Decisions taken at the CIAM Plenary Meeting, March 26-27, 1998

Summary by Bengt-Olof Samuelsson, Swedish CIAM Delegate and C/L Subcommittee Member

The following decisions regarding the Control Line Classes were taken at the Plenary Meeting:

2.3.6) Each model shall carry a model identification code (letters and/or numbers) and this must be recorded on the model specification certificate. The identification code is to appear on each part of the model (wing(s), tail front and rear fuselage if detachable) so that the individual parts of a competitorís different models may be separately identified (except indoor and scale). The letters and/or numbers must be at least 10 mm high and clearly visible. The identification code of the nominated models (see para 2.3.1.) will be recorded on the scorecard.

The two Swedish proposals regarding timing in F2A (4.1.16 and 4.1.17) were both unanimously adopted and will be effective 1st of January 1999.

4.1.16 Number of Timekeepers and Judges

  1. The time shall be taken by three timing officials, equipped with 1/100-second resolution digital stopwatches. In addition, an optical electronic system with equal or better resolution and accuracy may be used.
  2. Speed judges, at least two in number, shall be responsible for observing the conduct of the pilot and the altitude of the flight.
  3. For World and Continental Championships, a senior judge should be appointed to supervise the conduct of the timekeepers and judges.

The senior judge should be selected from a list of persons who are nominated by NACs for their proficiency and experience and approved by the FAI/CIAM.

4.1.17 Classification

  1. The individual times recorded by each timing official shall be recorded in writing and retained by the senior judge or other official.
  2. The mean time of the three stopwatches shall be taken to calculate the result, unless:
    1. One of the stopwatches differs from the closer of the other two by more than 12/100 seconds, or the official reports that he made a mistake. In this case the mean time shall be calculated from the other two stopwatch times.
    2. Two stopwatch times differ by more than 12/100 seconds from the middle one, or two officials report a mistake. In this case this fact should immediately be reported to the competitor or his team manager. The competitor then has the choice of using only the remaining stopwatch time to calculate his result, or to be allowed an attempt. His decision must be given to the F2A Circle Marshall without delay, and is irrevocable.
    3. There is an optical electronic system that has recorded a time within 12/100 seconds from the time taken from the stopwatches according to the above. In this case the optical system takes precedence of the stopwatch times and is used to calculate the results.
    No rounding of decimals should be made when calculating the mean time.
    The time thus obtained for calculating the speed should be recorded and retained.
  3. The result as the speed in km/h shall be calculated by dividing 3600 by the time according to b), and then taken to the nearest lower km/h.
  4. The best speed attained during the three flights is used for classification. In case of a tie, to separate the fliers, the second best speed, and if still a tie, the third best speed, is used.
  5. The three first positions are subject to rechecking of the declared model characteristics

The Canadian proposal to allow engine shutoff systems in F2B (para 4.2.11) was referred to the subcommittee for further study.

The Italian proposal to add a new subparagraph 4.2.14.d) was unanimously adopted and will be effective 1st of January 1999:

  1. A copy of the judge score sheet of a flight shall be given to the Competitors/Team Manager for World and Continental Championships, before the subsequent competitorís flight in the contest or at latest at the end of each round.

The F2 subcommittee proposal to amend 4.2.14.b) was also unanimously adopted and will be effective 1st of January 1999:

  1. To establish the national scores for team classification add the numerical placing of the three-team members of each nation. Rank according to the lowest numerical score to highest.

Spain withdrew its proposal to change order of execution of the manoeuvres in para 4.2.15.

The F2 subcommittee proposal to amend 4.3.7.d) was also unanimously adopted and will be effective 1st of January 1999:

  1. The starting signal is given by the Circle Marshal through a visual signal (flag) and a sound signal. For the last 3 seconds of the countdown and at the starting signal the mechanics must be standing erect close to their model and the pilots must be crouching on the border of the centre circle, with their control handles as close to the ground as defined by the F2C Jury. The starting signal must be "sharp" to enable accurate timing.

The Swedish proposal to amend 4.3.10.g) was unanimously adopted and will be effective 1st of January 1999:

  1. The competing teams which have participated in the final race will be placed at the head of the classification, only taking into account the times of flights during the final race, after checking tank capacity and the general characteristics of the models.

The teams which have participated in the semi-finals will be placed next in order of classification, only taking into account the times of flights during the semi-finals. All teams not participating in the semi-finals will be classified according to their best time in any single eliminating race. Classification of any team that retired from any race, or exceeded the official time limit for any race but was not disqualified, shall be ranked according to the number of laps completed.

