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Radio Control Pylon Racing
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AMA recognizes four classes of RC Pylon Racing for US competition. All are intended for multi-channel RC aircraft powered by conventional 2-stroke glow engines. The task consists of an ROG
(rise-off-ground) takeoff (or, in the case of 1/2A, a hand launch) followed by left turns around a closed course marked out by pylons. The builder-of-the-model rule does not apply.
Specific rule formulas concerning airframes and engines, as well as any nonstandard rules or procedures applicable to each event, can be found under section 16,
Event-Specific Rule Formulas.
OUTLINE/TABLE OF CONTENTS
1. General
1.1. Cross-references
1.2. Penalty for infractions
2. Defined Terms
3. Measurement Methods and Standards
3.1. Engine displacement
3.2. Expansion chamber muffler
3.3. Fuselage depth
3.4. Projected span
3.5. Propeller diameter
3.6. Weight
3.7. Wing area
3.8. Wing thickness
4. Safety
4.1. General
4.2. Crowd control; protection of on-course personnel
4.3. Absolute authority of CD
4.4. Authority of the starter
4.5. NMPRA cooperation
5. Challenges to Legality
5.1. Challenge by contestant
5.2. CD's option
6. Availability of Engines and Parts
6.1. Declaration
6.2. Acceptance and publication
7. General Model Aircraft Requirements
7.1. Conventional design
7.2. Engine shutoff
7.3. Flight controls
7.4. Spinner or prop nut
7.5. Propeller
7.6. Airworthiness
8. Preflight Inspection of Aircraft
9. Number of Aircraft Entered
10. Aircraft Markings
10.1. Registration numbers
10.2. Racing numbers and area letters
11. Advertisements
12. Test Flying
13. Operation of the Race
13.1. Three-pylon racecourse
13.2. Optional two-pylon racecourse
14. Heat Matrix
15. Scoring
15.1. Points per heat
15.2. Adjustment of the matrix during the contest
15.3. Ties and flyoffs
16. Event-Specific Rule Formulas
Event 422: Q-40
Event 428: Quickie 500
Event 424: Sport Quickie
Event 423: 1/2A
Addendum A: Racecourse Personnel and Their Duties.
1. General
1.1. Cross-references. All AMA regulations (see sections entitled Sanctioned Competition, Records, Selection of Champions, and General) and FCC regulations covering the RC pilot and his or her aircraft and radio equipment shall apply except in cases of direct conflict between such regulations and an RC Pylon rule. To the extent of any such conflict, the applicable RC Pylon rule shall prevail.
1.2. Penalty for infractions. Unless otherwise stated, the penalty for any infraction of these rules is disqualification from the contest.
2. Defined Terms
Words and phrases used in these rules shall be read in context and construed according to the rules of grammar and common usage. Standard dictionary definitions shall govern except when terms are specifically defined in this section.
AAC: Aluminum/Aluminum/Chrome metallurgy used in the piston and cylinder liner of an engine such that an aluminum piston runs in a chrome-plated, aluminum liner.
ABC: Aluminum/Brass/Chrome metallurgy used in the piston and cylinder liner of an engine such that an aluminum piston runs in a chrome-plated, brass liner.
APC: Brand name of a line of composite propellers manufactured by Landing Products, Woodland, California.
Backplate mount: A backplate-type, radial engine mount that replaces the stock engine backplate and that displaces the same crankcase volume as the stock backplate assembly.
Black flag: A signal from the starter that an aircraft is disqualified from the heat in progress and will receive a score of zero points. A pilot given the black flag must immediately fly his or her airplane to clear airspace away from the course and land as soon as it is safe to do so.
Carburetor: An open chamber, at or near the air intake of the engine, in which fuel and air are mixed and which features a rotating barrel, butterfly valve, slide valve, or other device that regulates the total amount of fuel/air mixture entering the engine.
Commercially available: An engine or part is commercially available if:
a. An identical engine or part can be obtained within 14 days by any consumer at a price that is independent of who the consumer is; and
b. The manufacturer or other source has given the notice required by subsection 6 of this section, Availability of Engines and Parts, and received a letter of approval from the chairman of the RC Racing Contest Board; and
c. The following information is disseminated by means of a catalog, an advertisement in a regular AMA or NMPRA (National Miniature Pylon Racing Association) publication or aeromodeling magazine, or other means reasonably calculated to bring it to the attention of RC Pylon Racing contestants:
1) Catalog number or other specific identification;
2) Price; and
3) Name and telephone number of the manufacturer or other source.
