Racing Classes

Unlimited Class
The Unlimited class is for those that would like to keep the spirit of the
Reno National Championship Air Races alive in R/C. Models must be either a
warbird or purpose-built racing aircraft, which has raced at one of the several
full-scale venues. While setting a minimum wing area, weight, and limiting the
engine displacement, the field should be reasonably fast, safe, and yet open to
many options of aircraft and powerplants. The aircraft can be any aircraft built
by any military after 1938 or have raced at Reno, Phoenix, Mojave or in the
post-war Cleveland Era races. Purpose-built racers such as Miss Ashley, Pond
Racer, Tsunami, Vendetta, etc. are Ok. No civilian aircraft such as Lancairs.
Any motor side or rear exhaust - up to I.6ci, 2-stroke or 4-stroke may be used.
Twin or multiple engine aircraft's total engine displacement shall not exceed
the I.6ci limit. Electric 120 motor and 10 cell lithium battery. Motor
modifications are allowed. NO NELSONS OR JETS, etc. Minimum wing span is
52.5", Minimum weight is 5.5 pounds dry. Max weight is l4 pounds wet.

Stock Class
Any stock. Commercially available kited warbird or ARF. Reno-racer, ARFs or
kits OK. No hollow-core. No kit modifications. Stock. Front intake. Side-exhaust.
2-stroke or 4-stroke Sport motors from the following manufacturers are allowed,
or Electric 120 motor and 3 cell lithium battery: SuperTiger, Magnum, 0.S.,
MDS, GMS, Enya, Thunder Tiger, Webra (not "speed"), Irvine, Mecoa, Tower, ASP,
Magnum, Evolution, K&B, HB, and Fox. Engine must come with a muffler as
purchased and delivered from Original Equipment Manufacturer: No aftermarket
performance mufflers or pipes. Engines may not have internal or
external fuel pumps, nor be intended as quickie or race motors. NO pressurized
fuel systems. Tetra tanks Ok. Consult CD if you have another motor that you see
fit for the list. No engine modifications. HOB and Global AT-6 welcome.

Engine Starting Procedures
After the aircraft flying in the heat have been identified to the pylon judges, and
radios have been checked to insure they are operating, the starter begins a 90
second timing clock. Pilots and their callers then have 90 seconds to get their
engines running. Pilots are allowed 1 takeoff. Once either of their aircraft main
wheels leaves the ground a takeoff has been made. If during the 90-second
window an engine dies and a takeoff has not been made, the plane may be
restarted.

Two common scenarios that allow an engine re-start if time is remaining on the
90 second clock.

1. The engine dies when the pilot attempts to takeoff.
2. The plane noses over and stops the engine.

Take Off Procedures & Direction
Contestants may take off on a first-come, first-served basis, but the starter will
control access to the runway. Callers will carry, or guide, the pilot’s aircraft onto
the runway, and should take great caution when handling aircraft with the
engine running, so as to not pose danger to themselves or others. Taxiing of
aircraft onto the runway to take off is prohibited. The starter will determine what
direction aircraft must use to take off. This will generally be dictated by the wind
direction.

Heat Start Procedure
This is a flying start. After the timer has started aircraft are should take off and
loiter in position to pass the starting line as the timer reaches “0”. The starter will
call off 60 seconds, 30 seconds, and then countdown from 10 seconds to the
start of the heat. The heat begins when the clock reaches zero and the starter
drops the flag. At this time all aircraft are to be to the left of the start/finish line.
Failure to meet this requirement is a jumped start, and results in disqualification
for the heat. Loops to avoid jumping the start are permissible. Pilots, who find
they are about to jump the start, can execute a legal sharp left pitchout turn
circle back to the start/finish line.

Heat Racing Procedures
The heat will consist of 10 laps in a racetrack pattern flown past each pylon
pole without crossing the deadline. Pilots must also keep their aircraft above
the top of the pylon poles. Pilots who fly near the deadline, or who briefly drop
below the top of the pylon poles, will receive one warning from the flagman or
assistant flagman. Any aircraft crossing the deadline will result in black flag
disqualification from the heat. Repeated infractions of the deadline, or flying
too low, or other unsafe erratic flying can disqualify the pilot for the remainder
of the day. Victory rolls and other aerobatic maneuvers at any time during the
heat, are strictly prohibited, and are grounds for black flag disqualification for
the heat. Any pilot not pulling off the racecourse after receiving a black flag for
any reason will be disqualified from the rest of the event.

