[color=Red][b]水上芭蕾 (大陸稱花樣游泳)[/b][/color]
比賽在不得小於12×12公尺，深3公尺的游泳池中進行。分規定動作和自選動作，自選動作需配有音樂伴奏。每個動作都定有難度係數。動作可在陸上開始，但必須在水中結束。每個動作最高評分10分，以得分總和計成績。
[color=Blue][b]基本姿勢[/b][/color]
國際游泳總會公佈的水上芭蕾競賽規則中共規定了15種基本姿勢，它們是：仰浮、俯浮、側浮、屈膝、單芭蕾腿、雙芭蕾腿、火鶴、垂直、鶴立、魚尾、團身、前屈體、後屈體、劈叉和騎士。
[color=Blue][b]基本運動[/b][/color]
與各種基本姿勢連接構成一個完整的花樣動作。包括轉體、旋轉、海豚式、芭蕾舉腿、放下芭蕾腿、 "卡塔裏納" 轉動、反"卡塔裏納"轉動、上拱成仰浮、越步共9種基本動作。
[color=Blue][b]花樣動作 [/b][/color]
規定動作的組成部分，原有110個花樣動作，國際規則修改後增加為185個動作。共分四類。
[color=Red][b]芭蕾腿類[/b][/color]
共有56個動作。各種動作均呈以芭蕾腿姿勢開始。以 "1" 為排頭數字組成代號。難度係數最低1.5，最高2.3。
[color=Red][b]海豚類[/b][/color]
共有36個動作。各種動作均呈頭向 (腳向) 海豚姿勢開始。以 "2" 為排頭數字組成代號。難度係數最低1.5，最高2.4。
[color=Red][b]梭魚類[/b][/color]
共有68個動作。各種動作均以屈體團身姿勢開始，以 "3" 為排頭數字組成代號。難度係數最低 1.1 ，最高 2.3 。
[color=Red][b]鶴立類[/b][/color]
共有25個動作。各種動作均以仰臥或俯臥姿勢開始，以 "4" 為排頭數字組成代號。難度係數最低1.5，最高2.3。
在足球比賽中﹐為了戰勝對方而採用的個人和集體配合的組織方法和組織形式。在現代足球比賽中﹐一般從進攻和防守兩方面來研究制定一次比賽或一場比賽的戰略戰術部署。
進攻戰術
主要目的是積極創造射門機會﹐爭取破門得分。為此﹐應遵循以下一些主要戰術原則﹕快速推進﹐抓住對方防守陣腳未穩之時﹐疾馳進攻﹔利用各種手段破壞對方的攻守平衡﹐爭取以多打少﹔拉開防區﹐擴大攻擊面﹔掌握快慢節奏﹐奪取進攻的主動權﹔不斷換拉﹐改變傳球方向﹐製造空隙﹐創造射門機會﹔傳(射)後及時跟上再進攻﹐保持進攻的連續性等。
防守戰術
主要目的是保護球門不被攻破和轉守為攻﹔要積極封堵罰球區附近的射門點﹐不給對方空隙和射門機會﹐同時努力拼搶﹐把球奪回來。為此﹐應遵循以下一些主要戰術原則﹕積極防禦﹐以多防少﹔保持斜線防守﹐嚴格保護﹑補位﹔對持球人和離球近的人要緊逼盯死﹐對離球遠的人則要鬆動﹐做到防裡線﹐讓外線﹐防身後﹐讓身前﹔由攻轉守時﹐離球近的人要積極封堵對手的第 1傳﹐延緩推進速度﹐其餘的人迅速回防﹐形成縱深防守線等。
進攻與防守之間既相互對立﹐又緊密相連。所以﹐一般探討戰術陣型和戰術的方法與手段﹐都是把攻守聯繫起來進行研究。
足球戰術
戰術陣型：具有各種特點的運動員在攻守戰術中的排列形式稱為戰術陣型。在陣型中要表明各個位置的運動員的攻守區域﹔確定每人的攻守職責﹔明確每人在比賽進行中個人﹑局部與全隊之間的關係。
「9鋒1衛」式（9名前鋒進攻﹐1名後衛防守）
是19世紀中期英國人創造的最初階段的戰術陣型。以後由於越位規則的產生(當時規定的「越位」﹐是指進攻隊從後面向位於對方場區的本方無球隊員傳球的剎那間﹐這個隊員與對方端線之間的場地內﹐防守隊員少於 3人)和技術水平的提高﹐開始增加後衛人員。於是出現了第2 個比賽陣型﹐即1870年英國人的「7鋒3衛」式。同年﹐蘇格蘭人又創造了「6鋒4衛」式。並逐漸有了位置分工﹑專門職責。(圖見足球戰術)
「W.M」式
1925年越位規則將防守隊員少於3人改為少於2人﹐使場上進攻力量強於防守力量﹐1930年﹐英國人H.查普曼創造了分工明確﹑攻守力量平衡的「W.M”式陣型﹐使前鋒﹑前衛﹑後衛之間保持著距離相等而聯繫緊密的三角配合。尤其是 3名後衛既有明確的防守區域﹐又有主要的看守對象。這個陣型曾風行於世﹐直到50年代。(圖見足球戰術)
「4前鋒」式
這是 50年代初﹐匈牙利足球隊在「W.M」陣型的基礎上﹐為了突破3後衛的防線﹐進攻時使中鋒後撤﹑2內鋒突到前面﹐而形成了4個前鋒﹐稱為「4前鋒」式。
「4-2-4」式
