Rules Changes for 2009

Bring your airplane and race with us...Here's What's New for 2009

Our flying field has lots of pilots with Warbirds, and it's fun to get together race against each other, in an organized event. Why not try it?

We've compared a number of different Club Warbird race rules, and most are complicated, require specific airplanes and engines, etc. Unlike other events with AMA rules, that have been developed and refined over many years, we're making our own rules. This event is more casual and less complicated.

This year, we're opening up a new "Sport Class" and we're loosening up the requirements, so even more sport models can compete. You don't need a racing plane. Dust off that warbird and lets do some racing!

Any warbird (kit or ARF) that's close to stock, and something close to the recommended engine size will work. This allows for a 60'ish 2-stroke or an 75'ish 4-stroke in a 40 sized plane, for example. Bring what you have. If it's really a speed demon, that would have an unfair advantage over over "Sport" planes, you may be placed in the unlimited class. For example, the commonly flown Dago Red P-51's (and similar-sized models), with a 120 4-stroke will most likely fall into the unlimited class. Given the multitude of different warbird/engine combinations, we'll just have to judge this on a case-by-case basis. Our objective is to make the classes as evenly matched as possible. These rules should allow aircraft built to California Sport Warbird Rules or RC Pro Warbird Rules to compete.

"Sport Class" planes cannot use retracts during any part of the race. Retracts must remain in the down and locked position.

"Unlimited Class" planes are encouraged to have and use retracts.

"Unlimited Class" max engine size has been increased to 1.8 ci.

Both Classes - Wheels should be something close to the correct size and scale.

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.8ci, 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.

Unlimited Class planes are encouraged to have and use retracts.

Wheels should be something close to the correct size and scale.

Sport Class

Any stock'ish. 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 after-market 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 for the list. No engine modifications. HOB and Global AT-6 welcome.

Any stock warbird (kit or ARF) that's close to stock and something close to the recommended engine size will work. This allows for a 60'ish 2-stroke or an 75'ish 4-stroke in a 40 sized plane for example. Bring what you have. If it's really a speed demon that would have an unfair advantage over over "Sport" planes, you may be placed in the unlimited class. For example, the commonly flown Dago Red P-51's and similar-sized models, with a 120 4-stroke will most likely fall into the unlimited class. Given the multitude of different warbird/engine combinations, we'll just have to judge this on a case-by-case basis.

Sport Class planes cannot use retracts during any part of the race. Retracts must remain in the down and locked position. Wheels should be something close to the correct size and scale.

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.