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  1. 2019 World Champs Info Flash
  2. How to verify F1C Settings ?
  3. Redefine engine run
  4. F1C Engine Runs – The EoB Perspective
  5. FOR SALE: NEW Nelson Combat Special .41,

2019 World Champs Info Flash
From: Charlie Jones

Roger,
Can you put the following announcement in the next SEN as soon as possible?
“The following announcement pertains to a change in the deadlines for payment of entry fees of the 2019 World Championships.

The dead lines for payment of entry fees has been revised as follows:

Entry fees received by March 1, 2019, will receive a 15% discount.
Entry fees received by  April 1, 2019, will receive a 5% discount.
All entry fees are due by July 31, 2019.
Any payment made after July 31, 2019 will incur a 10% surcharge.
No entry fees will be accepted after August 31, 2019, unless for exceptional circumstances and the agreement of the organizer.

Thank you
Charlie Jones
Contest Director
2019 World Championships for F1ABC”

How to verify F1C Settings ?
From:Sergey Makarov

I would like to say some comments about USA F1C timing proposal. It looks simple, but there is one serious problem here. Now most of electronic timers have BT connection (no wires) to program it from smart phone. So, after demonstrate for timekeeper the motor run it is not a problem to reprogram the timer… and nobody (and timekeeper) can not see it.
Of course, most of sportsmen play fair. But all kind of sports have 2 main ideas in the rule: to believe the sportsmen and to check the sportsmen.

Sergey Makarov

Redefine engine run
From:gilbert morris

We have hashed over F1C  engine run for years and every time it ends in
general disagreement and complex fixes.,It occurs to me that the rundown
issue is the culprit. Take that away and you have a  constant engine noise
from start to finish like AMA”s ending in “last power stroke”. Timekeepers
are unable to consistently judge coast down time — actually confused by
it. Just listening for the last sound inflection is much easier. And, I
think thrust during coast down is essentially the same for everyone, so why
not eliminate it from the “engine run time”.

I was pleased to learn that at the last major F1C events (Team Selection,
MaxMen, two Nats ) where official engines were all 4 sec., no problems
occurred. I’m convinced the best choice is to stay with 4 sec. engine run
and eliminate rundown as part of engine run and forget about exotic cures
that are likely to introduce problems in themselves. Go simple!

F1C Engine Runs – The EoB Perspective
From:chris edge

Roger,

May I be allowed to comment on the subject of F1C engine runs discussed in recent editions of your fine organ.

As written the rule proposal implies that over-runs are impossible as
timing will only occur on the ground based on the timer setting – this
is clearly bonkers (technical term). I’m pleased that Gil has noted some
of the reasons why any run will have a tolerance but any engine cut-off
system (battery, timer, servo, start switch, arms, lines, etc, etc) can
fail such that a ‘certified’ ground run has no relevance and an over run
occurs (and possibly a crash). So even with certified ground runs the
timekeepers will still need to, let’s call it, ‘observe’ the engine run
and note a clear over run in appropriate circumstances. The problems of
course are in the grey areas where, for example, the fuel pressure is
low so the flood off doesn’t work properly (lots of ways for that to
happen) and this is where you need a well-written rule to cover those
eventualities; the current proposal doesn’t have this.

Gil proposes a sensor on the model – excellent idea. Other sensors are
out there than can directly and accurately record a launch to engine
stop time in flight and it is those we should be pursuing for those grey
areas where something went wrong with the shut-off system.

I have proposed timing on the ground myself before and it has much merit
(works well for E36). I see it operating in practice with the timekeeper
doing the ground run check based on a mark on the scorecard to signify
that round for that competitor a ground run shall be performed before
flight. But additionally if we go this way then we should also process
ground engine runs as part of the spot checks done during the contest.
So if you’re called to processing you need to get a starter/battery and
demonstrate the ground run is still correct – if you don’t pass it is a
immediate DQ, so no different to checking the motive power (ie towline
and rubber) of the other two classes.

The natural progression to all of this of course is that if you ground
check only then any over-run is a DQ, after all you no longer have the
excuse (reason ?) of a unreliable mechanical timer, of other motors
affecting the run time or even a poor timekeeper. Is this what the
flyers want ?

My credentials ? Well I’ve been an official timekeeper for World
Championships plus numerous Open Internationals over 40 years so yes, I
know how it all works. I will expect the flak, however.
EoB

FOR SALE: NEW Nelson Combat Special .41,

this was the LAST one Henry made (there are NO more),

contact
Ted Hidinger (lucky40lindy@aol.com) for details (602 316-4430)
Mission Viejo, CA.

Will have the engine at the Isaacson – Saturday & Sunday (9th & 10th Feb).