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literaticat · 9 days ago

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[I know this isn't a question you can actually answer for *all literary agents* but I'm just really struggling with this] Why do literary agents ghost on fulls? It's genuinely killing me waiting for a response that by now (a year and one *unresponded* nudge later) I should know is never going to come... :( I guess on a more actionable note, if a lit agent ghosts should I dnq in future with future work? should I tell other writers I was ghosted on a full?

I have literally never ghosted a full on purpose, or as a way to "decline without declining" -- I promise you that it is MUCH easier to just say "not for me, but thanks for the look!" than it would be to ignore nudges and guilt, etc.

The only reason I would [seem to] "ghost" on a full is if I just literally haven't read it yet, OR if it somehow got lost in the shuffle. Sometimes it does take a really long time! A year IS a long time, yes, but I hate to tell you, not unheard of; I have certainly gotten both declines and offers from publishers after more than a year.

Also, we have a LOT to read! Sometimes things do get lost in the shuffle! I am one person and a very part-time assistant dealing with an absolutely ABSURD amount of email and queries, and while QM is an immense help, it's still not PERFECT, and things can get inadvertently moved to weird places or accidentally archived or whatever, one click in the wrong place and then forgotten.

Personally, if I were you I would have nudged more than once in a twelvemonth, but hey, we can't turn back time. Why don't you nudge one last time and say something like: "Hey, it's been a year, so I'm looking to close this out and move on. If you ARE still considering, please do let me know; if I don't hear from you by the end of the month, I'm assuming it's a pass." [or similar]

That way at least you've given them ample opportunity, you've reminded them, etc, and you can close this out and move on. If they pop out of the woodwork at some point, great, otherwise, no worries, you aren't even thinking about it anymore because you have already moved on.

As to whether you should DNQ with future work? IDK. I mean, it's nice that they saw something promising and wanted to request a full in the first place, which bodes well for them liking your future work, but also, do you want an agent who doesn't respond ever? Probably not! So if they DO respond and apologize, so sorry, it's been forever, you are quite right, this looks great and I was on the fence about it but I do have to decline -- then by all means try again with another work. If they just NEVER respond, I wouldn't bother.

As to whether you should spread tales of your querying experience: I don't think you should go out of your way to like, BLAST THEM ON SOCIAL MEDIA or anything, as that has real potential to blow up or blow back on you*** -- but if an author friend asks you about it, you can certainly speak your truth. On QM where people post dates and results of queries, you could certainly say "query (10-2023), full request (11/2023) -- no response on full for a year, closed out (12-2024)" or whatever. Hey, it's facts, if they don't like it, they should have fixed it or done better!

*** I say that social media yapping has the potential for bad results -- not because an agent would, like, "blackball you" in the industry or anything remotely like that -- but just because social media is unpredictable and wild and once you let some drama out of the bag, you do not have control over how it mutates and grows. Your simple post about being ghosted COULD turn in to a real dogpile on the agent and it turns out they had simply *not seen the email* or they were having a personal crisis when you nudged or whatever, and suddenly somebody is sending them death threats and harassing their clients. OR, your simple post could be perceived as "sour grapes" and turn into people doing a forensic analysis of everything YOU have ever done and said online, and suddenly somebody is sending YOU death threats and harassing your family. Either way, very much not great and not worth the stress, honestly. Just move on.

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loathsomespider · 13 days ago

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Hey, I was poking around the DNQ Quality blog (which I love) and saw that all the mega, dropbox and gdrive links are no longer working. I'm really interested in Ascii Art Editor but I can't find anything about it anywhere else either.

yeah, i would love to reinstate it all but i lost access to all the contents of them years ago, unfortunately, through inaction and mega changing and any number of stupid things. i've looked a couple times over the past few years but not successfully found anything resembling the aaeditor.exe that was in the zip originally. i found what looked like a github repo once, but it was in japanese i couldn't read

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alianoralacanta · 4 months ago

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Everything You Never Needed To Know About The Two Race Engine Rule (24-10-2007)

Context: Once upon a time, a driver could use three engines in the same day and simply risk a DNQ for not meeting the 107% rule. (Damon Hill, France 1999 qualifying day. Turns out that if one wishes to set a good time, one's has to do sufficient speedy laps on the track and not on stands in the garage). Then it was decided that was too wasteful and teams were banned from swapping engines between qualifying and the race. This was followed in 2005 with a requirement to use engines for two consecutive races before replacement, unless a race was not finished. In 2008, the requirement increased to 3 consecutive races on a single engine. I received a request to provide some statistics about the two-race engine era. Nowadays, each engine must last an average of 6 races, but teams can arrange that running how they want. A driver who wanted to do the first 3 and last 3 races on the same engine, but not any of the ones in between, is nowadays permitted to do so.