50年代後期﹐巴西足球隊吸取「4前鋒」式的優點﹐把中鋒拉回來擔任前衛﹐而把1個前衛拉回到後衛線上擔任中衛﹐形成了「 4-2-4」式(圖見足球戰術)﹐這個新陣型比「W.M」式和「 4前鋒」式的層次減少了﹐加快了推進速度﹐對運動員的要求更高了。在「4-2-4」式中﹐2個前衛難以控制中場﹐承擔既攻又守的雙重職責。為了加強中場力量﹐撤回1個內鋒到中場擔任前衛﹐而形成了「4-3-3」式(圖見足球戰術)﹐有時為了加強防守﹐從3個前鋒中撤回1個擔任前衛﹐於是形成了「4-4-2」式。這是進入60年代以後出現的陣型。
「1-3-3-3」式
這種70年代開始流行的陣型﹐是從「4-3-3」式中拉回 1個中衛成為「自由人」﹐3個後衛盯住 3個前鋒﹐「自由人」在後面保護﹑補位﹐也可以伺機插上﹐參加進攻。「自由人」是全隊防守的核心人物和場上作戰的指揮者﹐應具備全面比賽的能力。
「總體」式
即一般所說全攻全守型的打法。這是1974年第10屆世界盃足球賽以後才興起的。隊員沒有固定位置分工﹐全體參加進攻和防守。活動範圍擴大後﹐對隊員的身體﹑技術和戰術配合等的要求更高了。
攻守戰術的方法和手段
分為全隊攻守戰術﹑局部攻守戰術﹑個人攻守戰術。
全隊攻守戰術
1. 快速反擊戰術﹕
是近幾年最盛行的一種進攻戰術。當全隊快速收縮半場防守或當甲方壓著乙方打時﹐乙方搶斷球後﹐通過簡捷的中﹑長傳遞﹐或2～3人的快速短傳配合以及個人帶球突破等手段﹐迅速推到前場﹐威脅甲方球門。這種戰術威脅大﹑效果好。發動快速反擊的主要時機是在守門員接到球後﹑後場定位球後或搶斷球後﹐而以搶斷球後的發動﹐效果最好。防守快速反擊戰術的辦法﹐主要是離球最近的隊員﹐阻礙或破壞對方快攻的第 1傳﹐其他隊員快速回防到位﹐當形成1對1的局面時﹐要以堵截﹑且退且戰來延緩對方進攻時間﹐爭取同伴回防。
2. 逐步進攻戰術﹕
是指雙方實力相當﹑互有攻守﹐而採用的進攻戰術。在進攻結束階段時﹐經常採用2人或3人的傳切配合﹑2過1﹑個人突破﹑邊線傳中﹑外圍沖吊等進攻手段。防守逐步進攻戰術的辦法﹐主要是遵循一般防守原則﹐根據「敵我」雙方特點﹐採用不同的防守方案。但目前多數隊採用盯人結合區域的綜合防守方法。
3. 攻破密集防守戰術﹕
是在防守隊採用固守門前﹐待機反擊的密集防守形式時﹐進攻隊經常採用的手段﹐包括抓住時機快攻快打﹐拉開防區﹐從兩側展開進攻﹔左右轉移﹐製造空檔﹔遠射﹔利用高大前鋒佔據空中優勢等。
局部攻守戰術
1. 局部進攻戰術﹕
主要是 2～3人的進攻配合。當出現以多打少或攻守人數相等的局面時﹐應快速突然的拉空插空﹐抓住防守中的破綻﹐果斷攻擊。當出現以少攻多時﹐如果快攻不成﹐則應在護住球的前提下﹐伺機進攻。
2. 局部防守戰術﹕
以少防多時﹐應以延緩對方的進攻速度為原則﹐切忌盲目搶斷。攻防人數相等時﹐應以盯人為主﹐並注意互相保護﹑補位。隨著防守能力的提高﹐攻擊性的防守日益增多﹐如主動斷﹑鏟﹑夾擊﹑圍搶等。此時離球近的人全力拼搶﹐其他人夾擊圍堵﹐伺機搶截。
3. 特殊攻守戰術﹕
主要是指運用越位規則所組織的攻防戰術。在比賽中﹐當進攻隊採用長傳大吊向中路衝擊時﹐防守隊常採用製造越位戰術來破壞對方的進攻。這種戰術若多次生效﹐不僅能解除進攻威脅﹐而且還能挫傷對方的士氣。進攻者則常採用不向越位隊員方向傳球﹐轉移傳球方向﹔後面隊員審時度勢地插上﹔持球隊員自己帶球直搗球門等手段來瓦解對方所製造的越位戰術。
4. 定位球攻守戰術﹕
指發球門球﹑中圈開球﹑擲界外球﹑判罰門前任意球和角球時的攻守戰術。主要是發角球和門前任意球的攻守戰術。發角球進攻的辦法﹐一是直接將球發到門前﹐利用高大或頭球好的隊員﹐直接攻門﹐或利用頭球擺渡給同伴﹐創造射門機會﹔二是通過配合﹐再把球傳向門前﹐攻擊球門﹔防守角球﹐以盯人防守為主﹐尤其是對頭球好的隊員﹐要有專人看守。門前任意球分直接和間接兩種。直接任意球可以直接射門得分﹐防守時常採用「築人牆」的方法﹐同隊其他人要盯住對方參與進攻的隊員。間接任意球不能直接射門得分﹐防守時一般採用盯人方法。
個人攻守戰術
分為有球和無球兩種。跑位和盯人都屬於無球的個人戰術。跑位是不帶球的進攻隊員跑到一定的位置﹐為本人或同伴創造得球的機會。跑位時必須快速﹑突然﹑合理﹔盯人是看住對手﹐不讓對手得到球。在盯守無球隊員時﹐靠近球者要緊盯不放﹐遠者則鬆動些﹐要站在對手與球之間便於搶斷球的位置上﹐做到人球兼顧﹐有球的個人戰術是指傳球﹑射門﹑接球﹑運球和搶球時的戰術動作與行動。要求是快速﹑果斷﹑合理﹑準確。在運用個人攻守戰術時﹐守門員﹑中後衛﹑邊後衛﹑前衛﹑中鋒和邊鋒等都各有不同的位置打法。這些打法要根據個人特點和對手情況﹐靈活運用。
