2000 CONTROL LINE WORLD CHAMPIONSHIPS

SPORTING CODE

The rules which are applicable to the 2000 Control Line World Championships corresponds to the January 1997 issue of the Sporting Code completed by amendments adopted at 1997, 1998 1999 and 2000 CIAM Plenary Meetings.

The January 1997 issue of the Sporting Code published at the following web site :

http://www.fai.org/sporting_code/sc04.html

The amendments applicable during the 2000 Control Line World Championships are defined below.

F2A

4.1.5. Lenght of course (1997 CIAM Plenary Meeting)

Replace the paragraph by :

The measured distance covered by the model must be at least one kilometre. The radius of the flight circle must be 17,69 m (9 laps = 1 km).

4.1. 7. Control Handle and Pylon Fork (1999 CIAM Plenary Meeting)

Replace the paragraph by :

A pylon with supports as shown in the sketch, will be placed at the disposal of the competitors by the organisers. It is compulsory that a pylon fork and control handle of standard dimensions as specified, be employed. The distance between the flexible point of attachment on the control handle and the point of contact of the horizontal bar on the fork shall be a maximum of 6 mm. The horizontal bar (handle pivot ) must be in continuous contact with the pylon fork during the official flights.

The pylon fork shall be infinitely adjustable between 1100 mm and 1600 mm from the ground and be steadily fixed to the ground surface. Mandatory dimensions are shown in the sketch. The pylon fork in its highest position may not deflect more than 20 mm when it is subjected to a lateral pull test of 250 Newtons.

No intentional twisting and/or linking of the two lines together shall be permitted from the point of exit of the model to the control handle. The lines shall be separated by at least 5 mm at the point of exit from the model and at least 25 mm at the handle.

The lines must be round in cross-section and may not have any liquid or coating material applied.

A safety strap connecting the competitor's wrist to the control handle must be provided by the competitor.

4.1.16. Number of timekeepers and Judges (1998 CIAM Plenary Meeting)

Replace the paragraph by :

4.1.17. Classification (1998 CIAM Plenary Meeting)

Replace the paragraph by :

4.1.18. International Team Classification (1999 CIAM Plenary Meeting)

Add a paragraph 4.1.18 - International Team classification as follows :
To establish the national scores for team classification, add the best speed attained by each individual member of the team.

F2B

4.2.8. Number of Flights (1999 CIAM Plenary Meeting)

Replace the paragraph by :

At World and Continental Championships and other limited international contests, each competitor is entitled to two qualifying flights, 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 highest single score in the qualifying flights of both senior and junior competitors, are entitled to three final flights. For Open International contests, each competitor is entitled to three flights. Under exceptional circumstances, the FAI Jury may reduce the number of flights.

4.2.12. Scoring (1997 CIAM Plenary Meeting)

Add a new paragraph as follows : "Non-scoring manœuvres are permitted after the completion of the cloverleaf and before the commencement of the landing approach for the sole purpose of stopping the engine or unwinding the lines."

4.2.13. Judges and Timekeepers (1999 CIAM Plenary Meeting)

Replace the paragraph by :

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 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.

4.2.14. Classification (2000 CIAM Plenary Meeting)

-   Replace paragraph b) by :

b) To establish the national scores for team classification add numerical placing of the three team members of each nation. Rank according to the lowest numerical score to highest, with complete three competitors team ahead of two competitors team which in turn are ranked ahead one competitor team.

-   Add a paragraph d) as follows :

d) Facsimile copies of the original judges' score sheets from each official flight shall be given to each Competitor/team manager for World and Continental Championships before the next competitor's flight in that contest or at latest at the end of each round of that contest.

4.2.16.3. Reverse Wing Overs (2000 CIAM Plenary Meeting)

Add after last sentence : "All turns to and from level flight should be of approximately 1.5 meters radius, not exceeding 2.1 meters".

4.2.16.7. Consecutive Inside Square Loops (2000 CIAM Plenary Meeting)

Remove terms "equal sized" in the third line.

Remove the following sentence from paragraph "Errors" : " sides of loops are not equal".

4.2.16.8. Consecutive Outside Square Loops (2000 CIAM Plenary Meeting)

Remove terms "equal sized" in the third line.

Remove the following sentence from paragraph "Errors" : " sides of loops are not equal".