Thanks to neil for coming up with the idea for this entry, and especially to concentrate on the successes. To celebrate the fact that the two-race engine rule is now consigned to history, I will be doing some analysis of how the engine rules have influenced the grid.

Three seasons of careful management, impressive calculation and inopportune explosions will be celebrated in what I think is the most fitting way possible… …a ream of annotated statistics.

Victories Against The Odds

It has been mentioned in Autosport (March 23 2006 edition) that a new engine is worth 10-15hp over a used engine. Therefore, to win with a used engine suggests that the driver didn't have everything in their favour. And we all love drivers who win against the odds, don't we?

The following wins were achieved with a used engine:

2005

Fernando Alonso, Renault, Malaysia 2005 (the first time used engines appeared in a Grand Prix weekend was also the first time they won!) Fernando Alonso, Renault, San Marino 2005 Kimi Raikkonen, McLaren, Monaco 2005 Fernando Alonso, Renault, France 2005 Fernando Alonso, Renault, Germany 2005 Kimi Raikkonen, McLaren, Turkey 2005 (the start of a three-race chain) Juan Pablo Montoya, McLaren, Italy 2005 (the first time both drivers in the same team win at least one race with used engines - and consecutive ones to boot!) Kimi Raikkonen, McLaren, Belgium 2005 (this chain of three events, ending with this race, is the first time used engines win more than one race consecutively) Fernando Alonso, Renault, Brazil 2005

2005 used engine win total - 9 2005 new engine win total - 10

2006

Michael Schumacher, Ferrari, Europe 2006 Fernando Alonso, Renault, Spain 2006 Fernando Alonso, Renault, Britain 2006 Michael Schumacher, Ferrari, USA 2006 Michael Schumacher, Ferrari, Germany 2006 Felipe Massa, Ferrari, Turkey 2006 (first race to be won by someone with a used engine in two consecutive years) Michael Schumacher, Ferrari, Italy 2006 Fernando Alonso, Renault, Japan 2006 Felipe Massa, Ferrari, Brazil 2006

2006 used engine win total - 9 2006 new engine win total - 9

2007

Fernando Alonso, McLaren, Malaysia 2007 (first driver to have won the same event with used engines twice) Felipe Massa, Ferrari, Spain 2007 Lewis Hamilton, McLaren, Canada 2007 Kimi Raikkonen, Ferrari, France 2007 Fernando Alonso, McLaren, Germany 2007 (second driver to have won the same event with used engines twice) Felipe Massa, Ferrari, Hungary 2007 Fernando Alonso, McLaren, Belgium 2007 Kimi Raikkonen, Ferrari, Japan 2007

2007 used engine win total - 8 2007 new engine win total - 9

Grand total Used engines 25 v 29 New engines

Masters of Used Engines - Drivers

Fernando Alonso (11) Kimi Raikkonen (5) Felipe Massa (4) Michael Schumacher (3) Juan Pablo Montoya (1) Lewis Hamilton (1)

Fernando clearly takes the crown of Master of Used Engines. Admittedly, being in a championship-challenging car for three years in a row does help a little. That said, he is Master or Joint Master of Used Engines in each individual year as well (he shares with Michael Schumacher in 2006, and is the outright winner in both 2005 and 2007). This is quite a statement of skill.

Kimi Raikkonen would probably have done better had his engine been reasonably reliable in 2005 or 2006. Or indeed if he'd ever been on the top step of the podium in 2006. However, he plainly does not require a fresh engine to demonstrate his talent.

Felipe Massa is consistent, having two used-engine victories in both 2006 and 2007 (being in a non-victorious Sauber didn't help his 2005 rating much). Don't be surprised if he shows well in 2008's three-race engine environment.

