FAI AEROMODELLING COMMISSION (CIAM)

PLENARY MEETING TO BE HELD AT

HOTEL RADISSON - MOVENPICK, LAUSANNE

ON THE 18th AND 19th MARCH 1999 AT 09.00 HOURS

AGENDA

Excerpt of the Control Line matters, made by Göran Olsson

Here the original full document can be downloaded.

3.GENERAL ITEMS

C.FAI - CIAM MEDALS AND DIPLOMAS, consideration of nominations:

a)Aeromodelling Gold Medal

Vilim Kmoch (Croatia)

Radoslav Cízek (Czech Republic)

A Aarts (The Netherlands)

S Kraszewski (Poland)

4.SPORTING CODE PROPOSALS

Words proposed to be deleted are shown struck through. New wording is shown in italics.

A)SECTION 4a - CIAM INTERNAL REGULATIONS

a)Paragraph A12, Effective Date of Rule Changes - United States of America (USA).

For all classes, rule changes from the current Sporting Code will become effective only when the following Sporting Code is issued. The only exceptions will be for real safety matters and for absolutely indispensable rule clarifications; also changes affecting noise. Changes to model specifications involving model size and/or power limits and the introduction of new manoeuvre schedules shall receive separate consideration in each case, allowing for World Championship schedules. These rule changes should become effective the first of a non-world championship year for the event(s) affected.

The guideline to be applied for proposed exceptions is whether necessity is involved rather than desirability or mere rule improvement. Technical rule changes affecting model, engine or equipment for flying must be accompanied by supporting data.

Each proposal submitted for change to the Sporting Code shall contain an effective date for the implementation of the proposal.

Within seven weeks after the Plenary meeting, the FAI will submit an Amendment List with accepted proposals

B.SECTION 4b - GENERAL RULES FOR INTERNATIONAL CONTESTS

a)B.2.3. Continental Championships - Bureau. Amend to read:

These are limited international contests in which the competitors are nominated by their NAC and are persons or teams from at least three four classification and should be organised only in the years when there is no world championship in the particular class.

Reason. To align with the General Section of the Sporting Code (Paragraph 3.5.3.)

b)B. 3.2. Sporting Licence - Bureau. Amend to read:

Every competitor and team manager entering an international contest must possess a Sporting Licence of the FAI. This Sporting Licence is issued by the NAC of the competitor or team manager under the conditions of the General Section of the Sporting Code and must bear the national identification mark.

Reason: To permit some form of sanction action to be taken against a team manager acting in an unsportsmanlike way.

c)B.3.4 Age Classification of the Contest. - Russia Amend the first sentence as follows:

A competitor is considered to be a junior up to and including the calendar year in which he attains the age of 18 21 . All other competitors are classed as Seniors.

Reason: Expansion of the age for juniors up to 21 will have a favourable effect on increasing the number of countries/entrants for World and European Championships. Besides. it will allow to train juniors as a reserve contingent for senior national teams on a regular basis. Competition organisers experience (according to the statistics) some difficulties in recognising Junior Championships as such. In the majority of sports disciplines, including aeromodelling, the age for juniors is 21 years.

d)B.3.5. National Teams for World and Continental Championships - Control line Subcommittee. Amend to read:

A national team shall consist of three individual competitors, or three pairs of competitors for each category as a maximum, and a Team Manager. For control line (F2) only, the team may consist of four individual competitors or four pairs of competitors for each category as a maximum provided that the fourth competitor is/are junior(s), plus a Team Manager. The reigning World or Continental Champion would have the right (subject to the approval of his National Airsports Control) to participate in the next world or continental championships in that category regardless of whether he qualifies for the national team or not. If he is not a member of the national team, his score will not be considered in the team results.

Reason: See 4.B.g) below.

f)B.12.1. Classification and Awards at World Championships - Control line Sub committee. l earn the title of Junior World Champion in the category.

* See Agenda Item 4.b.a) above.

