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SSDiv6 · 03-16-2021, 12:19 PM

I have a background on one of the most regulated industries in the world; aviation.

In my career, I deal with the FAA, EASA, DCMA and many other technical oversight regulatory agencies. These regulations and requirements make NHRA regulations look insignificant. Nevertheless, the big difference is that the aviation regulations are more specific and detailed, hence, reducing the chance of moronic interpretations by both the end user and the regulator.

The problem for many years is that the NHRA regulations leave too much open for interpretation not only by the racer, but also by NHRA Tech. How many times does NHRA Tech disagree among themselves between each Division and even with the main office with Glendora? This is the reason why many have stated throughout the years that there is a "West Coast" and "East Coast" rule book. What is acceptable in one Division may not be acceptable in another, and what is acceptable in Divisions, may not be acceptable by the main office.

Like Billy Ness and Mark Yacavone have stated many times, what is accepted in carburetors is all over the place and not defined. It also applies to throttle bodies after NHRA open the door for aftermarket throttle bodies like did for carburetors.

NHRA needs to allow SRAC, racers, engine builders and the aftermarket to be more involved in defining the technical aspects of the regulations. Even the FAA has a system called Notice of Proposed Rulemaking (NPRM) in which a public notice is issued when they wish to add, remove, or change a rule or regulation as part of the rulemaking process. It allows the end user, other regulatory and technical entities and even the public to comment on the proposed rule changes and/or new rules. In NHRA's current system, they issue a new rule without consultation, to later rescind or delay its implementation after racers complain about the changed rule or new rule.

03-16-2021, 12:19 PM	#28
SSDiv6 VIP Member Join Date: Feb 2003 Location: Glendale, Arizona Posts: 3,045 Likes: 712 Liked 1,588 Times in 583 Posts	Re: And the penalties are??? I have a background on one of the most regulated industries in the world; aviation. In my career, I deal with the FAA, EASA, DCMA and many other technical oversight regulatory agencies. These regulations and requirements make NHRA regulations look insignificant. Nevertheless, the big difference is that the aviation regulations are more specific and detailed, hence, reducing the chance of moronic interpretations by both the end user and the regulator. The problem for many years is that the NHRA regulations leave too much open for interpretation not only by the racer, but also by NHRA Tech. How many times does NHRA Tech disagree among themselves between each Division and even with the main office with Glendora? This is the reason why many have stated throughout the years that there is a "West Coast" and "East Coast" rule book. What is acceptable in one Division may not be acceptable in another, and what is acceptable in Divisions, may not be acceptable by the main office. Like Billy Ness and Mark Yacavone have stated many times, what is accepted in carburetors is all over the place and not defined. It also applies to throttle bodies after NHRA open the door for aftermarket throttle bodies like did for carburetors. NHRA needs to allow SRAC, racers, engine builders and the aftermarket to be more involved in defining the technical aspects of the regulations. Even the FAA has a system called Notice of Proposed Rulemaking (NPRM) in which a public notice is issued when they wish to add, remove, or change a rule or regulation as part of the rulemaking process. It allows the end user, other regulatory and technical entities and even the public to comment on the proposed rule changes and/or new rules. In NHRA's current system, they issue a new rule without consultation, to later rescind or delay its implementation after racers complain about the changed rule or new rule.