F2C

4.3.6. Organisation of the races (2000 CIAM Plenary Meeting)

-   Add at the end of the paragraph a): " ... Qualifying races with less than 3 teams will be put at the end of the draw, in order to allow a three team race utilizing team(s) which have been granted an attempt."

-   Amend the paragraph c) as follows : "When it is not possible to organise a reflight for a team which has been granted an attempt, the judges will ask for volunteers (from different countries in the case of Continental Championships and World Championships) to fill up the qualifying race. The jury will organise an appropriate draw for the race among the volunteers and the team with the attempt. If there are no volunteers, the team will be allowed to fly alone to complete their qualifying race reflight during the same round.

• Add at the end of the paragraph d) : "Mechanics are not allowed to walk with a running engine".
• Add at the end of the first line of the paragraph e) : "The chosen pitting areas are considered occupied until the race itself is finished. "
• Add at the end of the paragraph e) : "unless allowed by the Circle Marshal."

4.3.7. Race from Start to Finish (1998 CIAM Plenary Meeting)

Replace paragraph d) by :

d) 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.

4.3.7. Race from Start to Finish (1999 CIAM Plenary Meeting)

-   Replace paragraph g) by :

g) Overtaking must be done by overflying. 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 leave space for the overtaking pilot when the overtaking is finished.

-   Replace paragraph k) by :

k) After the mechanic has caught the model, he must go to the nearest free pitting area from the point at which the model was stopped. 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.

- Delete the paragraph l)

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

4.3.9. Warnings - Eliminations (1999 CIAM Plenary Meeting)

-   Add a paragraph h) as follows :

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

• Renumber the existing "h" as "i".

4.3.10. Team Qualification and Classification (1999 CIAM Plenary Meeting)

Replace paragraph a) by :

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

4.3.10. Team Qualification and Classification (1998 CIAM Plenary Meeting)

Replace paragraph g) by :

g) 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 semifinals will be placed next in order of classification, only taking into account the times of flights during the semifinals. All teams not participating in the semifinals 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.

Note: The Jury decision must be communicated to the lap counters to ascertain the number of "legal" laps.

4.3.12. Jury and Timekeepers (1999 CIAM Plenary Meeting)

Replace paragraph a) by :

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.

F2D

4.4.1. Definition of a Combat Event (2000 CIAM Plenary Meeting)

Replace paragraph by : "A combat event is a contest during which eliminating matches are followed by a final match. In these matches two competitors fly their models in the same circle for a predetermined time; the object being to cut a streamer attached on the longitudinal center line of the opponent's model with points awarded for each cut taken."

4.4.5. Characteristics of Combat Model (2000 CIAM Plenary Meeting)

Amend second paragraph as follows : "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 aperture of 8 mm (1) or 5.65 mm (2) diameter(s) 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 total length of the exhaust system from exhaust port(s) (cylinder) to and including outlet(s) not to exceed 15 cm."

4.4.5. Characteristics of Combat Model (1999 CIAM Plenary Meeting)

Amend third paragraph as follows : "The motor shall have a maximum effective venturi diameter of 4,00 mm (see 4.4.6.d) for 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."

4.4.6. Controls - Technical Verification (2000 CIAM Plenary Meeting)

Replace paragraph b) by :

b) Control System: two multi-strand control lines of a minimum diameter of 0,385 mm (no minus tolerance) must be used. No free ends capable of entangling an opponent's lines, and no line splices, shall be permitted. A safety strap connecting the competitor's wrist to the control handle must be provided by the competitor and worn at all times while his model is flying.

4.4.6. Controls - Technical Verification (1999 CIAM Plenary Meeting)

-   Replace paragraph d) by :

  The motor shall be naturally aspirated via a single round intake. 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.

-   Replace paragraph e) by :

"The silencer(s) on the glow engines shall have a round exhaust the rearmost end of which will not admit a 8,05 mm (one silencer) or 5,65 mm (two silencers) diameter plug gauge(s)".

Silencer measurements will also measure :

4.4.8. Streamer (1999 CIAM Plenary Meeting)

Replace the draw by the following one :

4.4.8. Streamer (2000 CIAM Plenary Meeting)

Replace second paragraph by : "The attachment end of the streamer shall be reinforced on either side by tape approximately 2 cm wide affixed diagonally to the length of the streamer with one at right angles to the other and extending for a maximum of 5 cm. An additional fibre/fabric reinforced tape approximately 2 cm wide is affixed across the streamer.