**** 作者被禁止或刪除 內容自動屏蔽 ****
[quote]Originally posted by [i]shaqkobe[/i] at 2005-11-28 16:51:
有野又唔記得左………
季後賽
咁假設... [/quote]
If, If there would be in your case
Lakers should get the home court adv!
BUT, I don't think that's possible....
How can 3 teams have 60+ results in WEST?
i.e from 3rd seeds to last.. the record should be really BAD..
or that's no team in EAST should get 55+ win
[quote]Originally posted by [i]brightlee[/i] at 2005-12-21 20:47:
If, If there would be in your c... [/quote]
明白晒。。。。D數字上既野求其作既者。。:P
推一推先。
[size=5][color=Red][b]你喜歡看網球轉播嗎？是否有時候會對裁判的判決感到疑惑，甚至對計分的方法也是一頭霧水呢？看完以下的「網球規則半小時速成」之後，相信各種疑難雜症必能迎刃而解 。[/b][/color][/size]
[size=4][color=green][b]發球失誤[/b][/color][/size]
★
發球的位置雖底線後方，卻沒有在中央標誌與邊線的延長線之間發球。
★
發球的過程中，腳踩線或越線。
★
發球中走動改變位置。假使腳動，實際上並沒有變動最初的位置不算失誤。
★
拋球擊球，沒打到。（揮拍落空）
★
發出的球碰到裁判或裁判台。
★
雙打時，發球觸到己方隊友。
[size=4][color=Green][b]重新發球[/b][/color][/size]
★
球觸網或吊帶之後，進入對方球場。若球觸及網架時則為失誤。
★
球觸網或吊帶，在落地之前觸及接球者的身體或球拍時。
★
雖已拋球，卻沒揮拍時。
★
接球者尚未準備妥當，而且已經表示「尚未準備好」時。
[size=4][color=Green][b]比賽中的失分[/b][/color][/size]
★
連續兩次發球失誤時。
★
用球拍打或碰球一次以上時。
★
球尚未越過球網，即刻擊回時。
★
比賽時身體或球拍觸網或網架時。例如雙打時，隊友或自己揮掉球拍觸網。
★
投球拍打球時。
[size=4][color=Green][b]突破平手計分式[/b][/color][/size]
網球比賽時，比數為5-5時延長比賽，預防延長賽之持繼不絕，遂使用突破平手計分方式。當其中一人在5-5之後連勝兩局，則取得這一盤，若各勝一局，使比數形成6-6，則第七局進行如下：
單打：
★
先取7分為勝者。當比數為6-6時，繼續比賽到有2分的差距。其間的比數以數字表示 得分8-9或10-11 。
★
發球順序，選手A為第1分發球者，從右側發球。
★
接下來由選手B發球，先從左側發球，接著從右側發球，作2分的發球（第2分與第3分 ）。
★
第4分的發球又輪到選手A，先從左側，再從右側，作2分的發球。
★
第6分的發球再輪到選手B，若球發完畢（二者比數相加為6）就換場。
★
換場之後，選手B作第2分的發球，（換場後的第1個發球），以後則在左、右兩側輪 流作2分的發球。
★
tie break結束。該局的比數就是7--6，換場再戰。
[size=4][color=Orange][b]雙打：[/b][/color][/size]
雙打時，
適用單打的方法。發球之順序是選手作第1分發球時要在右側，然後對方的發球者在左側和右側2分的發球。接下來由作第1分發球隊伍的另一選手作發球者，由左、右側作2分的發球。接下來在這局或盤結束之前，四位選手依單打的方法輪流，各作2分的發球，當然第6分結束時要換場
[size=4][color=Blue][b]網球比賽的基本規則[/b][/color][/size]
在網球單打比賽開始時，發球員先從右半場端線後發球，之後雙方隔網來回對擊，直到有一方有失誤出現時，就算對方得一分。每得或失一分時，發球員必須變換發球位置。在比賽進行中，在球未落地或落地一次後都可接擊。