Engine: A two-stroke cycle, glow ignition, reciprocating-piston internal combustion engine. For purposes of events requiring stock or commercially available engines and parts, the "engine" is defined as the complete unit, ready to run, needing only propeller, fuel, and starting voltage; except that the following parts may be substituted for the original parts and may come from any source:
Backplate mount
Bearings
Gaskets
Glow plug
Head and crankcase bolts
Propeller nut
Propeller washer
Remote needle valve assembly
Shutoff mechanism
Engine displacement: The total swept cylinder volume of the engine.
Expansion chamber muffler: A muffler that completely covers the exhaust outlet of the engine and collects exhaust gases in a hollow chamber containing no internal pipes, baffles, perforations, ducts, or other devices of any kind.
Front-intake engine: An engine that has a single carburetor or venturi permanently mounted ahead of the cylinder and in which fuel/air mixture flows into the crankcase through an opening in the crankshaft. The use of a remote needle valve does not convert a front-intake engine into a rear-intake engine.
NMPRA: The National Miniature Pylon Racing Association or a successor organization officially recognized by the AMA as the special interest group for RC Pylon Racing.
Pressurized fuel system: Any system, other than a simple, continuously open conduit between the fuel tank and a muffler or pipe, by which fuel is delivered to the carburetor or venturi at greater than ambient atmospheric pressure. A fuel tank containing a flexible bladder that prevents bubbling or foaming of the fuel but does not generate pressure is not a pressurized fuel system.
Remote needle valve: A manual fuel-metering device located on the fuel feed line, between the fuel tank and the carburetor or venturi. The sole purpose of the remote needle valve shall be to regulate the amount of fuel flowing from the tank to the engine. A device that supplies pressure to the fuel system, or is adjustable by radio control, or combines any other function with the metering of fuel is not a remote needle valve. The use of a remote needle valve does not constitute modification of the engine's carburetor or venturi, and is encouraged in all events.
Stock: Unmodified.
Tuned muffler: A type of muffler, also known as a "magic muffler" or "folded pipe", in which a constant-diameter exhaust extractor of a specific length is enclosed within a chamber so that it resonates at the engine's operating rpm, adding power.
Tuned pipe: An exhaust pipe of specified length, containing diverging and converging chamber sections, that resonates at the engine's operating rpm, adding power.
Unmodified: Identical to a commercially available engine or part received from a manufacturer that has met all requirements of part 6, Availability of Engines and Parts.
Venturi: An open chamber, at or near the air intake of the engine, in which fuel and air are mixed. A venturi differs from a carburetor in that a venturi does not have a rotating barrel, butterfly valve, or other device that regulates the total amount of fuel/air mixture entering the engine.
Zero-boost muffler: A muffler that contains internal pipes, stepped pipes, baffles, perforations, ducts, or other devices to offset the power loss normally associated with an expansion chamber muffler, but does not increase power by more than 300 rpm in any rpm range.
3. Measurement Methods and Standards
3.1. Engine displacement. Engine displacement (total swept cylinder volume) is calculated by multiplying the cross-sectional area of the cylinder bore, in square inches, by the stroke of the piston from bottom dead center to top dead center, in inches, using the following formula: (1/2 x cylinder diameter) x (1/2 x cylinder diameter) x 3.1416 x (total piston stroke).
3.2. Expansion chamber muffler. The presence of internal pipes, baffles, etc., can be determined by disassembly of the muffler or, if this is not practical, by the insertion of a wire or probe through the exhaust outlet. Alternatively, the engine can be run with and without the muffler using a propeller that allows the engine to unload to the expected in-air rpm (normally 10% to 15% higher than takeoff rpm). If the engine gains rpm with the addition of the muffler, or will not run without the muffler, the muffler is not an expansion chamber muffler.
3.3. Fuselage depth. When fuselage depth is measured within the chord of the wing, the thickness of the wing at the point of measurement is included in fuselage depth.
3.4. Projected span. The projected span of the wing is the straight-line distance from tip to tip, disregarding dihedral.
3.5. Propeller diameter. Propeller diameter is the straight-line distance from tip to tip.
3.6. Weight. Weights specified are for the complete aircraft, ready to fly except for fuel. At least one aircraft from each heat shall be weighed immediately after the heat with any residual fuel remaining in the tank. In addition, the Contest Director (CD) may require any aircraft to be drained of fuel and weighed at any time.