Juan Pablo Montoya and Lewis Hamilton, in a sense, represent past and future. Juan Pablo used to be an exciting F1 driver. He's still exciting, but he's doing NASCAR now, where they don't mess about with multi-race engines as far as I'm aware. Since he's also refused to return to F1, don't expect him to add to this tally in any series.

If Lewis Hamilton doesn't add any used engine victories in the three-race engine era, then I'm an apple tree. The main reason why he's only had one win in this era is because he didn't compete in 2005 or 2006.

Two drivers have won a race with a new engine in this era without winning one with a used engine: Giancarlo Fisichella and Jenson Button. Jenson is not in the used engine winner list largely because his engine blew in free practise on the Saturday of Hungary 2006. Had it held on, he would a) have had an easier time of winning that race and b) be on the list.

Masters of Used Engines - Teams

Renault (8) McLaren (7) Ferrari (7)

The Masters of Used Engines team award has been hotly contested between three great teams - so hotly that no other team has a single used-engine victory to its credit.

Renault's position in the list is particularly remarkable, since only one driver contributed every single used-engine win to its effort. McLaren and Ferrari required three drivers to achieve their results.

All three of these teams won in two out of the three years the rule was in place.

Poles for Used Engines

Wins with an engine that is minus 10-15bhp are challenging, but what about carving perfect laps with imperfect engines? Surely that's got to be pretty tough.

2005

Fernando Alonso, Renault, Malaysia 2005 (again, first pole at first attempt for used engines) Kimi Raikkonen, McLaren, San Marino 2005 (first time a pole-sitting used-engine user didn't win the race pole was obtained in - that comes later for Kimi) Kimi Raikkonen, McLaren, Monaco 2005 (start of a three-race chain) Nick Heidfeld, Williams, Europe 2005 (first time a used engine is taken to pole by a driver who doesn't win a race with a used engine during the two-engined era) Jarno Trulli, Toyota, Canada 2005 (this three-race chain, ending this race, is the first time a used engine is on pole on consecutive occasions) Fernando Alonso, Renault, France 2005 Kimi Raikkonen, McLaren, Turkey 2005 Juan Pablo Montoya, McLaren, Belgium 2005

2005 used engine poles: 8 2005 new engine poles: 11

2006

Fernando Alonso, Renault, Monaco 2006 (first race where pole was obtained by someone with a used engine in two consecutive years) Michael Schumacher, Ferrari, USA 2006 Kimi Raikkonen, McLaren, Germany 2006 Felipe Massa, Ferrari, Turkey 2006 Felipe Massa, Ferrari, Brazil 2006

2006 used engine poles: 5 2006 new engine poles: 13

2007

Felipe Massa, Ferrari, Malaysia 2007 Felipe Massa, Ferrari, Spain 2007 Lewis Hamilton, McLaren, Canada 2007 Felipe Massa, Ferrari, France 2007 Kimi Raikkonen, McLaren, Germany 2007 (first driver to take pole with a used engine at the same race twice) Felipe Massa, Ferrari, Turkey 2007 (second driver to take pole with a used engine at the same race twice) Fernando Alonso, McLaren, Belgium 2007 Lewis Hamilton, McLaren, China 2007

2007 used engine poles: 8 2007 new engine poles: 9

Grand total Used engines 21 v 33 new engines

Clearly new engines are a more significant factor in qualifying than in the race. This was especially the case in 2006, where developments were being completed quickly in anticipation of the 2007 engine homologation rules. Notice that in 2007, new and used engines are more evenly matched in qualifying.

Kings of Used Engine Speed - Drivers

Felipe Massa (6) Kimi Raikonnen (5) Fernando Alonso (4) Lewis Hamilton (2) Nick Heidfeld (1) Jarno Trulli (1) Juan Pablo Montoya (1) Michael Schumacher (1)

There is a lot more competition for this contest than the Master of Used Engines award. The winner of the award is Felipe Massa. He appears to be an expert at teasing speed out of a used engine when qualifying comes around. He was better at it than Michael Schumacher in 2006, and he has held his own in 2007. Very impressive, especially in this era when the pole-sitter often goes on to win.

Kimi Raikkonen's moments of brilliance are more spread out, but you can count on there being at least one in each season. Unfortunately, the poles rarely led to victories (his used-engine victories tended to be born in the adversity of second-row starts - or worse).