Reason: See 4.B.g)

g)B.12.2. International Team Classification - Control line Sub committee. Amend sub paragraph B.12.2a):

a)The international team classification is established by taking the total scores of the three members, (in the case of control line, the three best scoring members) of the team together. In the case of a team tie, the team with the lower sum of place numbers, given in order from the top, wins. If still equal, the best individual placing decides.

Reason: The issue of clarification of junior participation as a team member of F2 teams at Continental and World Championships is not a matter for proposal but one for proper wording of the amendment adopted previously. As minuted in the 1995 Bureau Minutes (page 5, item 9) the President noted that the decision to adopt the original French proposal had ben taken at the 1993 Plenary but the implementation at the 1994 WC in China was flawed. A better wording was requested of the technical meeting ad committee. Further requests came from the Sub committee Chair who indicated at the 1996 Fall Bureau meeting that the system worked well at the 1996 F2 World Championships in Sweden and recommended continuation for at least two more World Championships. The changes proposed are in response to the requests of the President and the Plenary.

C.SECTION 4c - AEROMODELS

C1PART ONE - GENERAL REGULATIONS FOR AEROMODELS

b)1.2 General Characteristics for Aeromodels

i)Bureau. Amend the first sentence:

Unless otherwise stated, aeromodels shall meet the following general specifications *:

* See Section 4c, Part 7 - Records for specifications concerning aeromodelling records.

ii)Belgium. Amend the paragraphs about noise limits as follows:

Noise limits shall be applied apply to all aeromodelling engine categories, effective January 1, 1991; with 96 dB(A) at 3 metres for any category which does not have approval for any other noise rule. Specific noise measuring procedures are to be developed by each subcommittee for its category.

Noise limits do not apply to models with electric motors.

Noise limits apply to all aeromodelling categories. Limit per model is 96 dB (A) at 3 metres when measured over concrete or 94 dB (A) when measured over short grass. Further noise reduction may be imposed in category-specific rule sets. Unless otherwise specified, noise measuring procedure must comply with the procedure delineated in rule 5.1.2 of the present sporting code.

Reason: Clarification. Worldwide, noise reductions on air traffic are enforced. The FAI recommended overall noise reductions for all air sports during the general conference of 1997. The present rule in section 4 of the sporting code failed to impose significant noise reduction for most categories - no significant effort was made in F1C, F2A, F2C, F2D, F3C and F4.

This proposal intends to impose a blanket noise reduction for all aeromodels that should prevent any combustion engine being used without an efficient noise muffler. The intent of the rule as it was written in the early 1990s was exactly as stated here. Sadly, it was bypassed by some subcommittees who obtained derogations (F1C, F2A) arguing about a limited time of a motor run. For other categories, fake silencers were introduced in the definition of the models (F2D, F3C) based on physical dimension, not on effective noise reduction. These appendages are essentially useless in their function as "silencing devices".

Many categories of combustion engine powered model aircraft are no longer allowed in several densely populated countries because they are too noisy. Imposing a blanket noise reduction will significantly contribute to the regaining of the popularity of aeromodelling.

C2.PART TWO- GENERAL RULES FOR INTERNATIONAL CONTESTS

a)2.3.9 - Israel. Amend to read:

Except for Indoor and Scale, each model must bear the nationality abbreviation of the International Olympic Committee and for Free Flight models the FAI licence number or the National Identification Number of the competitor., all this on the upper surface of the wing. The letters or figures of the national abbreviation must be at least 25 mm high and appear at least once on each model (preferably on the upper surface of the left wing for Free Flight models). See Annex 2 in Section 4b and examples on the following pages.

Reason: Until recently, the FAI licence of the competitor appeared only on the FAI sticker and since it is just a code there is no necessity to show it using big letters or figures.

Competitors with long FAI numbers need to cover a certain part of the wing un-necessarily.(In Israel, we use a seven-digit number ........).