If more than one team in the final race is disqualified, they are placed in the order of the number of laps completed. A disqualified team is always placed after any team that has retired without a disqualification.

The two Russian proposals to make combat a team event were withdrawn.

The C/L subcommittee proposals to change the combat event into one-model bouts were all withdrawn. These proposals were in fact not stemming from the subcommittee itself; the chairman had included these ideas from some US combat fliers, just to help. This quickly became an infected matter within the subcommittee!!

It was unanimously accepted to delete subparagraph 4.4.15.e) He deliberately flies in a dangerous manner.

The American proposal to change the wording of subparagraph 4.4.15. m) was referred to the subcommittee for further discussion.

The Swedish proposal to amend 4.4.15. q) was unanimously adopted will be effective 1st of January 1999:

  1. he interferes to cause a ground hit of, or collides with his opponentís model that clearly both has no streamer left and flies without any manoeuvres to chase and attack.

The F2A Judges Guide was referred back to the C/L subcommittee for revision.

The Italian proposals to amend the F2B Judges Guide were adopted as follows:

4A.28 (Warm-up Flights):

Warm-up Flights: Two each warm-up flights, to be flown immediately prior to the beginning of actual competition, shall be flown per day. Pilots of warm-up flights shall be determined by random. Scores of the warm-up flights shall be discussed by the panel of judges and may not be available to third parties. The purpose of warm-up flights shall also be to reach a proper use of the whole range of awarded marks between 0 and 10.

4A.32 (Results Awareness):

Results awareness: In order to prevent influences of whichever kind, judges shall not search for tabulated results before complete qualification or final rounds are flown. Also, judges shall refrain from discussing actual flights, scores and results with competitors, team managers and other judges any time before completed qualification or final rounds are flown; the head judge shall take care of it. Exceptions from this shall be made only when new judges are trained.

The two amendments proposed by the C/L subcommittee to amend the Team Race Jury Guide were both unanimously adopted will be effective 1st of January 1999:

4B.1.3. The Team Race Juryís responsibilities regarding issue of warnings, eliminations, reflights, only start with the GO signal; however, to help in the smooth running of the contest, they should assist the Circle Marshal by checking all other aspects of the contest are in accordance with the rule book. Examples of this are:

  1. pilots and pitmen wearing helmets;
  2. the correct 90-second warm-up and 30 second countdown are allowed;
  3. competitors using the circle for unauthorised practice.
  4. compliance with the model specification, for example, rules 4.3.4.c) (scale pilot head) and 4.3.4.k) transparent windshield giving direct forward visibility)

4B.1.4.;Jury members should allocate the specific tasks of warnings operation, microphone use, note taking, prior to the commencement of the contest. They should also practice working together either by observing the official practice flights or, preferably, by viewing videos from recent previous championships. It is recommended that a video is situated in the jury tower. This should not be used by the jury before decisions are made nor will it be made available to teams before the end of the round but it will be useful for:

Official video recording of a race may be accepted by the judging panel at its discretion to solve problems related to flight incidents requiring a decision of reflight or disqualification.

The Spanish proposal regarding Points Allocation in World Cup competitions was unanimously adopted and will be effective 1st of January 1999:

The points to be allocated to competitors (teams in F2C) will depend in each class on the number (N) of competitors (teams in F2C) who will have completed at least one flight in the event. A competitor (team in F2C) has completed a flight if in:

Points are allocated to competitors (teams in F2C) who will have completed at least one flight according to their placing in the results given in the following tables: [not included here]

And finally one amendment to the Control Line Organisers Guide:

9. Processing: The times for processing all nationsí teams should be given to team managers (and all team members, if possible) on arrival at reception. Attention of organisers is drawn to Sporting Code Section 4b, para. B.7.2. and B.7.3. The organisers must provide themselves with the necessary measuring apparatus, adequate to check the characteristics of the model aeroplane in question, and give the competitors opportunity to determine the characteristics of their models on the official measuring equipment before the contest.

Processing may take place during the practice day providing the published times for practice and processing allow no possibility for overlap.

The processing team must be familiar with the equipment they are using and should have a reasonable understanding of the models they are processing.

For F2C, if after two attempts to measure the fuel system, it still cannot be done accurately, the competitor must return at the end of processing for another attempt. The team must provide an adapter for filling their fuel system that shall have a 3-mm diameter nipple to attach to the organiserís measuring equipment.

The processing area should be restricted to processing officials, jury members, judges, and the team and team manager whose models are undergoing processing.