[NSRCA-dist1] FW: Rules Proposals

[Anthony Romano]

From: anthonyr105 at hotmail.com
To: vze23c3q at gmail.com; danamaenia at me.com
Subject: RE: [NSRCA-dist1] Rules Proposals
Date: Wed, 7 Jan 2015 10:49:03 -0500




Hi Scott,
I am pretty surprised at the lack of input but unfortunately that is becoming the norm in our district.
The idea is not to plug in, or start your engine, until after the line chief tells you that time has started. Also, the aircraft is removed from the runway and immediately disarmed or engine stopped to prevent armed or running planes from being left unattended while the pilot now chats with his friends about how great their flight was.
The committee tried to leave a lot of room in the telemetry rule to allow for future developments that could pose more of an advantage particularly, in the area of gyros, and autopilots. Knowing my exact distance would certainly be an advantage for practice flights but without having that feature it seems like a lot to process in a contest round. Feedback from the caller still requires human judgement, skill and interpretation on behalf of the pilot and caller as apposed to true digital data from the transmitter.
Anthony

To: danamaenia at me.com; nsrca-dist1 at lists.nsrca.org
Date: Wed, 7 Jan 2015 07:25:13 -0500
Subject: Re: [NSRCA-dist1] Rules Proposals
From: nsrca-dist1 at lists.nsrca.org

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!_______________________________________________NSRCA-dist1 mailing listNSRCA-dist1 at lists.nsrca.orghttp://lists.nsrca.org/mailman/listinfo/nsrca-dist1
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