G.PART 4 TECHNICAL REGULATIONS FOR CONTROL LINE CONTESTS

G1CLASS F2A - SPEED MODELS

a)4.1.7 Control Handle and Pylon Fork (Diagram) - France. Amend:

i)1) the adjustable fork height from "1200 - 1700" to "1100 - 1600"

2) the maximum value of the pylon body height from "1100" to " 980";

3) minimum value "1000" to a minimum recommended value "920";

Reasons:As specified, the pylon fork could be too high for junior and small senior competitors

The highest position of the pylon fork is never used

ii)1) the value of the diameter of the horizontal bar from " f 8" to "f 6 to 8" and

2) the value of the distance between the two guides from "60" to "60 to 70".

Reasons: Correction of an error of transcription from the 1993 Sporting Code to the 1997 version of the Sporting Code.

Change of the distance between the two guides in the 1997 version of the Sporting Code.

As the 1997 Sporting Code values bring no technical impact on safety and performance, the tolerances proposed authorise both old and new handles without modification.

b)4.1.18 (New) International Team Classification - France. Add a new paragraph:

4.1.18 International Team Classification

To establish the national scores for team classification, add the best speed attained by each individual member of the team. The highest team is the first, etc with complete three-competitor teams first ranked ahead of two-competitor teams which, in turn, are ranked ahead of single team entries.

Reason: Clarification of the rules concerning the international team qualification in F2A and the same redaction as in F2C and F2D.

G2.CLASS F2B - AEROBATIC MODELS

a)4.2.8. Number of Flights - France. Amend to read:

At World and Continental Championships and other limited international contests, each competitor is entitled to two qualifying flights, in World Championships during the first 2 - 3 contest days (depending of the number of entries). A maximum of 45 to 50 flights per day is recommended. The 15 highest scoring individuals, on the basis of their highest single score in the qualifying flights of both senior and junior competitors, are entitled to three final flights, which in World and Continental championships will be flown on the third contest day. For Open International contests, each competitor is entitled to three flights. Under exceptional circumstances, the FAI Jury may reduce the number of flights.

(Definition of the draw with three days?)

Reason: Clarification of the rules:

a)When the number of F2B entries is 55 or more (which is the case at least in World Championships) it is necessary to run the F2B event qualifying rounds over three days in order to limit the workdays of the panel of judges to a maximum of about eight hours. So a maximum of 45 to 50 flights per day is recommended. It is also necessary to suppress in that paragraph "will be flown on the third contest day". In fact, if the qualifying flights are flown on three days the final flights will begin only on the fourth day. Furthermore, there is no reason to impose the three fly off flights on the same day.

b)It is necessary to clearly precise that if a junior (or more) is (are) in the highest scoring individuals after the two qualifying flights, he (they) "takes the place" of senior(s) which means only 15 finalists with one (or more) junior(s). In the 1996 World Championships in Sweden, the US junior was in the 15 highest scoring individuals after the two qualifying flights; in these conditions, the Japanese placed 16th requested to fly the final flights and was granted it. The FAI Jury had considered the rules were not sufficiently clear on that aspect.

b)4.2.13. Judges and Timekeepers. - Control Line Sub committee. Amend:

The organisers must appoint a panel of at least three judges who shall preferably, each be a different nationality and be selected from a list of persons who are approved by National Airsports Controls for their proficiency and experience. The same personnel may duplicate duties for Aerobatics, Speed or Team Racing according to programme of events. In the case of W/Ch and C/Ch in Aerobatics the panel of judges must be increased to five. At World Championships and other limited entry international competitions the judges must be of different nationalities. The judges must be the same for all competitors in any particular series of flights. In this case, be selected from a list of persons proposed by National Airsports Controls for their proficiency and experience and approved by the CIAM. In the case of World and Continental Championships, the panel of judges must be increased to five. At World Championships and at other limited entry international competitions, the judges must be of different nationalities. In open international competitions the judges must be of at least two nationalities and, if the panel is composed of five judges (recommended) only three of them must be approved by CIAM. The judges must be the same for all competitors in any particular series of flights. In the case of five judges the highest and lowest score card for each flight will be discarded and only the three middle scores shall be counted. Aerobatic judges will be responsible for observing each attempt at an official flight and to record their awarded score for each manoeuvre as it is executed. Each judge will be provided with a secretary. There shall be training flights for judges, with a briefing before and debriefing after, to be held immediately before every W/Ch and C/Ch in this class. In aerobatics, a master timekeeper shall give visual indication of elapsed time from the moment the competitor gives a hand signal prior to starting his motor, at one minute, three minutes and seven minutes stages.

