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You are an interesting fellow turk. I thought you'd be against the silliness of "I can't answer that". I don't see what they're actually accomplishing by it honestly.
My thinking is these guys don't have to worry about a clutch, a real shifter, the steering is easier, and the brakes are much better. Things that all make the driving easier. With the less advanced cars the drivers were really the ones in control of the car. With the teams telling the drivers what to do they are just another part of the machine. I realize it is a team sport and there needs to be communication but telling the driver when to change engine modes several times a lap or telling them to brake 10m later/earlier for a specific corner is a bit excessive.
I think the radio rules are an attempt to separate the wheat from the chaff so to speak by putting moar stuff back into the driver's hands.
I think the right answer is that it doesn't - but surely it affects power output
Interesting. The Tower used to call us and try and get the dewpoint from us when the ASOS wood take a ****. Since the FAA has the contract to do that we are no longer certified to take surface observations so we couldn't give them an answer (litigation purposes). They always told us it was for the density altitude calculation. Every tower is supposed to have backup instrumentation in case the main observation (typically ASOS or AWOS) fails. They wood get so pissed at us but nothing we could do. Speak to your bosses guys. I'm not giving you bad information and then getting my *** in a sling when a plane crashes.
"Hello flying man sir, I know you require this information I have to continue aviating safely, but I fear being held legally responsible for your death in some way, so I hope you have your affairs in order before you crash and burn in the next 5 minutes. Sorry."
"Hello flying man sir, I know you require this information I have to continue aviating safely, but I fear being held legally responsible for your death in some way, so I hope you have your affairs in order before you crash and burn in the next 5 minutes. Sorry."
Well it's a little moar than cya. Official observers are required to be certified yearly. Because we no longer are official observers, again the FAA took that from us and gets the funding to do it, we are not certified. The guys in the tower are required to be certified yearly and have the proper backup systems. We don't have calibrated instruments to even be sure we have taken a correct observation. I believe us giving them information wood actually be breaking the law.
Interesting they would say it is for density altitude. They have to give the dewpoint in the hourly ATIS update and I guess they mean the pilots use it for their calculations. Mainly affects engine performance as Greyout said.
Interesting they would say it is for density altitude. They have to give the dewpoint in the hourly ATIS update and I guess they mean the pilots use it for their calculations. Mainly affects engine performance as Greyout said.
I never looked it up but what Greyout said makes sense. Not sure why they would have said it was for density altitude unless they were just lumping it in with everything they were asking us.
TBH I'm not even sure we have any slings anymore and I know we don't have any distilled water at the office.
Not to get all high and mighty and paint the picture of me being anything other then a normal mouth breathing college dropout, but the level of understanding of an airplane's systems and their failure modes I have after 2 weeks of training leaves me with zero sympathy for Hamilton not being able to figure out his car.
Well, more accurately, zero sympathy for Mercedes to have a driver that isn't able to figure out the car. There's no excuse for not having a driver trained in how to deal with whatever he had to figure out.
I don't think this is quite a 1:1 comparison though. How many gauges do you have in your cockpit? How much of the data is easily viewable? Also, it's not like you are racing through city streets with walls and objects to hit. You have time to look and think without worrying about hitting a wall at 150+.
These guys have a 6" LCD screen on their steering wheel that has a big gear number and 20 switches on it. None of the data that you may need to decipher a problem is there, or at least readily available. Not only that, but they don't have time to look at the screen and figure things out. They are a bit more concerned about not hitting each other or a wall at speed.
I fully understand banning helping a driver find brake points, telling them sector times, or anything else that directly affects how they are driving. But to keep them from getting instruction on how to fix a setting on the car that has a software error is a bit ridiculous to me. No matter how much they know about the system itself, they have no way of getting the information they need to make an educated decision on which switch to turn or which mode to move to. IMO, all of that is part of the machine, and it's not the job of the driver to fix the machine.
My IndyCar weekend ticket was $100, plus a $20 off coupon for gift shop or service like camping or golf cart rental. It was an early bird special that I bought when the race was announced last year.
PWC is one of the support series. That's Pirelli World Challenge and not Pretty White Chicks.
Re: The Official Formula 1 2016 Season Thread