4.4.12. Attempts (2000 CIAM Plenary Meeting)

-   Replace paragraph b) by :

  b) In the event of a model fly-away, as a result of the lines having been severed by his opponent's model, lines or engine, in which the model and streamer may not be retrievable due to the distance flown, the circle marshal asks …

-   Replace paragraph d) by :

d) If, as a result of a line tangle, an opponent’s model cuts its own streamer in flight or the streamer, unless only string remains, becomes wrapped around the model and/or the lines, the heat shall be reflown.

4.4.15. Cancellation of the flight (1998 CIAM Plenary Meeting)

Delete paragraph e) "he deliberately flies in a dangerous manner"

Renumber remaining paragraphs after the paragraph d) : paragraph f) becomes e) and so on.

4.4.15. Cancellation of the Flight (2000 CIAM Plenary Meeting)

Replace paragraph q) by :

p) he interferes to cause a ground hit of, or collides with his opponent’s model that clearly both has no streamer left and flies level in anti clockwise direction without any manoeuvres to chase and attack.

4.4.17. International Team Classification (2000 CIAM Plenary Meeting)

Replace paragraph a) by :

1. Each competitor shall be ranked according to his number of wins, not counting flyoff bouts, with the flyoff bouts being used to establish second and third place as necessary.

4.4.18. Judges and Timekeepers (1999 CIAM Plenary Meeting)

Replace paragraph by :

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. 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.

Annex 4A - Class F2B - Judges'Guide

A new issue of the F2B Judges'Guide has been adopted at the 2000 CIAM Plenary Meeting. It will be utilised as a working document at WC 2000.

The above is purely an extract of the major points in the new Judging Instructions document. For full details please refer to the complete document published at the following web site :

ftp://www.fai.org/aeromodelling/documents/f2b-judging.zip

or

http://www.plasma.kth.se/~olsson/f2bjgv2.html

This document forms part of Section 4 of the FAI Sporting Code applicable to Class 2B Aerobatics. (Some recommendations for the training and "certification" of F2B Judges by NAC’s then follows in this paragraph).

In all of the following manoeuvre marking instructions, the descriptions have been written from the viewing point of the pilot and not of the judges; and all the following descriptions use "two dimensional" terms on the basis that whilst it is known that models actually fly hemispherical arcs, the real judging task is to mark manoeuvres such as Square Loops (for example) on the basis of what can be most easily and clearly described in writing as "straight line" flight paths. Rather than using terms which are geometrically accurate but which may create confusion, all the manoeuvre descriptions in this document therefore use terms which express the meaning of the Sporting Code and explain the judges’ marking tasks as clearly and as simply as possible .....

.... "vertical" means at right angles (perpendicular) to the ground over which the flying takes place.

.... "horizontal" means parallel to the ground over which the flying takes place.

Manoeuvre sizes are defined in the Rules by specifying line elevation angle (specified in degrees of arc above the normal 1.5 metres upright level flight height)....

.... The use of visible fixed terrain reference points at each site to help judges "fix into memory" both the 1.5 metres normal upright and inverted level flight height, and 45 degrees lateral angle (¹/₈^th lap) is recommended. Contest organisers are also encouraged to erect suitable markers at contest sites to assist judges, particularly at sites where suitable natural fixed features are limited ....

Although models fly on the surface of a hemisphere, from the pilot's perspective all manoeuvres are flown in plane geometry – because all points on the surface of a hemisphere are at an equal distance from the pilot, the pilot sees all manoeuvres as if they were drawn on a flat sheet of paper. But from their position outside the circle, judges are, firstly, not in the ideal position to view manoeuvres, and secondly, they also usually view manoeuvres from a point which is not directly opposite the centre line axis of each manoeuvre. Therefore the judges’ marking tasks include a large element of personal analysis and situational awareness that should take their own (less than ideal) viewing position into consideration when awarding marks ....

4A.6.7. Recognition of "maximum 2.1 metres radius" as an abrupt change of direction with the resulting requirement for the model to fly a very tight corner ....

4A.6.9. Recognition of the fact that all the above "dimensions" are specified as measured from the pilot’s viewing point, with due allowance to be made by judges for models flown on different line lengths and for the difference between the pilot’s position and the judges’ actual viewing position/s.