Reason: See 4.G4.f)

G3.CLASS F2C - TEAM RACING MODELS

a)4.3.7. Race from Start to Finish

i)4.3.7.g) - Sweden. Amend 4.3.7.g)

g)Overtaking must be done by overflying, and the pilot must warn his fellow competitors of his intention to overtake them. The model is not in any case allowed to fly over six metres height when overtaking. The pilot being overtaken must on no account carry out any manoeuvre to impede the overtaking competitor and must adjust his flying position to leave space for the overtaking pilot when the overtaking is finished. The pilot should always find himself on an imaginary line between the centre spot of the circle and the model.

Reason: The text about warning the fellow competitors is removed since this is never done. The change is not significant but made in conjunction with the other change.

With the high rotational speeds of F2C today, the rules about pilot conduct have to be clarified as things happen very fast. Also, all pilots strive at a minimum walking radius, leaving little free space. An overtaking pilot is required to finish his manoeuvre in three laps but there is no corresponding requirement for the overtaken pilot to allow him to finish properly. In principle, the involved pilots should exchange their positions which means that the overtaken pilot has to adjust his position to the right in his own frame of reference. Failing to do so should be an explicably warnable offence.

ii)4.3.7.k) - France. Amend:

k)After the mechanic has caught the model, he must go to the nearest free pitting area at (or immediately behind) from the point at which the model was stopped. If that pitting area is already occupied, he must go to the next pitting area ahead of his stopping point. A pitting area is occupied if a mechanic is standing at such an area, even if his team's model is still in the air.

Reason: Clarification.

iii)4.3.7.l) - France. Delete

l)Should the model stop between two pitting areas, the mechanic must go to the nearest free pitting area.

Renumber the existing "m" to "p" as "l" to "o".

Reason: Clarification.

b)4.3.9. Warnings- Eliminations - Sweden Add a new sub paragraph h) :

h)If the pilot does not leave space for an overtaking pilot when the overtaking is finished.

Renumber the existing "h" as "I".

Reason: See 4.G3.a.i) above.

c)4.3.10 Team Qualifications and Classification

i)4.3.10.a)

1) - France. Amend

Each competing team must take part in at least one eliminating race to qualify for the semifinals, but it may participate in two. For World and Continental Championships, the elimination races will be three. The other contests will be organised on two eliminating races and when it decided by the organiser of the contest, on three.

Reason: Clarification of the rule

a)To allow each competing team to fly at least three races in all contests where it is possible. Such a possibility is asked by a majority of competitors because of long distances, high costs etc. In some contests, the number of circles and/or time schedule allows to do so.

b)Suppression of "but it may participate in two" because, even if the previous proposal is not accepted, there are three eliminating races (and not two) in World and Continental championships.

2)Control Line Subcommittee. Amend

Each competing team must take part in at least one eliminating race to qualify for the semifinals, but it may participate in two three. Where three eliminating races are utilised, the qualifying time shall be taken as the average of the two best eliminating race times out of three. For World and Continental Championships, the elimination races will be three.

Reason: Allowing three heats in F2C at World Cup contests will promote more flying and competition. Use of average heat times will promote consistency, eliminate the luck of a solo race time and tend to decrease aggressive flying.

ii)4.3.10.e) - Control Line Sub committee. Amend:

The three teams having participated in both semifinal races and registered the three best times during the semifinals qualify for the final race.

All semifinal flights will take place between three teams. Where this cannot be achieved either by withdrawal or in re-flights, then the number will be made by bringing forward the tenth placed team (seventh or thirteenth in case of 6 or 12 semifinalists) and so on as necessary. Those teams will not be granted an attempt but any recorded flight(s) shall be eligible to qualify for the final race.

