◎ 名前:ランチャーズ
◎ 作成日:2010.3.10(水) 00:08, 60.41.91.39
 2010_CIAM_stu.pdf (38KB, DN:350)
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 英国提案のＦ１Ａ，Ｂ，Ｃの厳格な規格のＦ１ モデル  
代理投稿です。
英国提案のＦ１Ａ，Ｂ，Ｃの厳格な規格のＦ１ モデル
最近のＦ１Ａ，Ｂ，Ｃの進歩は著しく、例えばマカロフの可変フラップ翼のグライダーは９０−９５ｍも上がるとのことです．こういう機体はもはや自作は困難で購入するより他はないようですが高額で誰しもがおいそれと買える代物ではありません．これを憂えたイギリスの連中がＦ１Ａに厳格な縛りを設けたＦ１Ｓ，同じくＦ１Ｂ−Ｆ１Ｔ，Ｆ１Ｃ−Ｆ１Ｕの規格をテストケースとしてCIAN総会の議案書に載せました．例えばＦ１Ｓでは翼長は２．２ｍ以内、サークルトウはできるがバントは出来ません．しかし、曳航索は６０ｍと長くなっています．Ｆ１Ｃでは翼長の制限はありませんが、Ｆ１Ｕでは２ｍ以内で折り畳み翼は駄目です．添付した文書は議案書から抜き取ったものです．読まれてご意見や感想を掲示板にお寄せ下さい．
ＣＩＡＭ フリーフライト委員会メンバー 吉岡靖夫
以下の内容と同じものをpdfファイルにし、添付いたしました。
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New Classes
m) F1S Restricted technology glider United Kingdom
Add a new class:
1. Definition
The definition of the F1S class follows the regulations for class F1A items
3.1.1 and 3.1.3 to 3.1.12.
2. Characteristics of Gliders F1S
i) Total area of flying surfaces 32-34 dm2
ii) Maximum wing span 2.2 metres
iii) Minimum airframe weight 350 grams
iv) Maximum Towline Length 60 metres
v) Circle-tow hooks are permitted provided that they operate only the model’s rudder.
vi) Changes of camber, incidence, or area are not permitted on either wings or horizontal tail during towing, release, or flight.
vii A single DT operation is allowed to terminate the flight.
Reason: Worldwide interest in the current F1A, F1B and F1C classes has now become limited to the major championship events and the bigger World Cup events.
Most importantly many of the world’s aeromodellers are no longer interested in participating in these classes as they feel that the costs are too high and the technology involved is beyond their capabilities.
We believe that it is necessary to revive the interest in these classes for the majority. To achieve this goal a set of ‘restricted technology’ specifications suggested title F1S should be provided as an alternative to the current specifications. The introduction of the F1P class as an alternative to F1C at World
Cup events took place a few seasons ago and has proved to be popular. We therefore suggest an extension of this practice, in that an alternative low technology specification be provided for the F1A class. This ‘restricted technology’ specification would provide the same performance as the current specification but at a much simpler technology level, thus appealing to far more fliers.
It is intended that this specification is used only as an alternative but integral part thereof at World Cup, Open International, and National events within member countries. Championship events would continue to use the current ‘full’ F1A specification exclusively.
n) F1T Restricted technology model aircraft with United Kingdom extensible motors
Add new class:
1. Definition
The definition of the F1T class follows the regulations for class F1B items
3.2.1 and 3.2.3 to 3.2.11.
2. Characteristics of Model Aircraft with Extensible Motors F1T
i) Total area of flying surfaces 17-19 sq. dm
ii) Maximum wing span 1.5 metres
iii) Minimum airframe weight 160 grams
iv) Maximum rubber weight 40 grams
v) Propellers must not include those with delayed or remote start, variable pitch, or variable diameter. Propellers are permitted to fold, feather or freewheel at the end of the motor run.
vi) Only one change may be made to the rudder setting during the flight.
vii) Changes of camber, incidence, or area are not permitted on either wings or horizontal tail. A single DT operation is allowed to terminate the flight.
Reason: The same as the previous proposal
o) F1U Restricted technology model aircraft United Kingdom with piston motors
Add new class
1. Definition
The definition of the F1U class follows the regulations for class F1C items
3.3.1 and 3.3.3 to 3.3.12.
2. Characteristics of Model Aircraft with Piston Motors F1U
i) Total area of flying surfaces 25-38 sq. dm
ii) Maximum Wing Span 2 metres
iii) Minimum weight 600 grams
iv) Maximum Engine capacity 2.5cc
v) Maximum Engine run 8 seconds
vi) Fuel composition is restricted to the same formulae as permitted under F1C rules.
vii) Propellers are restricted to fixed geometry types and must be driven directly from the engine’s crankshaft .Geared or belt drives are not permitted.
viii) One change to the rudder setting and one change to the horizontal tail
incidence setting are permitted during the flight. In addition a single DT operation is allowed to terminate the flight. The following are not permitted: Camber, incidence, or area changes to the model’s wings or tail (other than as already specified).
Reason: As for the previous proposal.
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◆2010-3-10 0:17:22 60.41.91.39 ランチャーズ − これ賛成します。ついでにF1STUとF1ABCを入れ替えてはどうでしょうか？
◆2010-3-10 11:8:45 210.154.99.129 松本@GPF − Championship events would continue to use the current ‘full’ F1A specification exclusively.だから
◆2010-3-10 11:10:12 210.154.99.129 松本＠ＧＰＦ − 世界選手権のF1Aは従来通りで変更無し。F1B, F1Cは？
◆2010-3-10 11:12:40 210.154.99.129 松本＠ＧＰＦ − Reasonと適用対象競技会は分けて記述した方はわかり易い。
◆2010-3-11 11:23:34 218.217.105.211 たかだ＠KFC − 最先端の技術探究の現行は残したいが、簡略の別枠も絶対必要な時勢。でもそれで人口が増えることが前提だ。
◆2010-3-11 11:26:46 218.217.105.211 たかだ＠KFC − ６０ｍにするとか４０ｇにするとか8秒にするとか、甘味は加える必要はない。なにを禁止するかが重要だ。
◆2010-3-17 5:33:59 61.210.218.80 大村和敏 − 「甘味」はF1A,B,Cとの混合競技が出来るためのものでは？セコイ話だが人口が減るとそれも必要か？
◆2010-3-17 5:49:40 61.210.218.80 大村和敏 − さらにセコイ話として、F1A,B.Cとの部品（翼など）の共通性も考えられているのでは？
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