[size=4][color=Blue][b]網球得分的計算方式[/b][/color][/size]
一般網球比賽以先得4分的一方就是勝一局。
如果一局中先出現各得3分時稱為「平分」，必須再淨勝2分才能算勝一局。勝六局則算勝一盤。
如果雙方各勝五局，同樣必須再淨勝2局才能算勝一盤。可採五盤三勝或三盤兩勝制。
如果比賽局數是六平或八平時，則用12分7勝的決勝制。
硬式網球無論單、雙打或混雙都採一盤六局制先勝六者為領先一盤，比賽可採一、三、五盤決勝，而一盤中如為五局平要連勝二局，打到六局平時要打搶七分制(Tie Break)。
軟式網球單打採七局四勝制，雙打採九局五勝制。
如為3局或4局平時則要速勝兩局。每局均以四分計算三分平手時要連贏二分。
硬式網球中裁判每局計分為15、30、40、0等，例如：15比30。
軟式網球中裁判每局計分為1、2、3、0等，例如：0比2。
[size=4][color=Blue][b]網球場上的禁忌[/b][/color][/size]
在球落地第二次不可接擊，否則為對方得分。
[size=5][color=Red][b]F1 06改例[/b][/color][/size]
From the 2005 Formula One Technical Regulations:
ARTICLE 5: ENGINE
5.1 Engine specification:
5.1.1 Only 4-stroke engines with reciprocating pistons are permitted.
5.1.2 Subject only to Article 5.2, engine capacity must not exceed 2400 cc.
5.1.3 Supercharging is forbidden.
5.1.4 All engines must have 8 cylinders arranged in a 90º “V” configuration and the normal section of each cylinder must be circular.
5.1.5 Engines must have two inlet and two exhaust valves per cylinder.
Only reciprocating poppet valves are permitted.
The sealing interface between the moving valve component and the stationary engine component must be circular.
5.2 Alternative engines:
For 2006 and 2007 only, the FIA reserves the right to allow any team to use an engine complying with the 2005 engine regulations, provided its maximum crankshaft rotational speed does not exceed a limit fixed from time to time by the FIA so as to ensure that such an engine will only be used by a team which does not have access to a competitive 2.4 litre V8 engine.
5.3 Other means of propulsion:
5.3.1 Subject only to Article 5.2, the use of any device, other than the 2.4 litre, four stroke engine described in 5.1 above, to power the car, is not permitted.
5.3.2 The total amount of recoverable energy stored on the car must not exceed 300kJ, any which may be recovered at a rate greater than 2kW must not exceed 20kJ.