Reason: Some teams are withdrawing from the second semifinal if they have a qualifying time in the first semifinal in order to allow another of their national team members to move into a semifinal race and possibly qualify under the rules requiring all semifinals to be filled with three teams.

d)4.3.12. Jury and Timekeepers.

i)4.3.12.a) - Control Line Subcommittee. Amend:

The organisers must appoint a panel of at least three FAI judges, who shall for W/Ch and other limited international competitions be of different nationalities and have at least one language in common. They will be selected from a list of persons approved by National Airsports Control for their proficiency and approved by the CIAM.

The organisers must appoint a panel of at least three judges who shall be selected from a list of persons proposed by the National airsports Controls for their proficiency and experience and approved by the CIAM. The judges must have at least one language in common. At World Championships and other limited entry international competitions, the judges must be of different nationalities. In open international competitions, the judges must be of at least two nationalities and only two of them must be approved by CIAM.

Reason: See 4.G4.f)

ii)France. Amend 4.3.12.b)

Three timekeepers and lap counters (only two are needed in open international contests) , equipped with stopwatches registering at least 1/10th 1/100th second, with a time limit of a minimum of 15 minutes will be allotted to each team.

Reason: Clarification of the rules;

a)It is not easy for an organiser of an open international contest to find nine timekeepers (three for each team flying together) with a minimum of experience. At the moment in most of open international contests there are only two timekeepers for each team.

b)It is necessary to precise that each timekeeper has also to count the laps.

c)It is now very easy to get 1/100th stopwatches and such stopwatches are more precise than 1/10th second stopwatches.

G4. CLASS F2D - COMBAT MODELS

a)4.4.5. Characteristics of Combat Model

i)Second paragraph - Sweden. Amend

Engines with glow plug ignition shall have their exhaust port(s) connected to silencer(s) (one or two), consisting of a simple chamber with one circular cross-section outlet opposing the exhaust port connection. The total volume of the exhaust system shall exceed 12,5 cm3 (in the case of two exhausts, each silencer shall have a minimum volume of 6,0 cm3 ). The outlet should have an area restriction not exceeding 50,3 mm2, corresponding to 8 mm diameter for one outlet and 5,65 mm for two outlets. The restriction should be located no more than 12 mm from the rear end of the outlet and be verifiable from the outside. The total area of the outlet(s) is not to exceed 50,3 mm2 , corresponding to 8 mm diameter for one outlet and 5.65 mm for two outlets. The total length of the exhaust system from exhaust port(s) (cylinder) to outlet(s) not to exceed 15 cm.

Reason: The F2D silencer rule was introduced fairly recently and the learning process is still not finished. Lately, there has been a controversy regarding the outlet where some have interpreted the rule text as requiring the area restriction to occur at the very end of the system. This has been in response to silencer designs with the outlet designed as an expansion cone where the 8 (or 5,5) mm restriction is some distance from the rear end. Such a design apparently improves flow for a slight increase in power. At the same time, such a long outlet duct will reduce noise!

For the recent world championships, the sub committee settled the issue by stating that a distance of 5 mm from the restriction to the rear end was allowed. This led to that a large part of existing silencers had to have their outlets cut off which likely increased noise, contrary to the intent of the rule.

There needs to be no other limit on the distance from the end to the restriction other than to allow verification, With the distance limited to 12 mm, the competitor is able to verify his silencer using no tools other than a standard calliper.

ii)Third paragraph - Control Line sub committee. Amend:

The motor shall have a maximum effective venturi diameter of 4,00 mm (see 4.4.6.d) for technical field verification). A safety wire with a minimum diameter of 0,5 mm must be attached between the bellcrank bolt (axle) and the engine(s) so as to withstand a minimum pull load of 10 kgf.

