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Proposal from
Andy Phillips
Proposal title
Fuel Weighing
Existing text
A3
3.2.3 FUEL MEASUREMENT
Fuel will be measured by weight or volume but will be consistent for any given refuelling session. Refuelling will be in the order and in accordance with the instructions given at briefing. Failure of the aircraft to be present on time may result in penalty for the pilot.
Competitors must be able to demonstrate that their entire fuel system is empty
New text
A3
3.2.3 FUEL MEASUREMENT IN TASKS WITH A STANDARD FUEL QUANTITY
Fuel will be measured by weight or volume but will be consistent for any given refuelling session. Refuelling will be in the order and in accordance with the instructions given at briefing. Failure of the aircraft to be present on time may result in penalty for the pilot.
Competitors must be able to demonstrate that their entire fuel system is empty.
Additional paragraph
A3
3.2.4 FUEL MEASUREMENT IN TASKS BASED ON WEIGHT OF FUEL USED IN FLIGHT
This is an alternative method of flying and scoring fuel economy tasks in the PF1 class by:
- weighing pilot and machine (not the wing) before and after the flight to measure the amount of fuel used in the task.
- allowing pilots to carry as much fuel as they want, to ensure full task participation.
For the purpose of scoring: One litre of fuel = 0.74kg = 740 grams
3.2.4.1 Weighing of pilot and machine before launch.
The weighing scale(s) must be capable of an accuracy of +/-20g, and must be located next to the launch deck.
The pilot should only get weighed when he/she is intending to launch.
The combined pilot + paramotor + all supplementary items is weighed, with the exception of the wing.
The wing must be detached from the paramotor unit, and can be already prepared in the launch deck. Wing bags, if used, must either be carried by pilots when weighed or not be taken on the flight.
The pilot should carry the paramotor on his/her back, as well as all equipment and accessories when stepping up onto the scale.
If the pilot is moving too much on the scale, the readout will fluctuate and the highest value will be recorded.
The pilot should then proceed to his/her wing with a view to launch as soon as possible.
Marshals should ensure that pilots spend as little time as possible between the weighing and the launching, and may demand for a pilot to be re-weighed if necessary. Any pilot (or equipment) leaving the deck must re-weighed before re-entering.
Marshals should ensure that pilots are not "ballasting" themselves by grabbing soil or stones as they get ready to launch.
Food and drink weigh the same whether in the pilot's pockets or consumed.
3.2.4.2 Weighing of pilot and machine after landing.
As soon as a pilot lands back on the deck, a Marshal will direct him/her to the scale, to be weighed immediately. The wing is detached and as before, the combined pilot + paramotor + all supplementary items is weighed, with the exception of the wing.
Once more, marshals should be vigilant with pilots not "ballasting" themselves with stones etc.
If the pilot is moving too much on the scale, the readout will fluctuate and this time, the lowest value will be recorded.
If the pilot appears to be abnormally wet, then the marshal may ask for the flying suit and boots to be weighed separately as well for investigation and possible later adjustment.
Note for S10 Editor: Existing 3.2.4 must be renumbered as 3.2.5 if this proposal is accepted.
Reason
When this proposal was last brought to CIMA, Richard Meredith-Hardy expressed a view that this system should be tested first at national level competition. Since then it has been used in the Belgian Open 2009 and 2011, France in 2010 and 2011, and in 8 UK competitions since 2006. The UK now considers these examples to have adequately demonstrated its value.
The proposal still does not mandate the competition director to use the system, but offers him the choice, which he may wish to take for the following reasons:
Current problems:
- Emptying machines of all fuel is a tedious exercise that often wastes precious flying time.
- An economy task cannot be set at short notice.
- There is inconsistency in the way pilots are supervising each other's fuelling and to get away with keeping some fuel in pipes (or priming bulb) is not really seen as cheating.
- Pilots have to modify their machines with complicated fuel systems and header tanks.
- Pilots with thirsty engines not only score badly but are also denied full task participation.
- Running out of fuel and landing out is a problem with retrieve.
The new proposal addresses all of the problems given above plus it allows an optional "Fuel in proportion to bodyweight" system which has now been permanently adopted by UK competitions committee.
It was tested very successfully in the 2006 UK National Championships and was popular with Pilots and Organisers alike.
Since 2006 this system has been used in the UK championships every year and in the UK league. It has now been permanently adopted by the UK competition committee as their preferred method of fuel usage measurement.
No pilots in any of these competitions have landed out due to fuel shortage in economy tasks and the associated retrieve problems are therefore eliminated.
Economy tasks have been set at short notice and have been "bolted on" to other tasks with little disruption to the launch deck or window enabling task directors improved flexibility in task setting and task type proportioning to validate competitions.