5.4 Engine dimensions:
5.4.1 Cylinder bore diameter may not exceed 98mm.
5.4.2 Cylinder spacing must be fixed at 106.5mm (+/- 0.2mm).
5.4.3 The crankshaft centreline must not be less than 58mm above the reference plane.
5.5 Weight and centre of gravity:
5.5.1 The overall weight of the engine must be a minimum of 95kg.
5.5.2 The centre of gravity of the engine may not lie less than 165mm above the reference plane.
5.5.3 The longitudinal and lateral position of the centre of gravity of the engine must fall within a region that is the geometric centre of the engine, +/- 50mm.
5.5.4 When establishing conformity with Article 5.5, the engine will include the intake system up to and including the air filter, fuel rail and injectors, ignition coils, engine mounted sensors and wiring, alternator, coolant pumps and oil pumps.
5.5.5 When establishing conformity with Article 5.5, the engine will not include liquids, exhaust manifolds, heat shields, oil tanks, water system accumulators, heat exchangers, hydraulic system (e.g. pumps, accumulators, manifolds, servo-valves, solenoids, actuators) except servo-valve and actuator for engine throttle control, fuel pumps nor any component not mounted on the engine when fitted to the car.
5.6 Variable geometry systems:
5.6.1 Variable geometry inlet systems are not permitted.
5.6.2 Variable geometry exhaust systems are not permitted.
5.6.3 Variable valve timing and variable valve lift systems are not permitted.
5.7 Fuel systems
5.7.1 The pressure of the fuel supplied to the injectors may not exceed 100 bar. Sensors must be fitted which directly measure the pressure of the fuel supplied to the injectors, these signals must be supplied to the FIA data logger.
5.7.2 Only one fuel injector per cylinder is permitted which must inject directly into the side or the top of the inlet port.
5.8 Electrical systems:
5.8.1 Ignition is only permitted by means of a single ignition coil and single spark plug per cylinder. The use of plasma, laser or other high frequency ignition techniques is forbidden.
5.8.2 Only conventional spark plugs that function by high tension electrical discharge across an exposed gap are permitted.
Spark plugs are not subject to the materials restrictions described in Articles 5.13 and 5.14.
5.8.3 The primary regulated voltage on the car must not exceed 17.0V DC. This voltage is defined as the stabilised output from the on-car charging system.
5.9 Engine actuators:
With the following exceptions hydraulic, pneumatic or electronic actuation is forbidden:
a) Electronic solenoids uniquely for the control of engine fluids;
B) Components providing controlled pressure air for a pneumatic valve system;
c) A single actuator to operate the throttle system of the engine.
5.10 Engine auxiliaries:
With the exception of electrical fuel pumps engine auxiliaries must be mechanically driven directly from the engine with a fixed speed ratio to the crankshaft.
5.11 Engine intake air:
5.11.1 Other than injection of fuel for the normal purpose of combustion in the engine, any device, system, procedure, construction or design the purpose or effect of which is any decrease in the temperature of the engine intake air is forbidden.
5.11.2 Other than engine sump breather gases and fuel for the normal purpose of combustion in the engine, the spraying of any substance into the engine intake air is forbidden.
5.12 Materials and Construction - Definitions:
5.12.1 X Based Alloy (e.g. Ni based alloy) – X must be the most abundant element in the alloy on a %w/w basis. The minimum possible weight percent of the element X must always be greater than the maximum possible of each of the other individual elements present in the alloy.
5.12.2 X-Y Based Alloy (e.g. Al-Cu based alloy) – X must be the most abundant element as in 5.12.1 above. In addition element Y must be the second highest constituent (%w/w), after X in the alloy. The mean content of Y and all other alloying elements must be used to determine the second highest alloying element (Y).
5.12.3 Intermetallic Materials (e.g. TiAl, NiAl, FeAl, Cu3Au, NiCo) – These are materials where the material is based upon intermetallic phases, i.e. the matrix of the material consists of greater then 50%v/v intermetallic phase(s). An intermetallic phase is a solid solution between two or more metals exhibiting either partly ionic or covalent, or metallic bonding with a long range order, in a narrow range of composition around the stoichiometric proportion.
5.12.4 Composite Materials – These are materials where a matrix material is reinforced by either a continuous or discontinuous phase. The matrix can be metallic, ceramic, polymeric or glass based. The reinforcement can be present as long fibres (continuous reinforcement); or short fibres, whiskers and particles (discontinuous reinforcement).