3.7. Wing area. Wing area is determined by multiplying the projected wingspan by the average wing chord, including the area displaced by the fuselage but not including fillets or stall strips. On aircraft that have flaps, the wing area shall be measured with the flaps retracted.
3.8. Wing thickness. This shall be determined using a "no-go" gauge with an opening of the specified thickness. On aircraft with tapered wings, the gauge shall not "go" less than three (3) inches outboard of the wing centerline. If fillets or other obstructions prevent measurement at the three-inch point, the gauge shall not "go" past a point outboard of such obstructions.
4. Safety
4.1. General. Consideration of safety for spectators, participants, and contest personnel is of the utmost importance. Hazardous flying over the racecourse or any flying over controlled spectator areas or pits during competition is a black flag offense. Alcoholic beverages shall not be allowed in the pits or on the racecourse. Intentional hazardous flying, unsportsmanlike conduct, or consumption of alcohol during competition shall be cause for immediate disqualification from the contest.
Transmitters shall be equipped with conventional, collapsible antennas made from telescoping sections of metal tubing or an easily removable, non-collapsible antenna. Contestants shall keep their transmitter antennas collapsed or removed except when flying or preparing to fly at the starting line. Non-removable, non-collapsible antennas are prohibited.
4.2. Crowd control; protection of on-course personnel. All RC Pylon events and all other events, regardless of sanction, in which engine-powered RC model aircraft are flown in speed competition over a closed course shall be governed by the following safety procedures:
4.2.1. Every person going onto the racecourse or between the designated sideline and the racecourse (see racecourse diagram), and all officials, whether on or off the course, shall properly wear a helmet approved by OSHA, DOT, ANSI, SNELL, NOCSAE or other recognized organization that certifies safety equipment.
4.2.2. Pit and spectator areas shall be separated from the racecourse by at least the minimum distances shown on the racecourse diagram. Every person desiring to go onto the racecourse or between the designated sideline and the racecourse shall first be required to sign a "Waiver of All Claims, Release of Liabilities, and Indemnity Agreement for Radio Control Pylon Events" on a form supplied by AMA Headquarters (HQ). It is the CD's responsibility to return all of such signed waivers to HQ at the conclusion of the event.
4.2.3. A ready area should be established for pilots who have fueled and are preparing to go onto the racecourse for their next heat. The ready area shall not be closer to the racecourse than the designated sideline.
Only pilots, callers (one per pilot), starter, and assistant starter are to be permitted on the racecourse, in the locations indicated on the racecourse diagram, during the operation of any race.
4.2.4. Except for the starter and assistant starter, all judges, timers, lap counters, and other racecourse officials shall be located at least 300 feet from the nearest pylon or from the nearest line running between two pylons, as shown on the racecourse diagram.
Racing events that cannot obtain the 300-foot minimum due to the geographic restrictions at their specific race site may apply in writing to the AMA Technical Director for a waiver of the 300-foot requirement. This must be done on the Pylon Sanction Application at the time of initial sanction request. The Technical Director will consult with the District Vice President and either grant or deny the waiver. The waiver shall only be granted if all workers closer than 300 feet are protected by a barrier cage.
In addition, all participants and racecourse workers shall be briefed on the safety aspects of their involvement in the event and instructed in the proper performance of their duties and the use of all safety equipment, communications systems, and timing devices.
4.3. Absolute authority of CD. During a racing event, an unforeseen situation may arise that requires immediate controls. Therefore, the CD is authorized to initiate any special procedure he or she deems necessary to eliminate a situation that may be considered unsafe.
4.4. Authority of the Starter. The starter acts for the CD in all matters arising on the racecourse. Unless overruled by the CD, the starter's actions and decisions concerning the start, finish, and operation of each heat are final.
4.5. NMPRA cooperation. Violation of safety procedures by a contestant may result in the cancellation of NMPRA championship points earned by that contestant in the contest. Disregard of AMA event rules or safety procedures by a CD, hosting club, or racecourse official may result in the cancellation of all NMPRA championship points earned by all contestants in the contest. Any decision concerning NMPRA championship points shall be made exclusively by NMPRA and are not subject to AMA's protest procedure.
5. Challenges to Legality
5.1. Challenge by contestant. Any contestant may have another contestant's engine or aircraft inspected for compliance with the rules by posting a challenge fee of $25 cash with the CD. As soon thereafter as is practicable, the CD and at least one other person appointed by the CD shall inspect the challenged engine or aircraft. If the engine or aircraft is found to be legal, the challenge shall be dismissed and the owner of the challenged engine or aircraft shall be given the $25. If the engine or aircraft is found to be illegal, the owner shall be disqualified from the contest and the $25 shall be returned to the protester.