Fernando Alonso is a much better racer than he is a qualifier. That said, he won the world championship in 2006 without getting one pole with a used engine, so maybe there's a lesson in that for his rivals…

Lewis Hamilton is, in theory, a better qualifier than racer on used engines. That said, with such a small sample it's difficult to tell.

Michael Schumacher seemed to need a new engine in order to get pole. That didn't stop him from being at the sharp end of the grid a lot of the time, though.

Nick Heidfeld and Jarno Trulli never won a race in the two-engine era despite both getting poles with used engines - surely indicating that both qualify better than they race. While this probably isn't news to Trulli observers, those who observe Heidfeld tend not to mention this when writing about him.

Juan Pablo Montoya's single pole with a used engine is probably because he got most of his poles before the rule was introduced. Qualifying used to be a speciality of his.

Kings of Used Engine Speed - Teams

Ferrari (10) McLaren (7) Renault (3) Williams (1) Toyota (1)

The titans in the 2007 championship fight are the ones that are at the head of this list. That said, the clear Masters of Used Engine Speed are Ferrari, largely because Felipe Massa has driven so many pole laps for them. It's almost as if he needs a used engine before he fully lets himself go. That said, Kimi Raikkonen has also found the Ferrari environment conducive to his natural abilities. Even Michael managed to get pole with a used engine once…

McLaren despite having had four drivers help them get their total, are definitely behind Ferrari. This is largely because none of their drivers got consistent poles in the first place (they kept getting let down by their machinery, then polemeisters Massa and Raikkonen got together at the red team).

Renault can credit their entire presence on this list to Fernando Alonso. Williams and Toyota likewise only had one driver contribute to their totals.

The "It'll Be All Right On The Night" Award for Reliability - Engine Suppliers

BMW (1.67/car/year, 5 total) <1 in Williams; 3 + 1 in BMW Sauber> Renault (1.75/car/year, 7 total) <2 + 2 + 2 in Renault; 1 in Red Bull> Ferrari (3.43/car/year, 24 total) <4 + 8 + 1 in Ferrari; 3 in Sauber; 3 in Red Bull; 0 in Toro Rosso; 5 in Spyker> Toyota (3.5/car/year, 21 total) <1 + 8 + 0 in Toyota; 5 + 3 in Jordan/Midland/Spyker; 4 in Williams> Mercedes (3.67/car/year, 11 total) <8 + 2 + 1 in McLaren> Cosworth (3.75/car/year, 15 total) <1 in Red Bull; 2 + 4 in Minardi/Toro Rosso; 8 in Williams> Honda (4,25/car/year, 21 total) <5 + 8 + 3 in BAR/Honda; 2 + 3 in Super Aguri>

The BMW engines are most likely to be "all right on the night", with Renault closely following. This is a significant factor into both team's successes during the two-engine era - BMW's improvement was helped because it could chase up pesky gearboxes and speed instead of engines. Renault's tendency to stay in one piece helped Fernando Alonso's championship campaigns considerably. Renault is statistically the best engine on offer to customers - lucky Red Bull for having that supply!

There is a large gap to the next engine supplier, then you reach Ferrari. In its own cars the engines have worked quite unreliably until the homologation rules kicked in. That said, three of the eight failures in the works team happened to Felipe Massa during the Malaysian GP weekend, which reduced the pain somewhat. For that matter, apart from Spyker, all its customers got more reliable units than the works team. Maybe the customer engines were slower, but at least the teams could depend on Ferrari to clear out some of the bugs that appear to be inherent in Ferrari engine design.

Toyota is slightly worse than Ferrari, much of which can be attributed to an atrocious run of unreliability in 2006. In general, the customer units do not appear to have had many of the reliability flaws removed - not a good sign, since this means progress is relatively slow.

For all Mercedes developed a lousy reputation for reliability, this would appear to only be justified for 2005. However, eight failures in a year when no other works team had half that many said a lot. Since then, it is clear that lots of effort has been made to send out working units to the drivers, which has been particularly helpful in 2007.

Cosworth was the customer of last resort, which may go some way towards explaining its poor record. Integration into teams was not very high, simply because teams expected to be using another engine as soon as possible and therefore didn't work so well with the engine supplier. Though it is true that lack of money didn't help.