Heat Finish Procedures:
For each competing pilot, a racing heat will be concluded when the aircraft
has flown 10 consecutive laps and it has crossed the finish line in the air. Aircraft
are not required to be under power when crossing the finish line to finish a
heat, and may complete the heat by gliding across the line. The starter will
wave the checkered flag as the lead aircraft crosses the finish line completing
the 10th lap. When the heat is finished, the assistant flagman will record the
finish positions of all aircraft and then contact the pylon judges by radio to
ascertain if any of the competing aircraft had pylon cuts. Noted cuts will be
recorded on the heat card. The assistant starter will also obtain the heat time
for each aircraft from the timing devices and record those times on the heat
card. In the case of a “photo finish” the winner will be declared by the starter
and is not reviewable.

Landing Procedures
Pilots who have completed the heat should pull up, gradually climbing to
altitude after crossing the finish line, and hold at altitude until all aircraft have
finished racing. Landing of aircraft should be accomplished in a timely manner
to expedite the event, and callers will recover aircraft.

Heat Scoring Procedures
Each heat race will be 8 or 10 laps of racing (depending on quantity of
participants), and consist of a maximum of 5 aircraft. The start of the race will
consist of a 90-second countdown in order to get all aircraft started and into
the air. Once all airplanes are airborne, the audible start clock will begin its
30- second countdown until the airborne start of the race. Each aircraft are to
fly a left-hand pattern.

1st place - 4 points
2nd place - 3 points
3rd place - 2 points
4th place -1 point

Any aircraft that was unable to take off or that was to the right of the start-finish
line at the start the heat receives no (0) points. Any aircraft that did not finish the
heat receives no (0) points. Any aircraft that was black flag disqualified receives
no (0) points.

The race deadline is the outer edge of the runway. Any pilot crossing this
deadline during the race shall be disqualified for that heat.

Effect of Cuts on Points Awarded -If an aircraft cuts one pylon, by not flying past
it, that aircraft will only receive 1 point, regardless of finish position. Any aircraft
cutting more than one pylon will receive no (0) points for that heat. Aircraft
finishing without cuts behind aircraft receiving cuts, will be have their finish
position advanced one place in their standing for each aircraft ahead of them
that received cuts.

The following four-plane heat example illustrates the point scoring system:

1st place finisher with 1 cut -1 point
2nd place finisher with 2 cuts -0 points
3rd place finisher with no cuts -4 points
4th place finisher with no cuts -3 points

Damaged Aircraft Procedures
In the event of a mid-air collision, the starter will signal both aircraft to climb off
the racecourse. Both aircraft will be given a zero for that heat. Both aircraft
involved in the mid-air will be landed as soon as it is safe. Any other damage
observed by the started (flutter, loose control surfaces, etc.) will result in a black
flag for that heat and the aircraft will be landed when safe. Before any
damaged aircraft is allowed to fly in a subsequent heat, it must be inspected
by an approved safety inspector and deemed airworthy.

Race Scoring Procedures
Race scoring shall be the sums of all heat scores. There will be no rounds
thrown out.

Protests
It is unfortunate that sometimes disagreements arise when conducting any
sporting event. Kindly remember to be calm and sportsmanlike when
discussing disagreements with the contest director. If a contestant believes that
he/she has a legitimate complaint regarding a specific aspect or incident, the
protest should be registered with the contest director within a timely manner.
Only contestants may file a protest and protests must be filed prior to the
conclusion of an event. The contest director is the only point of contact for
protests and his ruling will be final.

Pilot Qualifications
Pilots must show proof of current AMA membership or join at the event. Pilots
operating transmitters on the HAM band must possess a current FCC license.
Each pilot will be allowed one caller/crew member per aircraft entry. All pilot
and caller/crew members must sign an AMA Waiver Release. Only workers and
contestants who have signed the release will be allowed in the pit area.

All pilots must take off, fly heat laps, and land the aircraft. In the event of an
emergency, the aircraft can be landed by another pilot resulting in
disqualification for that heat. Unsportsmanlike conduct by a pilot, caller, or
crewmember is grounds for disqualification from the event. Pilots, callers, and
crewmembers are not permitted to consume alcoholic beverages and
compete in the event. Flying or operation of an aircraft, in an erratic or unsafe
manner will not be tolerated, and pilots will receive only one warning. Further
violations will result in a black flag and disqualification from the heat. The
flagman or CD’s decision is final. The contest director may, at their discretion,
require any pilot to demonstrate the safe flying characteristics of an entered
aircraft, if the pilot’s capability with that aircraft in the entered class is unknown.