5.12.5 Metal Matrix Composites (MMC's) – These are materials with a metallic matrix containing a phase of greater than 2%v/v which is not soluble in the liquid phase of the metallic matrix.
5.12.6 Ceramic Materials (e.g. Al2O3, SiC, B4C, Ti5Si3, SiO2, Si3N4) – These are inorganic, non metallic solids.
5.13 Materials and construction – General:
5.13.1 Unless explicitly permitted for a specific engine component, the following materials may not be used anywhere on the engine:
a) Magnesium based alloys
B) Metal Matrix Composites (MMC's)
c) Intermetallic materials
d) Alloys containing more than 5% by weight of Beryllium, Iridium or Rhenium.
5.13.2 Coatings are free provided the total coating thickness does not exceed 25% of the section thickness of the underlying base material in all axes. In all cases the relevant coating must not exceed 0.8mm.
5.14 Materials and construction – Components:
5.14.1 Pistons must be manufactured from an aluminium alloy which is either Al-Si; Al-Cu; Al-Mg or Al-Zn based.
5.14.2 Piston pins must be manufactured from an iron based alloy and must be machined from a single piece of material.
5.14.3 Connecting rods must be manufactured from iron or titanium based alloys and must be machined from a single piece of material with no welded or joined assemblies (other than a bolted big end cap or an interfered small end bush).
5.14.4 Crankshafts must be manufactured from an iron based alloy.
No welding is permitted between the front and rear main bearing journals.
No material with a density exceeding 19,000kg/m3 may be assembled to the crankshaft.
5.14.5 Camshafts must be manufactured from an iron based alloy.
Each camshaft and lobes must be machined from a single piece of material.
No welding is allowed between the front and rear bearing journals.
5.14.6 Valves must be manufactured from alloys based on Iron, Nickel, Cobalt or Titanium.
Hollow structures cooled by sodium, lithium or similar are permitted.
5.14.7 Reciprocating and rotating components:
a) Reciprocating and rotating components must not be manufactured from graphitic matrix, metal matrix composites or ceramic materials. This restriction does not apply to the clutch and any seals;
B) Rolling elements of rolling element bearings must be manufactured from an iron based alloy;
c) Timing gears between the crankshaft and camshafts (including hubs) must be manufactured from an iron based alloy.
5.14.8 Static components:
a) Engine crankcases and cylinder heads must be manufactured from cast or wrought aluminium alloys.
No composite materials or metal matrix composites are permitted either for the whole component or locally.
B) Any metallic structure whose primary or secondary function is to retain lubricant or coolant within the engine must be manufactured from an iron based alloy or an aluminium alloy of the Al-Si, Al-Cu, Al-Zn or Al-Mg alloying systems.
c) All threaded fasteners must be manufactured from an alloy based on Cobalt, Iron or Nickel.
Composite materials are not permitted.
d) Valve seat inserts, valve guides and any other bearing component may be manufactured from metallic infiltrated pre-forms with other phases which are not used for reinforcement.
5.15 Starting the engine:
A supplementary device temporarily connected to the car may be used to start the engine both on the grid and in the pits.
5.16 Stall prevention systems:
If a car is equipped with a stall prevention system, and in order to avoid the possibility of a car involved in an accident being left with the engine running, all such systems must be configured to stop the engine no more than ten seconds after activation.
FIA Rules & Regulations Sporting Regulations
2006 season changes
Rules & Regulations - 2004 season changes Rules & Regulations - 2004 season changes
A number of changes to both the Sporting and Technical Regulations have been made by the FIA for the 2006 Formula One season.
Qualifying
For 2006, the single-lap system used in recent years is replaced be a new three-part, knockout format, with multiple cars on track throughout the qualifying hour, which is split into two 15-minute sessions and a final 20-minute session, with five-minute breaks in between.
Part one: All 20 cars may run laps at any time during the first 15 minutes of the hour. At the end of the first 15 minutes, the five slowest cars drop out and fill the final five grid places.
Part two: After a five-minute break, the times will be reset and the 15 remaining cars then will then run in a second 15-minute session - again they may complete as many laps as they want at any time during that period. At the end of the 15 minutes, the five slowest cars drop out and fill places 11 to 15 on the grid.
Part three: After another five-minute break, the times are reset and the final 20-minute session will feature a shootout between the remaining 10 cars to decide pole position and the starting order for the top 10 grid places. Again, these cars may run as many laps as they wish.
In the first two 15-minute sessions, cars may run any fuel load and drivers knocked out after those sessions may refuel ahead of the race. However, the top-ten drivers must begin the final 20-minute session with the fuel load on which they plan to start the race. They will be weighed before they leave the pits, and whatever fuel they use in the 20 minutes may be replaced at the end of the session.