Provided that throughout all the judged laps the model remains inside the tolerance defined in the Rules and provided that it tracks smoothly without any visible height changes (that is, no "hunting") throughout, no downgraded mark should be awarded. A flight track which slightly exceeds the stated tolerance (such as flying 40 cm off the flight track where plus/minus 30 cm is required) should be considered as a "minor" error which would cause the judge to award a mark downgraded by 0.5 points. Flying off the defined flight track by as much as twice the defined tolerance should be considered as a "medium" error, resulting in the award of a mark downgraded by 1 point. Errors of three times the defined tolerance from the defined flight track should be considered as "major", resulting in the award of marks downgraded by 1.5 points. In order to use this method successfully, judges must be trained to recognise flight path deviations of 30 cm and 60 cm at a viewing distance of approximately 45 metres, and this will require relevant and repeated demonstrations to train judges to be able to readily gauge such measurements. Such training is highly recommended for all judges, and such training should also emphasise the varying tolerances defined in the Rule for each manoeuvre and for each segment of each figure of each manoeuvre.

.... judges should recognise that the intent of the Sporting Code regarding corner radii in manoeuvres such as Square Loops, Square Eights, Triangles, etc, is that models should turn as sharply (tightly) as possible. .... the intent of the Sporting Code is clearly that models should turn as tightly as possible when making such turns ....

....It should also be noted that since nothing written anywhere in the Sporting Code defines terms such as general impression and flying style, accurate and repeatable marking really depends "only" (!) upon each judge deciding on the total number of errors committed and the degree to which each error has deviated from the flight track defined in each manoeuvre Rule ....

4A10.3.

Also gives a detailed "table of marks" which could be awarded, according to the number of errors and the extent of each error, as observed by each Judge.

....After each warm-up flight the judges should not discuss the individual scores they have awarded to each flight. Instead they should go through a manoeuvre-by-manoeuvre discussion, comparing and discussing their individual assessments of each error (including the severity of those errors) that they have seen during every segment of every figure and every manoeuvre flown ....

The panel of judges should be placed in a position defined by each competitor prior to starting his/her official flight ....

.... Judges may however, at their own discretion, move from the positions originally taken at the start of an official flight by up to plus/minus ¹/₈^th of a lap during an official flight.

The new Judging Instructions document then goes on to give detailed guidance to Judges on the general procedures to be adopted during competitions, including covering such areas as awarding marks for manoeuvres which are not attempted, manoeuvres which are performed out of sequence, etc, etc. Finally, the Judging Instructions give a detailed manoeuvre-by-manoeuvre description of each manoeuvre required by the Sporting Code, breaking each manoeuvre into separate parts, and clearly defining the points at which Judges should start and stop the judging of each manoeuvre.

Annex 4B - Class F2C - Team Race Jury Guide

4B.1.3. (1998 CIAM Plenary Meeting)

Replace paragraph 4B.1.3 by :

1. 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. (1998 CIAM Plenary Meeting)

Replace paragraph 4B.1.4 by :

Annex 4C - Class F2A - Judges' Guide

F2A is, essentially, a simple class to administer with very few rules. However, it is important that there is continuity of interpretation from one Championship to another and it is for this reason this Judges’ Guide has been written.

Requires no clarification.

• When measuring the surface area, allowance should be made for the geometrically projected shape where the wing and tail join the fuselage.
• Models must be checked for the fitment of a shutoff.
• The shutoff must be checked for mechanical function in the line check prior to each attempt.
• To check shutoff function:

1.   Using a squash bottle, fuel must be shown to flow from the fuel tank to the engine.

2.   The shutoff must then be activated and resistance to fuel flow from the fuel tank to the engine using a squash bottle must be felt.

• The fuel bottle should be of approximately 100 cc capacity and must be fitted with a fuel filter.

• It should be noted that the lubricant specified is castor oil only.
• No additives are allowed so only first pressing castor oil may be used.
• Proprietary brands such as Castrol MÔ which may contain additives may not be used.
• This is essential to maintain standardisation of fuel supply throughout the world.
• The fuel mix ratio should be measured by volume and mixed thoroughly.
• The fuel mix should be tested for methanol/oil ratio by testing its specific gravity using a standard calibrated float.
• The fuel mix must be verified by the FAI Jury.

• This rule should cause no problem but plated wire is not permitted under rule 4.1.7. which states that "No coating material may be applied to the lines".
• A micrometer capable of measuring to one micron must be supplied and used by the contest organisers to measure the control line wires.

