Actually, what was changed after the roll was the cone (actually the whole
gate) before the first three cones. The whole gate was moved to the left and
that made entrance to the first three cones a bit slower and forced us to go
on the brakes earlier than before when we had more space.
Another thing that was changed was the last three cones of the which where
moved to the right (about 2 ft, same distance as the gate before the cones),
which removed need for the last transition before we had to aim for the
regular slalom.
Later
Fedja
On Tue, 13 Jun 2000 19:46:25 -0400, Matt Murray wrote:
> People have actually called my diagram "art." I suppose beauty is in the
eye
> of the beholder.
> Since I wasn't happy with the way the diagram translated, lemmy try it
> again. Was Van Gogh ever happy? Do I have one ear?
>
> The ^ represents direction of travel
>
>
> ^
> x ^
> x ^
> x ^
> ^
> ^ x
> ^ x
> ^ x
> ^
> x ^
> x ^
> x ^
> ^
> ^ x
> ^ x
> ^ x
> ^
> x ^
> x ^
> x ^
> ^
> ^
>
> Now the hindsight view would have been to straighten out the whole line
of
> pylons and possibly lengthen there total distance, there by slowing the
> entry into the next slalom (not shown). I believe the top three Xs
(pylons)
> were moved to the left so the recovery transition would not be as
violent. I
> could go almost flat footed into that section with just lifting and/or a
> hair of brake (I don't remember exactly). It was challenging.
>
> I think Paulie Foster is advocating the same thing as I and others
(though a
> tad more harshly) which is to look out for these situations at future
events
> and address them before the first car is sent. It is due diligence that
must
> be exercised as much as possible. Like Risk Management, you want to
reduce
> the possibility of a problem, and hopefully eliminate it. Plus the course
> doesn't have to be boring to accomplish that end result.
>
> Matt Murray
>
> mattm@optonline.net
>
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