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Lester Gilbert

MYA Council
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About Lester Gilbert


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    Racing Officer

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  1. Hi Bill The best way to check your boat is to work through the 6M rules https://www.mya-uk.org.uk/kb/six-metre-class-6m/ and see how she conforms. A 6M is not the easiest of boats to check, though, and it may be that you need to have her measured. And the best way to check competitiveness is to enter an event and see how you do (smile). There is a 6M event coming up in Norwich at the end of October, drop an e-mail to the organiser, Vinnie.zammit@gmail.com, I'm sure you'd be welcomed. Good luck!
  2. For your information, I've sent the following to the 10R and A Nats and M & IOM Ranking Race Committees. ------ The current fuel shortage may lead you to consider cancelling or postponing your event. The guiding principle, as expressed in RRS 63.7, 64.3, and N2.1, is to make as fair an arrangement as possible for all entrants affected. A decision to take no action at the moment allows you to review your decision at a later date. This is a judgement call which you will need to make. If possible, it may be helpful to take advice from a National or International Judge, who is a trained expert on making as fair an arrangement as possible. MYA Event Regulations specify at least 7 boats shall be entered for a National event, otherwise it shall lose its status. Ranking regulations specify that there shall be no restrictions upon entry, otherwise the event shall lose its ranking status. In this spirit I recommend a prompt decision to cancel or postpone if fewer than 10 entrants looks likely, if a significant number of entrants withdraw, or a significant number of prospective entrants advise they will not be entering. Please let all stakeholders know your intentions, your progress, and then your decision, perhaps in three separate and timely communications. It may be helpful to provide some advice to entrants who may consider withdrawing. Entrants who withdraw shall be refunded their entry fee. If the event is not cancelled, average ranking points shall be granted to withdrawn entrants or scheduled Race Officials unable to attend. Disagreements and appeals shall be dealt with by an independent MYA committee.
  3. Hi folks Just to keep you all in the picture, the MYA is preparing advice for event organisers and for entrants, prospective entrants, and Race Officials. Advice is likely to be similar to that given earlier when dealing with event restrictions, postponements, or cancellations due to COVID. Further information to follow. Lester MYA Racing Officer
  4. As you well know, Brad, historically the MYA acts and has acted as the NCA for these classes. As you also well know, the MYA is currently trying to move class responsibilities to COGs. In due course I expect those COGs that wish to will accept the responsibility to act as the NCA for their class, and I expect that the MYA will delegate or transfer NCA responsibilities to those COGs. I also expect that not all COGs will want this responsibility, in which case the MYA will have to continue to act as the class NCA. As you well know, this is currently an on-going process that has only started recently, and much needs to be settled before a COG can act as an NCA, not only with the MYA but with the relevant international associations.
  5. Hi Brad A common misconception which I would like to correct. The MYA has introduced COGs recently, overturning nearly 100 years of history. It is a policy that has my enthusiastic support, and as far as I can see the support of the entire MYA Council, executive officers and district councillors alike. As the co-opted Racing Officer, I've engaged with the classes in supporting them to define their racing calendar for 2022 rather than telling them what dates they can have. I've engaged with the classes in asking them to take on the maintenance of their championship and ranking regs, their sailing instructions, and their notice of race templates. There is no reluctance here to ask classes to take control for themselves.
  6. Hi Michael Terminology might be in the way here. One of our "races" is usually made up from a number of heats if there are more than 20 boats or so; if fewer than 20 boats then every race consists of one heat. I'm thinking that your example comprised 6 races, each race comprising one heat. What we call an "event" is usually made up of a number of races. The racing rules of sailing generally talks about a "series" as being a number of races, and so this is what is taken to be an "event" in radio sailing. I'm thinking that your example is an event with 6 races, constituting a series in the terms of the RRS. RRS A7 applies to a particular radio sailing race, but not to the event. RRS A8 applies to the event, and is sometimes called the "countback" rule. There are no rules specifically which deal with what we might call a series, comprising a number of events. The best that can currently be done is to score a series of radio sailing events as a series of series (!), that is, to apply A8 to the events as though they were races.
  7. Hi Damian I guess if there were 3 skippers having trouble and 2 used Futaba, this might be right. But if there were 40 Futaba users in the event and 10 other brands, a different picture emerges.... Do you happen to know how many of the skippers were successfully using Futaba? My maths tutor always told us about the headline, "Dolphin saved my life". Yeah, he'd say, but how often do you hear of a swimmer returning saying, Damn dolphin killed me?