• The measured distance covered by the model must be at least one kilometre.
• The radius of the flight circle must be 17.69 m (9 laps = 1 km) (from 1st July 1997).

• The pull test must be applied to the handle grip NOT the horizontal cross bar.
• The pull test on the wrist strap is to test the strength of the strap and its attachment to the handle. It is not to test the strength of the control system.

This rule states that "the horizontal cross bar must be in continuous contact with the pylon fork during the official flight".

• This statement does NOT mean that the cross bar must be behind the fork and above the "V" piece as illustrated in the sketch.
• The important factor is that the cross bar stays in contact with the fork throughout the flight.
• The cross bar may be above or below the "V" or one end of the cross bar may be in front of the fork.
• Any position other than that illustrated in the sketch makes it more difficult for the pilot and he will therefore always strive to achieve that position.
• The "V" is there only to assist the pilot achieve the preferred position. There is no speed advantage to be obtained from any other position. The pilot cannot see the pylon and it could be disastrous for him to look to check the position.
• The drawing accompanying this rule shows the dimension between the cross bar bobbins to be a minimum of 60 mm.
• The maximum is 79 mm because it must be possible to fit the cross bar between the forks of the pylon.

• The competitor has 3 (three) minutes before the starting signal to take off and place his handle in the pylon.
• The timing sequence will then take place. Thus the timing of the official flight may start and finish more than the 3 (three) minutes after the time of the starting signal.

Competitors may not take their second attempt without first returning to the line check area in order to comply with rules 4.1.3. and 4.1.6.

• It is recommended that the draw should be arranged so that competitors fly at five minute intervals.
• The draw should be arranged so that competitors from one nation are not required to fly within fifteen minutes of each other.
• After the draw has taken place, it should be split into three equal groups, A, B and C.
• For round one, group A flies first, followed by group B and then group C.
• For round two, group B flies first, followed by group C and then group A.
• For round three, group C flies first, followed by group A and then group B.
• There should be a ten minute break at the end of each hour of flying.
• Re-flights should take place at the end of each round.

An audible signal should be made to the pilot at the end of the timed flight by one of the timekeepers.

Requires no clarification.

• Care must be taken to ensure that this rule is complied with.
• Only team members and team managers are permitted to start and adjust motors.
• In the case of a complete team, the two helpers will be the other team members.
• In the case of an incomplete team, only supporters or competitors from other control line disciplines may be registered to act as helpers but they must not start or adjust motors.
• They can help only one team.
• Competitors may not act as helpers for competitors from other nations
• It is almost impossible to enforce the second sentence of this rule which states that " a pilot may adjust his own motor and at most one other as a helper".

• The chief timekeeper should determine when the pilot has placed his handle in the pylon - NOT the judge who is observing the conduct of the pilot.
• The chief timekeeper must call when the pilot has placed his handle in the pylon.
• He will call "three" when, after the pilot has placed his handle in the pylon, the model first passes the height marker. He will then call "two" the next time the model passes the height marker and he will call "one" as the model again passes the height marker.

Correction approved at the 2000 CIAM Plenary Meeting :

He will call "two" when, after the pilot has placed his handle in the pylon, the model first passes the height marker. And he will call "one" as the model again passes the height marker.

• The timekeepers start timing the next time the model passes the height marker.
• The timekeepers should preferably be positioned one behind the other, not side by side.
• The judge who is observing the pilot must call if the pilot removes the handle from the pylon.
• The timekeepers and circle judges must use the official practice session to train in their individual and collective duties.

• Two judges must be used for this task; one for each of the height markers.
• They must be positioned at eye level to the respective height marks.
• The height restriction applies only during the timed run.

Requires no clarification.

Requires no clarification.

Requires no clarification.

• The official training/practice session should continue on the draw basis as currently used where each competitor is allocated a ten minute slot.
• The circle should NOT be available for practice during the round (allowing practice at, say, lunchtime can give unfair advantage to competitors drawn to fly after lunch).
• Practice on free days and after the rounds should NOT be on a draw basis.
• Speed competitors have learned to self regulate circle use by each taking one flight in rotation. This system allows many more practice flights per hour than any draw based practice session. All competitors then have a chance to make a test flight, go away and make adjustments, think about what is required and return for another test.