5.2. CD's option. At any time, the CD or the CD's designee may inspect an engine or aircraft entered in the contest without requiring the posting of a challenge fee.
6. Availability of Engines and Parts
6.1. Declaration.
6.1.1. Any person, group of persons, or business entity may declare themselves to be a manufacturer or source of commercially available engines or parts. Such a person, group, or entity does not have to fully or partially fabricate complete engines or engine parts, but must fully comply with any and all applicable quantity and availability requirements applicable to the event(s) the engine or part is qualified to be used in.
6.1.2. An acceptable declaration shall contain a list of all uniquely identifiable engine assemblies, subassemblies, or parts for each applicable competition event. The list shall contain any pertinent part, assembly, or product identification numbers plus source-approved or recommended replacement, alternative, or modified part associations. Furthermore, the declaration shall state that the listed products conform to the current AMA rules for competition events of interest.
6.2. Acceptance and publication. The declaration shall be sent to AMA Headquarters and forwarded to the Contest Board Chairperson for his or her letter of approval. If approved, a copy of the declaration and approval letter shall be sent to Model Aviation for publication and to the NMPRA.
7. General Model Aircraft Requirements
(Note: for event-specific requirements such as wing area, weight, engine displacement, etc., please refer to the individual event listings.)
7.1. Conventional design. Aircraft used in RC Pylon events shall be of conventional design with forward wing, aft horizontal stabilizer, and a single engine mounted in front. No deltas or other tailless designs shall be allowed. An aircraft shall be considered tailless if the ratio of its wingspan to its overall length is greater than 2:1. The "overall length" of the aircraft, for purposes of this measurement, is the distance from the front of the propeller to the trailing edge of the rearmost movable tail surface.
7.2. Engine shutoff.
7.2.1. Every aircraft shall be equipped with a positive means of shutting off the engine in flight. In 1/2A, this may consist of a fixed fuel pickup inside the fuel tank or some other method activated by the aircraft's attitude or by the operation of flight controls. In all events other than 1/2A, the throttle or shutoff mechanism shall be activated by a dedicated, operable servo and shall not affect the aircraft's flight path. Regardless of the method used, shutoff must occur within five (5) seconds of command.
7.2.2. A pilot whose shutoff system fails after a heat shall be given one warning. Upon a second instance of shutoff failure, the pilot shall receive a score of zero for the heat. Upon a third such instance, the pilot shall be disqualified from the contest.
7.3. Flight controls.
7.3.1. Steering: Except in 1/2A, every aircraft shall be equipped with a positive means of steering on the ground using a dedicated, operable servo(s). Aerodynamic yaw control by means of a movable rudder or "V" tail fulfills this requirement. In addition, while in flight, all aircraft shall be positively and independently controllable in pitch and roll modes using dedicated, operable servos. Mixing of control functions is permitted so long as the aircraft remains positively and independently controllable in both pitch and roll modes at all times while in flight.
7.3.2. Fuel/air mixture: There shall be no adjustment of the engine’s needle valve from the ground while the aircraft is in flight. If the engine is equipped with an RC carburetor, in-flight adjustment of the engine's fuel/air mixture by partially throttling back is permissible.
7.4. Spinner or prop nut. On all aircraft, the front end of the engine crankshaft shall be covered with a rounded spinner or safety nut. A spinner with a flat, oval, or Allen (hex) head of at least 3/16-inch diameter on the front fulfills this requirement. The use of a spinner of any size in Quickie 500 or Sport Quickie shall not be considered streamlining of the engine.
7.5. Propeller.
7.5.1. Propellers shall be fixed-pitch, with two (2) blades of equal length, area, and shape. Metal propellers are prohibited. Where wood is the material specified, the propeller shall be made from a single piece of wood. Wooden propellers may be finished with a clear coating for purposes of waterproofing or balancing only.
7.5.2. In events requiring stock, commercially available propellers, the following modifications may be made without penalty:
a. One blade may be sanded on the top (front) side only for balancing.
b. One side of the hub may be sanded for balancing.
c. The shaft hole may be enlarged, but only as much as necessary to fit the engine crankshaft. The enlarged hole shall be concentric with the original hole.
d. Edges and tips may be sanded, but only as much as necessary to remove sharp molding flash.