Honda should be embarrassed. Clearly it can send a reasonably reliable unit to customers (as Super Aguri can happily testify), so why can't it send something functional to its own works drivers? No wonder Button and Barrichello look like pulling their hair out at times…

The "It'll Be All Right On The Night" Award for Reliability - Teams

Red Bull (5) Super Aguri (5, across two seasons only) Renault (6) Minardi/Toro Rosso (6) (BMW) Sauber (7) Toyota (9) McLaren (11) Williams (13) Jordan/Midland/Spyker (13) Ferrari (13) BAR/Honda (16)

For the most part, customer teams had more reliable engines than their works providers. The exceptions are Williams and Spyker, who have chopped and changed a lot. Integration, or lack of same, explains their woes quite eloquently.

#f1 #lcmb archive #lcmb #engines

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surfista-de-letras · 1 year ago

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“El recuerdo, como una vela, brilla más en Navidad ” Charles Dickens

👩‍🦯La Unión Antioqueña de personas con Discapacidad Visual y el grupo de jóvenes, te invita al último encuentro del año. Un encuentro donde la magia de la navidad tocará nuestras fibras.

🎅🏽Nuestro papá Noel Santa Claus, nos deslumbrará con regalos sorpresas …

¡Las sorpresas y la diversión serán nuestro toqué secreto!.

📖En esta ocasión, contaremos con la presencia de dos autoras invitadas, ellas son R. M Loera y Bella Hades. Junto a ellas, degustaremos de sus relatos de navidad, que nos transportarán a momentos mágicos de unión familiar y solidaridad.

¿Te animas a vivir está experiencia?

🕜 Te esperamos, el sábado 9 de diciembre, desde las 6pm hasta las 8pm hora Colombiana por Google Meet.

📹 Link del encuentro: https://meet.google.com/dnq-razh-cio

¡Jojojo te esperamos!🎅🏽

La Unión 25 años, caminando con un bastón blanco hacia la utopía.

#frases #pensamientos #tina lon #books and libraries #frases de libros #reblog #citas en español #cosas de la vida #notas en español #cosas que escribo #club de lectura

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juuret · 8 months ago

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So belgium is the shock dnq of today

#eurovision song contest #eurovision

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jamminvroomvroom · 1 year ago

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max dnq? 🕯️

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wearechecking · 1 year ago

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#f1

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benjaminftw · 2 years ago

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Journeyman Appreciation: Bobby Dotter

Following the theme of my last post in this series, I wanted to spotlight somebody else who found another niche in racing after the end of his driving career: Bobby Dotter.

Born in Chicago, Bobby Dotter was the son of a midwestern legend, Bob Dotter who despite having just one arm won three ARCA championships in the 1980s. While dominating Illinois short tracks in late models, Bobby spent much of the 1980s making sporadic starts in the ARCA series in which his father had had so much success, with a best finish of 5th at Pocono 1983 and a handful of top 10s but never running more than 4 races in a season.

In 1988, Bobby began racing in the Busch Grand National Series which would be his home for a number of years going forward, driving a car owned by his father in a limited schedule focused on the short tracks, showing real flashes of promise with a pole at the tricky Louisville and top 10s at the legendary Hickory and IRP tracks. In 1989 Bobby made just one start, but it was a top 10 finish at Martinsville and the first start for the car owner he’d spend a bulk of his career with, Ed Reizen in his number 08 car.

In 1990 Dotter and Reizen would run their first full season together. Although they DNQ’d at two of the biggest events on the schedule, the Daytona 500 and World 600 support races, Bobby proved very good on the short tracks picking up 8 finishes inside the top 10 over the course of the year and best finish of 4th at Myrtle Beach Speedway, ending the year 14th in points. Still under sponsored, Dotter backslid in terms of average start, average finish, and had half the top 10s in 1991 but tied his career best finish of 4th at South Boston and once again came home 14th in the final standings.

In 1992 Bobby had his crowning achievement in NASCAR, winning a race at the New River Valley Speedway in Southwest VA (later better known as “Motor Mile Speedway”, and the hometrack of this writer where he has been multiple times to catch local racing) in convincing fashion but putting up identical top 5 and top 10 numbers as the year before and seeing his average finish drop a bit, placing 16th in points.