Reason: See 4.G4.b).ii)

b)4.4.6. Controls - Technical Verification. - Control Line Subcommittee.

i)4.4.6. d) Amend

The motor shall be naturally aspirated via a single round intake bore. which will not admit a 4,05 mm diameter round plug gauge. For field verification before a flight this intake opening shall be checked with a simple plug gauge per the following sketch:

Any interconnecting chamber between the air intake and the induction port of the motor shall have a maximum volume of 1,75 cm3. This clearly prohibits sub-piston induction for supplementary air intake.
Any venturi insert designed to accomplish this must be positively retained so that it may not accidentally become dislodged in the match.

ii)4.4.6.e). Amend

The silencer(s) on the glow engines shall have a round exit bore. The minimum diameter of the exhaust opening shall be measured not more than 5 mm from the rearmost end of the silencer. For field verification before a flight the silencer exit shall be checked with a simple plug gauge per the following sketch: an exhaust opening which will not admit a 8,05 mm (one silencer) or 5,65 mm (two silencers) diameter plug gauges.

Silencer measurements will also measure :

1) the volume of the silencer by filling with an appropriate liquid (oil or other);

2) inspecting the silencer's internal compartment to determine if it is truly "simple", i.e. it is an empty container with no internal components, a single exhaust opening and one allowable pressure tap directly connected to the fuel tank, of maximum diameter 2 mm. No other openings or vents are allowed.

Reason: These rule proposals clarify both how to measure the silencer exhaust (as done at the 1998 World Championships) and remove the ambiguities regarding what is the correct diameter in the intake and the silencer exhaust opening. The extra 0,05 mm on the diameters were never intended to be the actual rule size; rather it was put there so that the field checks would be quick and easy.

c)4.4.8. Streamer. - Control Line Sub committee.

Replace the diagram:

See Annex E. 1.

d)4.4.16 Classification. Russia. Amend 4.4.16.j)

Previous opponents and competitors of the same nationality shall be drawn apart if possible with competitors of the same nationality to fly against each other only if there are no remaining opponents.

Defending champions are considered as individuals not possessing any specific nationality. A defending Champion is considered as an individual but he shall not be matched by a draw against the members of his national team.

Reason: The present team classification is exposed to playing into the hands of oneís national team. Defending the title of World Champion at the 1998 World Championship in Kiev, V Beliajev was matched by draw twice against the members of his national team.

e)4.4.17. International Team Classification. - France

i)4.4.17.b). Delete:

b)The competitors "wins" scores, not counting flyoffs, shall be added for the participants of each nation

ii)4.4.17.c) Replace with the following and renumber as b):

c)Nations shall be classified with the highest scores obtained in 4.4.17b above considered highest in position. Complete three-team teams are ranked ahead of two-competitor teams which, in turn, are ranked ahead of single team entries.

b)To establish the national scores for team classification add the score attained by each individual competitor of the team (according to 4.4.17.a)). The highest team is first, etc. with complete three-competitor team first ranked ahead of two-competitor teams which, in turn, are ranked ahead of single team entries.

Reason: Clarification of the rule concerning the international team qualification. There is no reason to consider different scores for team classification ("wins" scores result) from the individual classification ("wins" minus number of "losses")

f)4.4.18. Judges and Timekeepers. - Control Line Sub committee. Replace:

The organiser shall appoint a panel of three CIAM approved judges, for open internationals only one needs to be CIAM approved) and who shall be of at least two different nationalities. The judges must have at least one language in common. Three timekeepers/scorers, efficiently briefed about their task and trained on the field during the practice flights, shall be allotted to each competitor for World and Continental Championships two for open internationals. They are only responsible for the competitor's score. If required, they can ask the advice of the judge/circle marshal.

The organisers shall appoint a panel of three judges who shall be selected from a list of persons proposed by National Airsport Controls for their proficiency and experience and approved by the CIAM. The judges must have at least one language in common. At World Championships and other limited entry international competitions the judges must be of different nationalities. In open international competitions the judges must be of at least two nationalities and only two of them must be approved by CIAM.

Reasons: 1 A similar set of rules for selection of judges for F2B, F2C and F2D.

2. Defining that the list is the one that is proposed by NACs and approved by the CIAM.

3. Not listing all of the different kinds of limited entry competitions makes the rule flexible for possible future additions of limited entry competitions like the World Air Games.