  8. Hi John Could you post a link to a page which explains how to do this, please? Many thanks!
  9. An early page of mine might be interesting. http://www.onemetre.net/Design/Bulbcant/BulbCant.htm
  10. The RG65 Class – from an IRSA perspective In Q&A form V1.1 To be posted on the IRSA Web site shortly Q Can the RG65 class have a world championship? Not as it exists at present. Some time back WS delegated responsibility for the international administration of radio sailing to IRSA and it is through this affiliation that IRSA is able to grant the right to run WORLD championships in the rc international classes. WS protects the right to call a sailing event a world championship – claiming an event is one when it is not sanctioned by WS or IRSA is a breach of the WS rules and can result in competitors being excluded from legitimate sailing events. IRSA is the international class association for the Marblehead, Ten Rater and A Classes. The International One Metre has its own independent international class association, IOMICA, that is responsible for the administration of the IOM class and which is affiliated to IRSA. All these international classes hold world championships from time to time and the events are run under the guidance of IRSA’s & IOMICA’s regulations using the well known Appendix E of the Racing Rules of Sailing (RRS). In order that the RG65 class may hold any event titled ‘world championship’ it has to have international class status given by IRSA. Q Why is IRSA interested in the RG65 class? IRSA’s constitutional object is to develop the sport of RC sailing throughout the world, and to support any class that is popular internationally. The class appeals to a large number of builders because they can exploit exotic construction methods without the problems associated with larger scale building projects. Construction can be as convenient as on a kitchen table. Sail making can be accomplished in a relatively small space. The class is a ‘development’ or ‘open’ class so builders have freedom to improve performance that is deliberately blocked in ‘one design’ or ‘closed’ classes. The boat with all its rigs will comfortably fit into a well designed pack not much bigger than a box used to transport an IOM hull. The prospect of travelling by public transport, as well as by plane without having to pay for excess baggage, is a realistic one. The restriction on the number of rigs serves to restrict cost and complexity, and the boats can be sailed in a space as small as an Olympic swimming pool. A well set up RG65 performs remarkably well, so it is easy to see why the class is popular. Given the opportunity to hold world championships the class would inevitably attract greater number of participants and the level of competition in the class would increase enormously. It is essential that robust class rules are in place before that happens so that continued participation in the class does not become prohibitively expensive. Q What is required for the RG65 class to become recognised by IRSA? To gain international class status some straightforward, but important, standards have to be achieved. • The class has to have a certain number of boats across a certain number of continents and countries. • The class rules have to be written to a common standard, the WS Standard Class Rules (SCR) format. Whereas the numerical requirements are met, it is clear the requirement for WS SCR format class rules is not. Q Why is SCR format required for the class rules? Class rules written using the WS SCR format ensure that as far as possible the language used in class rules and the measurement methods employed are harmonised across the classes. Designers, builders, sail makers and measurers can then be confident of having a common understanding of class rules. Commonly used words like ‘boat’, ‘hull’, ‘hull appendage’ and a vast number of other similar boat part names are all very precisely defined in the Equipment Rules of Sailing (ERS) which is a stand-alone document available as a download from the WS website. Q What else in the existing class rules might need to be changed? An issue that would prevent the RG65 achieving international status is the tradition that the boats are measured by the owners with no independent checking. A complicating factor here is a lack of a prescribed system for measuring sail area. Another tradition in the class, that of being able to replace the fin/ballast unit after each day’s racing, is not permitted either by the class rules or the Racing Rules of Sailing. The current lack of restriction on the material used for the ballast means that tungsten (also known as Wolfram) and other exotic high density materials are permitted. The unwelcome cost implications of this in the long term are clear. The concept of having only three rigs in the class is a sound principle that works well in the IOM class. Whereas the IOM class has several safeguards to keep cost down (no exotic materials in the hull, minimum hull weight, wood or aluminium spars only, one design sails) there are no such restrictions in the RG65 class and construction costs are higher than they would be otherwise. It is probably too late to introduce some of these concepts into the RG65 class – as “the horse has already bolted”. But there are some things that can easily be achieved that will help keep the class popular in the long term and restrict escalation of costs. Q What would IRSA RG65 class rules look like? Briefly: • The class rules would be written in the WS SCR format using terms defined in the ERS. • The sail measurement system would be specified. • Ballast materials denser than lead would be prohibited. • A draught limit would be introduced. • Sail marks rules would be rationalised with those in Appendix E of the RRS. • The rules for racing will be specified as the RRS. • Changing the fin/ballast unit after each day’s racing could either be facilitated by the class rules or, alternatively, prohibited. • Measurement and certification of boats would be by independent official measurers. • Each national association would keep a register of officially certified boats. Q Why does there have to be a draught limit? The draught limit is to ensure all boats at an event can be guaranteed to be able to sail. From an IRSA point of view it is imperative that the Race Committee of an IRSA event does not find itself embarrassed because some competitors with class rule compliant boats cannot compete. Q How will revised RG65 class rules be created? Under the guidance of Gerd Mentges, a sub-committee of the IRSA TC has already produced a first draft of an international standardised version of the RG65 class rules. It incorporates much of what has been learned over the last two decades from the Marblehead and Ten Rater Class rules. It deals with the above points and the TC will spend some time checking and refining its content. Q Could the RG65 owners create their own international class rules? Perhaps, but it may take longer to arrive at a result that is satisfactory to IRSA. Q How would revised RG65 class rules be adopted? When it is felt the revised class rules are of sufficient quality the intention is to post them on the IRSA website. While IRSA cannot impose such rules on anybody, it is hoped the RG65 community will find they like what they see and, if they want to progress to holding the first world championship for the class, there will be a clear pathway to do so. Q What is the pathway to a first world championship for the RG65 class? That pathway would be: • Use the revised class rules. • Achieve sufficient registered boats in sufficient countries and continents. • Apply to IRSA for International Status. • Apply to hold a world championship. Q Could the RG65 class run its own affairs? IRSA would like to see the RG65 class form a class committee within the IRSA structure. Although currently organised on a regional structure of representation, IRSA is in the process of re-structuring into a class based organisation. When the RG65 class committee becomes self-sufficient, IRSA policy is that it should split off to become an independent ICA in the same way as IOMICA.