In 1993 Reizen and Dotter finally picked up substantial sponsorship from DeWalt tools which led to a dramatic turnaround for that team, matching career highs in top 10s (8) and a best ever top 5 count (3) and placing solidly in the 7th place in points, a feat that would be replicated with one less top 5 in 1994, in both years managing to outpoint numerous better known drivers with wins to their credit. In 1995 DeWalt was replaced by Hyde Tools, and while the team still managed 6 top 10s they had a dramatic increase in DNFs including a number of engine failures and a DNQ at Richmond and slid back to 14th in points. Reizen’s team shut down at the end of the year.

Thus began the true journeyman portion of his career, having consistently driven for the same owner for most of his time. While Bobby started 1996 with Dennis Shoemaker’s number 64 Dura Lube car, he failed to qualify for two out of the first three races and they soon parted ways. Bobby then hooked up with Ray DeWitt whom you might remember from the Tim Fedewa entry, replacing Johnny Chapman in the 55 car for 15 events in ‘96 with a best finish coming in his first race with the team at Nashville where he placed 10th. Bobby also made a start at Hickory driving a 08 car he owned himself to a 13th place finish and made two starts for Cup legend Kenny Schrader with a best finish of 12th at Dover.

The rest of the 90s were pretty lean for Bobby. Through 1999 he made just 3 Busch Series starts, all coming in an 08 car he owned himself with a best finish of 15th, one lap down, at Milwaukee in 1998. He made 9 Truck Series starts, 8 of which coming for Carl Wegner, with his best finish being a pair of 16ths. He also scored a couple of top 10 finishes in the ARCA series in 4 starts and ran a partial schedule in the NASCAR Winston West series in 1999 with 3 top 10s in 6 starts. Presumably it was this last stint that led to what would be the third stage of his career.

In the 2000 season Bobby Dotter finally returned to full-time racing with a second car fielded by owner-driver Gene Christensen in the Winston West Series, sponsored by Christensen’s People Against Drugs organization. The combo proved potent, with Dotter winning four times: at the legendary Laguna Seca road course, twice at Irwindale and one at the Rocky Mountain Raceway in Utah. He also finished in the top 10 in 9 out of 12 events on the schedule, and finished runner up in points to the young off-road hotshot Brendan Gaughan. Dotter and Christensen also ran a couple of Truck series races together with a best finish of 17th at Bobby’s “home track” (Chicagoland Speedway and Chicago Motor Speedway weren’t built until the early 00s) of Milwaukee.

This led to the entire organization moving into the Truck series full-time with Bobby’s iconic 08, once again primarily sponsored by People Against Drugs, in 2001. The team had a number of mechanical failures and just one top 10 finish, a 10th at IRP, but still likely exceeded expectations by proving a regular fixture within the top 20 and coming home 15th in points, with Bobby also scoring a 27th for Fred Bickford in his first Busch Series start in several years at Phoenix. In 2002, the team scored more consistent outside sponsorship and generally improved their pace in most areas, scoring Bobby and the team’s first top 5 finish at Martinsville and collecting 3 more top 10s en route to 14th place points finish and much higher average finish.

In 2003, Bobby stepped back from full-time driving while in his early 40s to focus on his role as the General Manager of Christensen’s Green Light Racing. Between ‘03 and ‘04, he ran 13 races for the team, primarily when they lacked sponsorship on one of their two entries. In 2004 Bobby also made his final Busch Grand National start, coming home 26th, 6 laps down for Rick Ware at his beloved Milwaukee Mile. Bobby’s final Truck starts would primarily be field filler start-and-park entries for the team in ‘07-08.

Sometime around the 2008 season, Gene Christensen sold his interest in Green Light Racing which had merged with SS Racing to Bobby Dotter, who dedicated himself full-time to being a truck and car owner. In 2014 the team moved into Xfinity series racing where they would later get their first win at any level in 2002 with Cole Custer driving for the team in a partnership with Stewart-Haas Racing, and having provided a home for many young and veteran drivers both in the midpack of the series for nearly a decade.

#journeyman #motorsports #auto racing #nascar #nascar xfinity series #nascar truck series

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