4.To achieve a reasonably good standard of judging whilst not pushing the economics of World Cup competitions too high, it is possible to have one judge who is not on the CIAM list. In this way, it is possible for the judge to gain "proficiency and experience" while being supervised by more experienced judges from the CIAM list. When he/she has gained the necessary experience and proficiency the NAC may put the name on the list.

5.Defining that in an international competition there must be international judges.

G5. ANNEX 4B TECHNICAL RULES FOR CONTROL LINE F2C TEAM RACE - JURY GUIDE

a)4B.3 Competitors Activities During the Race. - Control Line Sub committee. Add a new 4B.3.4:

4B.3.4. Penalty for premature starting of the engine (4.3.7.d).;

1.A warning is given if the pilot is not standing with knees straight at the starting signal.

2.A warning and a 5 second penalty is given when the model (propeller or parts) is touched during the countdown and before the starting signal.

Reason: Clarification of application of the new penalty for premature starting.

G6. ANNEX 4C - TECHNICAL RULES FOR CONTROL LINE SPEED MODELS CLASS F2A - JUDGES GUIDE

a)Annex C (New) - Control Line Sub committee. Add Annex C.

Annex C is at Annex E of this agenda.

Reason: To provide standard guidelines for improved conduct of the event.

H1SECTION 4e - RULES FOR WORLD CUP EVENTS - CONTROL LINE WORLD CUP.

a)Paragraph 3 Contests - Control Line Subcommittee. Amend:

Contests included in the World Cup must appear on the FAI Contest Calendar and be run according to the FAI Sporting Code. The contests to be counted for a World Cup in a particular year are to be nominated at the CIAM Bureau Meeting at the end of the preceding year and are to be indicated on the FAI Contest Calendar. The selection of the contests for each class should be according to the following guidelines:

a)a maximum of two contests in each class may be selected for any one country.

b)each competitor (team in F2C may count only one competition from each country in Europe (taking the better score for any European country in which he has scored in two competitions).

Reasons : Both clarification of the rule.

1. With regard to the number of contests - For example, the following scheme is acceptable despite the fact that for the same country three competitions with the label World Cup are included in the calendar:

2. Competitor/Team - In team racing, it is a team that is competing and not a team.

b)Paragraph 4 Points Allocation - Control Line Subcommittee. Amend b):

b)N < 20 or N = 20

Placing 1 2 3 4 5 6 ......N-1 N

Points N N-1 N-2 N-3 N-4 N-5 .....21

The bonus is defined as follows:

c)Paragraph 5 Classification - Control Line Sub committee. Amend:

The World Cup results are determined by considering the total of points obtained by each competitor (team in F2C) in the World Cup events. Up to three events may be counted, selecting each competitorís (teamís in F2C) best scores during the year. The winner of the World Cup is the competitor (team in F2C) with the greatest total.

In the event of a tie for first, second and third place, the winner place will be determined according to the following scheme. The number of events counted is increased from three, one at a time, until the winner place is obtained. If this does not separate the tied competitors then the winner will be determined by considering in the best three events:

Reason: Clarification of the rule. It is necessary to determine the place in a case of a tie not only for first place but also for second and third place. By contrast, it is not important to split a tie for 4th and subsequent places.

d)New Paragraph 9 - Responsibilities of Competition Organisers. - Control Line Sub committee. Add a new paragraph 9, renumber the existing paragraph as 10.

9.Responsibilities of Competition Organisers

Competition organisers must propose their event for inclusion in the World Cup when nominating events for the FAI International Sporting Calendar. The final selection of events from these proposals is made by the CIAM Bureau as defined in paragraph 3.

Immediately after the event, the competition organiser must send the results to the World Cup organiser, at least within one month as required in the Sporting Code B.6.5.. Any failure to return results promptly will be reviewed by the CIAM Bureau when considering the competition calendar for the following year.