Safety Inspection
The following safety criteria will be used to inspect all aircraft that are flown.
Contest directors, inspectors, and contestants should equally be aware that
following these criteria to the letter, is extremely important in helping to
minimize individual liability during the course of the race. During registration, a
safety inspector who is a knowledgeable individual, appointed by the contest
director will examine each aircraft. Specific items to look for are as follows:

1.  Short pieces of rubber tubing used to secure all clevises to prevent them
     from becoming disconnected in flight. Clevises using a bolt and self-locking nut
     fastener, do not require safety tubing. Sulliivan Gold-N-Clevis with lock is OK.

2.  All fasteners holding the engine to the engine mount, and the mount to the
     firewall, must be in place and secure.

3.  Receiver and battery pack should be protected against vibration in
     accordance with the equipment manufacturer’s recommendations. Servos
     operating the elevator and ailerons shall be of sufficient size (torque) for the
     weight and speed of the aircraft. Airborne battery packs must be at least of
     500 mAh capacity.

4.  Washers will be used on all screws holding the servos to mounting trays, and
     also on all screws holding the tray to the rails (all washers will be approximately
     the same diameter as the grommets). Servos mounted directly to rails will also
     have washers on the mounting screws. If screw head diameters are as large or
     larger than the grommet diameter of the servos being used, or if screws with
     washers built into the head (such as those provided with Futaba, JR, and Hitec
     servos) are being used, separate washers will not be required. All servo trays, if
     used, will have at least one extra safety screw (not necessarily turned down
     tightly) placed between the grommets on the rear or front of the tray to prevent
     the tray from slipping out of the grommets in flight. Servos must be mounted by
     using fasteners as recommended by the equipment manufacturer. The use of
     servo tape or any adhesive, cement, or silicon to directly attach a servo into the
     aircraft without the benefit of shock absorbing grommets with fasteners, is
     unacceptable in racing aircraft.

5.  When servo equipment manufacturers supply a grommet servo mounting
     system with brass eyelets, the brass eyelets must be correctly installed. The
     eyelet must be inserted into the grommet with the rolled end of the eyelet
     against the material that the servo is being mounted to. This will help prevent
     collapsing the grommet by over-tightening the fastener.

6.  A keeper, or collar, will be on all push rods that have a right angle bend that
     connects them to the servo output arms. Z-bends are acceptable. If clevises
     are used at both ends of a push rod, one must be secured, so that the push rod
     will not turn. EZ connector type fasteners are not permitted on servo output
     arms and push rod ends that control flying surfaces such as ailerons, elevator(s),
     and rudder(s).

7.  All control surfaces will be firmly attached on the hinge line without excessive
     play, (at the discretion of the safety inspector).

8. Positive thread type wing bolts or screws will secure the wing in place on all
    two-piece aircraft.

9. A positive method of holding wheels onto axles will be used, and the wheels
    shall not bind.

10. The entire aircraft shall be inspected for any stress cracks.

11. Every aircraft shall have the owners name, AMA number, and phone
      number affixed to the inside per the AMA safety code.

     If an aircraft fails to conform to any of the above inspection criteria, it shall be
     repaired before it can be entered. Any aircraft damaged after it has been
     safety inspected, shall be re-inspected before it is allowed to fly again. Aircraft
     with a known history of safety or performance problems should be rejected
     unless acceptable changes have been made to eliminate problems.

Safety, Safety Equipment and Liability Waivers
All provisions of the Official Academy of Model Aeronautics National Model
Aircraft Safety Code are incorporated into these rules by reference.
The Academy of Model Aeronautics requires that all contestants, callers, crew
members, and event officials & workers participating in any organized racing
event, wear helmets (hard hats), that are approved by OSHA, DOT, ANSI, SNELL,
NOCSAE, or a comparable standard, while "on the race course", in
accordance with the AMA’s definition of "on the race course". Furthermore, all
pilots, callers, and crewmembers are required to sign the AMA provided liability
waiver form as a precondition to entry in the event. All event officials and
workers who may be "on the course" are also required to sign the liability waiver
form. There are absolutely no exceptions to these policies, and there be strict
compliance and enforcement at all times. Contestants, callers, and
crewmembers are required to provide their own helmets (hard hats) that meet
these requirements. Willful disregard of these policies will result in ejection from
the event. Pilots, callers, crewmembers, and event workers in close proximity to
areas where engines are started, wear appropriate eye and hearing
protection. Safety equipment is the responsibility of the participants and will not
be provided.