevado. En primer lugar vuela una tabla F , luego 1º desconocida, posteriormente otra F y finalmente la 2º desconocida. Todo el mismo día.

La presión la resiste CPLR con total tranquilidad, Sebastiano comete dos pequeños errores en la última desconocida ( se le pasan 2 Snaps ) y Mayr aprovecha con un vuelo casi perfecto.

Juan, nuestro Juan, incrementa su nivel y supera a pilotos muy fuertes que no resisten tanto, conquistando un definitivo 7º puesto, mejorando 3 posiciones.

España conquista así su 6º puesto por equipos, muy cerca del grupo de los cinco.

 

Estamos mas cerca, tenemos equipo y cantera por detrás que podrá mantener o mejorar estos resultados. Debemos devolver algo a tanta gente que lleva muchos años trabajando por la F3A en España.

Nos espera WC USA 2011 en Muncie ( Indiana), el mismo equipo de este europeo es el seleccionado para el año próximo, llevaremos en las maletas mas experiencia, mejor referencia, mas conocimiento en lo que hay que hacer, en que hay que entrenar, que mejorar en lo técnico y equipo. Tendremos que cuidar el presupuesto, EEUU no está cerca, llevar 6 aviones cuesta mucho dinero.

 

Abriendo camino, aquél que alguien un día tuvo la ilusión de mirar más allá de sus propias narices.

Es un trabajo de todos.

 

Última actualización el Jueves, 23 de Septiembre de 2010 20:32

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