  11. "the triangle it forms with the windward mark is the Course Side" I think not for E3.5 or RRS 29.1. In the "bad start 1" diagram, green is on the course side of the starting line. Outside the triangle, but on the course side. "Course side" is not a defined term in the RRS. So it has its "ordinary" meaning. It may be worth quoting the I, Z, or black flag rules. 30.1 I Flag Rule [...] any part [...] is on the course side of the starting line or one of its extensions during the last minute before her starting signal 30.2 Z Flag Rule [...] no part [...] shall be in the triangle [...] during the last minute before her starting signal 30.3 Black Flag Rule [...] no part [...] shall be in the triangle [...] during the last minute before her starting signal Rule 30.1 uses the same words as 29.1, making the penalty region clearer by mentioning extending the starting line, and bans dipping the line. Rules 30.2 and 30.3 introduce a new idea for a penalty. They talk about a triangle *in the period leading up to the start*. The start itself is the same for 30.2 and 30.3 as it is for 30.1, and it is 29.1/E3.5 which tells us about recalling (giving information to) a boat that (it) is on the course side. The point of the triangle is to define a region where a penalty can be applied if a boat is found to be in that region during some specified period. The triangle region does not define what is "course side", and I do not think it is intended to define "course side".
  12. Might be worth quoting the rule (smile)... RRS E3.5 Individual Recall Rule 29.1 is changed to: When at a boat’s starting signal any part of the boat is on the course side of the starting line [...] A purist might wish it said, "on the course side of the starting line *or its extensions*", but I think its meaning is reasonably clear as it is.
  13. A couple of points might be worth making. RRS A5 tells us that only the protest committee may take (other) scoring actions that worsen a boat’s score. So no, the RO does not have the power to DSQ anyone. Following an incident on the water, a protest from a boat, the Race Committee, or the Protest Committee *may* be made; a protest is not mandatory (RRS 60.1, 60.2, and 60.3). Where the Race Committee is aware of an unresolved incident, it is considered good practice in radio sailing in the UK for the RC to protest the boats involved for a (gross) breach of the rules (MYA Race Management Guide). (When acting as an RO, I would consider boat on boat contact to be a gross breach of the rules, but not all ROs are of the same opinion.) It is then for the Protest Committee to hear the protest. Note that, although the time limit for protesting might have expired, the Protest Committee can extend the time limit for good reason (RRS 61.3). (Where the RO is aware of an unresolved incident, and then learns that one of the boats involved has retired, it is my opinion that the RO may conclude the incident is now resolved. Not all ROs are of the same opinion.)
  14. Alternatively, do not hail "I am out of control". Instead, use some other words, such as "I cannot steer" or "I have no way", or "I seem to be hooked up on some weed"... Hailing "I am out of control" invokes E2.3.
  15. Graham was asking about IRSA activities following the GA. News is given in a couple of places, particularly "http://www.radiosailing.org/main/administration/committee-reports/committee-reports.htm" http://www.radiosailing.org/main/administration/committee-reports/committee-reports.htm and "http://www.radiosailing.org/main/administration/committee-reports/committee-reports.htm" http://www.radiosailing.org/main/administration/committee-reports/committee-reports.htm We'll be calling soon for nominations to co-opt a Secretary, Racing Chairman, Publicity Officer, and Treasurer, and we'll shortly be publishing the agenda and papers for our forthcoming Executive Committee formal meeting following the GA. Lester Gilbert Chairman, IRSA Executive Committee http://www.radiosailing.org
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