If a driver is deemed to have stopped unnecessarily on the circuit or impeded another driver during the qualifying session, then his times will be cancelled.
Engines
For 2006, engines are reduced in size from the previous 3-litre V10s to 2.4-litre V8s. The aim is to reduce costs and improve safety. With similar engine speeds, the change is expected to cut peak power by around 200bhp, which in turn is likely to add around five seconds to lap times at most circuits. The FIA may allow some teams to use 2005-spec V10s if they do not have access to competitive V8. The FIA will enforce a rev limit on any V10s to ensure performance is comparable with that of a V8.
Tyres
After a season’s absence, tyre changes during races return to Formula One in 2006. The thinking behind this is that the reduced engine size will offset any performance gain. Drivers also have access to slightly more tyres than in 2005 - seven sets of dry-weather, four sets of wet-weather and three sets of extreme-weather. Drivers must make a final choice of dry-weather compound ahead of qualifying.
Weekend schedule
In a slight change to the Grand Prix weekend format, Saturday morning now features a single, one-hour practice session, as opposed to two, 45-minute sessions. It takes place between 1100 and 1200. Qualifying is an hour later than before, commencing at 1400.
FIA Regulations in detail
Published with permission from the Federation Internationale de l'Automobile.
From the 2006 Formula One Sporting Regulations:
FREE PRACTICE
114) Free practice sessions will take place:
a) The day after initial scrutineering from 11.00 to 12.00 and from 14.00 to 15.00.
B) The day before the race from 11.00 to 12.00.
QUALIFYING PRACTICE
115) The qualifying practice session will take place on the day before the race from 14.00 to 15.00.
The session will be run as follows:
a) From 14.00 to 14.15 all cars will be permitted on the track and at the end of this period the slowest five cars, taking into account only laps which were completed before the end of the period, will be prohibited from taking any further part in the session.
Lap times achieved by the fifteen remaining cars will then be deleted.
B) From 14.20 to 14.35 the fifteen remaining cars will be permitted on the track and at the end of this period the slowest five cars, taking into account only laps which were completed before the end of the period, will be prohibited from taking any further part in the session.
Lap times achieved by the ten remaining cars will then be deleted.
c) From 14.40 to 15.00 the ten remaining cars will be permitted on the track.
The above procedure is based upon a Championship entry of 20 cars. If 22 are entered six cars will be excluded after each of the periods a) and B) and, if 24 are entered, six cars will be excluded after each of the periods a) and B) leaving 12 cars eligible for period c).
116) If, in the opinion of the stewards, a driver deliberately stops on the circuit or impedes another driver in any way during the qualifying practice session his times will be cancelled.
SUPPLY OF TYRES IN THE CHAMPIONSHIP AND TYRE LIMITATION DURING THE EVENT
73) Supply of tyres:
a) Any tyre company wishing to supply tyres to Formula One Teams must notify the FIA of its intention to do so no later than 1 January preceding the year during which such tyres will be supplied.
Any tyre company wishing to cease the supply of tyres to Formula One Teams must notify the FIA of its intention to do so no later than 1 January of the year preceding that in which such tyres were to be supplied.
B) No tyre may be used in the Championship unless the company supplying such tyre accepts and adheres to the following conditions:
- one tyre supplier present in the Championship: this company must equip 100% of the entered teams on ordinary commercial terms;
- two tyre suppliers present: each of them must, if called upon to do so, be prepared to equip up to 60% of the entered teams on ordinary commercial terms;
- three or more tyre suppliers present: each of them must, if called upon to do so, be prepared to equip up to 40% of the entered teams on ordinary commercial terms;
- each tyre supplier must undertake to provide no more than two specifications of dry-weather tyre to each Team at each Event, each of which must be of one homogenous compound. Any modification or treatment, other than heating, carried out to a tyre or tyres will be considered a change of specification;
- each tyre supplier must undertake to provide no more than one specification of wet-weather tyre at each Event which must be of one homogenous compound;
- each tyre supplier must undertake to provide no more than one specification of extreme-weather tyre at each Event which must be of one homogenous compound;
- if, in the interests of maintaining current levels of circuit safety, the FIA deems it necessary to reduce tyre grip, it shall introduce such rules as the tyre suppliers may advise or, in the absence of advice which achieves the FIA's objectives, specify the maximum permissible contact areas for front and rear tyres.
74) Type of tyres:
a) All dry-weather tyres must incorporate circumferential grooves square to the wheel axis and around the entire circumference of the contact surface of each tyre.