Reason: Same rule as for the Free Flight World Cup.

e)Old Paragraph 9 Jury. Control Line Sub committee. Amend:

10.Jury Board of Judges

A jury Board of Judges of three responsible people shall be nominated by the CIAM Space Modelling Subcommittee to rule on any protest concerning the World Cup during the year. Any protest must be submitted in writing to the Space Model Subcommittee Chairman and must be accompanied by a fee of CHF 80. In the event of the Jury Board of Judges upholding the protest, the fee will be returned

Reason: Decision of the CIAM Bureau in order to avoid confusion with the FAI Jury.

f)New Paragraphs - Control Line Sub committee. Add

i)4.2.13. The organisers must appoint a panel of at least three judges who shall be selected from a list of persons proposed by National Airsports Controls for their proficiency and experience and approved by the CIAM. In the case of World and Continental Championships, the panel of judges must be increased to five. At World Championships and at other limited entry international competitions, the judges must be of different nationalities. In open international competitions the judges must be of at least two nationalities and, if the panel is composed of five judges (recommended) only three of them must be approved by CIAM. The judges must be the same for all competitors in any particular series of flights. In the case of five judges the highest and lowest score card for each flight will be discarded and only the three middle scores shall be counted. Aerobatic judges will be responsible for observing each attempt at an official flight and to record their awarded score for each manoeuvre as it is executed. Each judge will be provided with a secretary. There shall be training flights for judges, with a briefing before and debriefing after, to be held immediately before every W/Ch and C/Ch in this class. In aerobatics, a master timekeeper shall give visual indication

ii)4.3.12. The organisers must appoint a panel of at least three judges who shall be selected from a list of persons proposed by the National airsports Controls for their proficiency and experience and approved by the CIAM. The judges must have at least one language in common. At World Championships and other limited entry international competitions, the judges must be of different nationalities. In open international competitions, the judges must be of at least two nationalities and only two of them must be approved by CIAM.

iii)4.4.18. The organisers shall appoint a panel of three judges who shall be selected from a list of persons proposed by National Airsport Controls for their proficiency and experience and approved by the CIAM. The judges must have at least one language in common. At World Championships and other limited entry international competitions the judges must be of different nationalities. In open international competitions the judges must be of at least two nationalities and only two of them must be approved by CIAM.

Reasons: 1 A similar set of rules for selection of judges for F2B, F2C and F2D.

2. Defining that the list is the one that is proposed by NACs and approved by the CIAM.

3. Not listing all of the different kinds of limited entry competitions makes the rule flexible for possible future additions of limited entry competitions like the World Air Games.

4.To achieve a reasonably good standard of judging whilst not pushing the economics of World Cup competitions too high, it is possible to have one judge who is not on the CIAM list. In this way, it is possible for the judge to gain "proficiency and experience" while being supervised by more experienced judges from the CIAM list. When he/she has gained the necessary experience and proficiency the NAC may put the name on the list.

5.Defining that in an international competition there must be international judges.

I SUPPLEMENTAL TO THE SPORTING CODE (CONTROL LINE)

I1 ORGANISERSí GUIDE - CONTROL LINE

a) Second Part - Contest Arrangements - Belgium. Amend Item 6 (Secretariat)

6. Secretariat: During the contest the secretariat should have sufficient personnel to cope with:

1)General queries from competitors and officials

2)Collation and recording of all results

3)Immediate presentation of all results on clearly visible scoreboards adjacent to the secretariat.

On a day-to-day basis, the organiser must provide the team managers with copies of the results of each round for each category. There should be sufficient copies for each competitor involved.

Reason: Due to the large number of competitors in the four categories of F2, the various locations of lodging during the championships and the often late availability of results by the organiser, it is frequently difficult for the team manager to provide his team members with the necessary information in time. Cost of the copies is negligible.

7.WORLD CHAMPIONSHIPS, CONTINENTAL CHAMPIONSHIPS

a)World Championships

YEAR

EVENT

BIDS FROM

AWARDED TO

2000

F2A, F2B, F2C,F2D (S+J)

 

France

b)Continental Championships

YEAR

EVENT

BIDS FROM

AWARDED TO

2001 European

F2A, F2B, F2C, F2D (S +J)

WAG 2001