7.6. Airworthiness.
7.6.1. General. Materials and workmanship shall be of satisfactory standards. The CD or the CD's designee may refuse permission to fly or may disqualify any aircraft which, in his or her opinion, is not safe and airworthy in terms of materials, workmanship, radio installation, radio function, design details, or evidence of damage.
7.6.2. Repairs. Any aircraft that has been damaged after a safety inspection or has a known history of problems shall not be permitted to fly until it has been satisfactorily repaired and reinspected. Materials used for repair may come from any source. However, if a pilot chooses to completely replace a damaged wing or fuselage, the replacement wing or fuselage may come only from that pilot's alternate aircraft. In other words, a pilot may not use more than two wings or two fuselages, or both, during one contest.
8. Preflight Inspection of Aircraft
During registration, all aircraft shall undergo a safety inspection to ensure that, at a minimum, the following requirements have been complied with:
a. Push/pull rods or cables, control horns, and servo leads shall be installed in such a way that they will not become disconnected in flight. Clevises shall be physically held closed by short pieces of fuel tubing or similar material. Metal clevises shall be protected from deterioration of the threads due to vibration by means of a jam nut, thread treatment such as Loctite® or Vibra-Tite®, or a similar method. Ball-links shall be tight.
b. All screws holding the engine to the mount and the mount to the firewall shall be in place and secure.
c. The radio receiver and battery pack shall be surrounded by soft foam rubber or other vibration dampening material and adequately protected against contamination by engine exhaust, raw fuel, or fuel residue.
d. Batteries shall be of adequate capacity for the size and number of servos used. Minimum battery capacity shall be: 250 milliamp-hours (mAh) for all events except 1/2A, and 150 mAh for 1/2A.
e. Servos controlling the pitch and roll functions shall be of adequate strength for the weight and speed of the aircraft. Except in 1/2A, whenever a single servo is used to control one of these functions, it shall be designed and built to accommodate at least four mounting screws. When two or more servos are used together to control the same function, as in the case of dual aileron servos or the movable tail surfaces on a "V"-tailed aircraft, each of such servos may be of the two-screw variety.
f. Control surfaces shall be firm on the hinge line without excessive play. Safety inspectors shall be alert to the danger of excessive play whenever electronic servo throw reduction is used in combination with a mechanically inefficient linkage.
g. All screws holding the servos to the servo rails or trays and holding any trays to the airframe shall be in place and secure. Rubber grommets shall be used on all servos designed to accept them. If the heads of the servo mounting screws are small enough to pull through the grommets, washers shall be used to prevent this.
h. Servo trays, if used, shall be restrained by at least one safety screw (not turned down tight) that will prevent the tray from becoming completely dislodged if the primary mounting screws loosen in flight.
i. Pushrods shall have only one threaded end that is free to turn. The other end shall consist of a "Z" bend, an "L" bend with keeper or collar, a metal clevis that is soldered on, or a threaded ball-link that is glued or otherwise secured so that it cannot turn.
j. Wings, if removable, shall be securely attached to the fuselage with bolts or screws.
k. Wheels shall be securely attached and shall turn freely.
l. The aircraft shall be free of stress cracks and any other indications of structural damage.
9. Number of Aircraft Entered
Each pilot may enter up to two aircraft. If two are entered, both shall be inspected.
10. Aircraft Markings
10.1. Registration numbers. Registration numbers shall consist of the last two or three digits of the pilot's AMA number, preceded by a capital "N" and followed by the first letter of the pilot's last name. Alternatively, registration numbers may consist simply of the pilot’s full AMA number. Letters and numbers shall be clearly legible, at least one (1) inch high, and located either on the top of the starboard wing panel or on both sides of the fuselage, behind the wing.
10.2. Racing numbers and area letters.
10.2.1. Racing numbers and area letters may be obtained from the NMPRA Secretary. The use of these identifiers is highly recommended, but not required. The numbers are located on the upper left and lower right hand wing panel facing toward the left side, so that the number will be right-side-up when the model is in a left bank. The height of the numbers shall be at least three (3) inches. Area letters should immediately follow the racing numbers and should be at least 1/2 inch high.
10.2.2. The assigned area letters are as follows:
A - Northern California.
B - Central California, Hawaii.
C - Southern California.
D - Nevada, Utah, Arizona.
E - Oregon, Washington, Idaho, Alaska.
F - Colorado.
G - Montana, Wyoming, South Dakota, North Dakota, Nebraska, Kansas.
H, I - New Mexico, Oklahoma, Texas, Arkansas, Louisiana.