B) Each front dry-weather tyre, when new, must incorporate 4 grooves which are:
- arranged symmetrically about the centre of the tyre tread;
- at least 14mm wide at the contact surface and which taper uniformly to a minimum of 10mm at the lower surface;
- at least 2.5mm deep across the whole lower surface;
- 50mm (+/- 1.0mm) between centres.
Furthermore, the tread width of the front tyres must not exceed 270mm.
c) Each rear dry-weather tyre, when new, must incorporate 4 grooves which are:
- arranged symmetrically about the centre of the tyre tread;
- at least 14mm wide at the contact surface and which taper uniformly to a minimum of 10mm at the lower surface;
- at least 2.5mm deep across the whole lower surface;
- 50mm (+/- 1.0mm) between centres.
The measurements referred to in B) and c) above will be taken when the tyre is fitted to a wheel and inflated to 1.4 bar.
d) A wet-weather tyre is one which has been designed for use on a wet or damp track.
All wet-weather tyres must, when new, have a contact area which does not exceed 280cm² when fitted to the front of the car and 440cm² when fitted to the rear. Contact areas will be measured over any square section of the tyre which is normal to and symmetrical about the tyre centre line and which measures 200mm x 200mm when fitted to the front of the car and 250mm x 250mm when fitted to the rear. For the purposes of establishing conformity, void areas which are less than 2.5mm in depth will be deemed to be contact areas.
Prior to use at an Event, each tyre manufacturer must provide the technical delegate with a full scale drawing of each type of wet-weather tyre intended for use.
e) An extreme-weather tyre is one which has been designed for use on a wet track.
All extreme-weather tyres must, when new, have a contact area which does not exceed 240cm² when fitted to the front of the car and 375cm² when fitted to the rear. Contact areas will be measured over any square section of the tyre which is normal to and symmetrical about the tyre centre line and which measures 200mm x 200mm when fitted to the front of the car and 250mm x 250mm when fitted to the rear. For the purposes of establishing conformity, void areas which are less than 5.0mm in depth will be deemed to be contact areas.
Prior to use at an Event, each tyre manufacturer must provide the technical delegate with a full scale drawing of each type of extreme-weather tyre intended for use.
f) Tyre specifications will be determined by the FIA no later than 1 September of the previous season. Once determined in this way, the specification of the tyres will not be changed during the Championship season without the agreement of the Formula One Commission.
75) Quantity of tyres
a) During the Event no driver may use more than seven sets of dry-weather tyres, four sets of wet-weather tyres and three sets of extreme-weather tyres. A set of tyres will be deemed to comprise two front and two rear tyres all of which must be of the same specification.
If a driver change is made during an Event the tyres allocated to the original driver must be used by the new driver. If the new driver is a third driver entered under Article 58(B), any tyres used on the first day of practice will not count towards his total number of sets.
76) Control of tyres:
a) The outer sidewall of all tyres which are to be used at an Event must be marked with a unique identification.
B) Other than in cases of force majeure (accepted as such by the stewards of the meeting), all tyres intended for use at an Event must be presented to the FIA technical delegate for allocation prior to the end of initial scrutineering.
c) At any time during an Event, and at his absolute discretion, the FIA technical delegate may select alternative dry-weather tyres to be used by any team or driver from among the relevant stock of tyres which such team's designated supplier has present at the Event.
d) A competitor wishing to replace one unused tyre by another identical unused one must present both tyres to the FIA technical delegate.
e) The use of tyres without appropriate identification may result in deletion of the relevant driver's qualifying time or exclusion from the race.
f) The only permitted type of tyre heating devices are blankets which use resistive heating elements.
77) Use of tyres
a) No driver may use more than one specification of dry-weather tyre after the start of the qualifying practice session.
B) Prior to the start of the qualifying practice session wet and extreme-weather tyres may only be used after the track has been declared wet by the race director, following which extreme, wet or dry-weather tyres may be used for the remainder of the session.
78) Wear of tyres:
The Championship will be contested on grooved tyres. The FIA reserve the right to introduce at any time a method of measuring remaining groove depth if performance appears to be enhanced by high wear or by the use of tyres which are worn so that the grooves are no longer visible.
[size=8][color=Red][b]籃球球証的手勢圖[/b][/color][/size]
[url]http://www.koulan.net/gztd/default.asp[/url]
[url]http://www.cbareferee.com/tiandi/sip...an/shoushi.htm[/url]
[size=6][color=Red][b]轉載自中國籃球裁判網[/b][/color][/size]
[url]http://www.cbareferee.com/shouyie.htm[/url]