[NSRCA-dist1] Rules Proposals

[DaveL322]

Would it be OK for a pilot to use a variometer that indicates anytime the plane is climbing or diving?  Or feedback on groundspeed?

I would say absolutely no.  In terms of the big picture, I think it is hard to predict exactly how telemetry could be used to provide a competitive advantage,  but the nature of competition will find a way to use telemetry for an advantage,  and then the cost and the complexity of the event is raised.  Allowing any form of telemetry, aside from safety (ie, low voltage warnings), forces decisions on what may or may not constitute a competitive advantage.  IMO, the right answer is none....save safety specific telemetry. 

Regards,

Dave


Sent on a Sprint Samsung Galaxy Note® 3

<div>-------- Original message --------</div><div>From: Scott Smith via NSRCA-dist1 <nsrca-dist1 at lists.nsrca.org> </div><div>Date:01/07/2015  7:25 AM  (GMT-05:00) </div><div>To: 'Dana Beaton' <danamaenia at me.com>, "'CT, DE, ME, MD, MA, NH, NJ, NY, PA, RI, VT'" <nsrca-dist1 at lists.nsrca.org> </div><div>Cc:  </div><div>Subject: Re: [NSRCA-dist1] Rules Proposals </div><div>
</div>Hi Dana and all,
 
I'm <a little> surprised there's been no chatter on this.  Can anyone tell when it is okay to plug in the batteries?
 
For electric powered models, the electric power circuit(s) must not be physically connected, before the starting time is begun or the aircraft is preparing to be taken out to the runway for the flight and must be physically disconnected immediately after removal of the aircraft from the landing area.
 
 
On telemetry, for those that have it, is there truly a competitive advantage? 
 
I don't see anything wrong with the transmitter telling you what you can already see.  Even if you had altitude readouts during a loop, trying to match the entry by listening to readouts will probably result in some pretty ugly geometry.  Ok, double stall turn maybe I can see an advantage in clear skies with no backdrop.  But if your caller can offer hints “…3, 2, 1, now!”, why can't the transmitter?
 
I think feedback may even be a disadvantage as you'd be too busy processing that data instead of concentrating on the next maneuver.  I imagine it would be difficult to stay ahead of the aircraft and listen/respond to telemetry.  Caller: "right rudder....no, your other right!"
 
I would have a problem if the transmitter or onboard system initiated a corrective action; that obviously shouldn't happen.
 
Flame suit on!  Let's hear your thoughts.  Thinking about getting a Jeti Duplex for next season so I can experience it first-hand.
 
Scott
 
-----Original Message-----
From: NSRCA-dist1 [mailto:nsrca-dist1-bounces at lists.nsrca.org] On Behalf Of Dana Beaton via NSRCA-dist1
Sent: Thursday, January 1, 2015 9:09 AM
To: CT, DE, ME, MD, MA, NH, NJ, NY, PA, RI, VT
Subject: [NSRCA-dist1] Rules Proposals
 
Happy New Year D1!
 
I suppose it is a bit dicey reading the NSRCA rules change proposals on New Years Day with a tasty Bloody Mary in hand, but hey, our house guest is still asleep and the new K-factor is out LOL!  I don’t see anything objectionable in the proposals and like most of what I see after a quick read:  Of course, I may see it differently on another day and/or after hearing what fellow D1 members think.  Thoughts?  Cheers!
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