J - Maine, New Hampshire, Vermont, Massachusetts, Connecticut, Rhode Island.
K, L, M - New York, New Jersey.
P - Ohio, Pennsylvania, West Virginia.
Q, R - Maryland, Virginia, North Carolina, Delaware, Washington D.C.
S, T - Tennessee, Mississippi, Alabama, Georgia, Florida, South Carolina.
U, V - Missouri, Illinois, Indiana, Kentucky.
W - Minnesota, Wisconsin, Michigan, Iowa.
11. Advertisements
Advertising of a racing contest through any media should include the following information:
a. Event numbers of the events that will be run.
b. Airframe and engine rule variations, if any;
c. Course length and number of pylons, if different from the 3-pylon, 2-1/2-mile course;
d. Nitro content of fuel to be supplied.
e. Brand and size of propellers to be supplied, if any.
12. Test Flying
Test flying at the contest site on the day of the contest is strongly discouraged and, if allowed, shall be strictly limited. Whenever possible, the hosting club is encouraged to set aside practice time on the day before the contest so that all contestants shall have an equal chance to get the feel of the racecourse. Regardless of when test flying occurs, the following rules shall apply:
a. Each test flight shall be individually cleared in advance by the CD or other representative of the hosting club.
b. Some form of radio frequency control shall be observed.
c. Persons other than the pilots and their callers who are actually test-flying shall remain behind the designated sideline.
d. Participants shall be required to wear helmets.
e. No more than two aircraft shall be in the air at a time except during a warm-up heat for the benefit of the racecourse workers.
13. Operation of the Race
(Refer to racecourse diagram and Addendum A, Racecourse Personnel and Their Duties.)
13.1. Three pylon racecourse.
13.1.1. The standard course is triangular, with an individual lap length of 1/4 mile. Total distance traveled in 10 laps is 2-1/2 miles (13,200 feet). CDs should strive to select a course length that will produce 10-lap times between one (1) minute (a very fast pace) and two (2) minutes (a slow pace, suitable for beginners). This will depend on the rule formula selected and the reasonably anticipated speed of the aircraft. When in doubt, follow the guidelines on the chart accompanying the racecourse diagram.
13.1.2. Pylon height shall be a maximum of 20 feet and a minimum of 15 feet. pylons #2 and #3 shall be equal in height. There shall be no pilots' helpers at any of the pylons or near any judges.
13.1.3. On the sideline and looking toward #1 pylon, there shall be one chief judge plus an additional judge ("flagger") assigned to each pilot in the heat. The flaggers shall sit or stand perpendicular to the direction of the course and at least 300 feet away, unless a specific distance waiver has been granted by the Technical Director and District Vice President as described in paragraph 4.2.4. If the distance waiver is granted, the chief judge and flaggers must be seated in a protective barrier cage.
13.1.4. For the #2 pylon, there be shall a judge positioned at least 300 feet away from the #3 pylon in the direction indicated on the racecourse diagram. This is approximately a 30 degree angle from the center line of the course, but may be up to 45 degrees if space permits.
13.1.5. For the #3 pylon, there shall be a judge positioned at least 300 feet away from the #3 pylon in the direction indicated on the racecourse diagram. This is approximately a 30 degree angle from the center line of the course, but may be up to 45 degrees if space permits.
13.1.6. Lap counters and timers are to be located on the sideline and looking toward the start/finish line.
13.1.7. Each heat race begins with the aircraft stationary at or behind the start/finish line and ends when the aircraft cross the start/finish line after completing 10 laps (or 11 laps for an aircraft that has cut once). Timers' clocks shall be started with the first drop of the starter's flag. No more than four aircraft per heat are allowed. Except in 1/2A, all takeoffs shall be ROG. No mechanical device shall be used to assist in launching the aircraft. Laps shall be flown in a counterclockwise direction, with all turns to the left.
13.1.8. Engine starting time.
13.1.8.1. Pilots have a maximum of one (1) minute to start their engines and prepare for takeoff. Once the starting period has elapsed, any pilot who is not prepared for takeoff (facing #1 pylon with both hands on the transmitter) is disqualified from the
heat and shall not be allowed to fly or run his or her engine in the course area.
13.1.8.2. If determined at the pilots' meeting before the race, the heat may be started on a "go when ready" basis, that is, when all pilots and callers are ready before the starting period has elapsed. If the pilots have elected to go when ready, the starter shall check that all pilots are in position and ready to control their aircraft before giving the signal to launch. Each pilot shall confirm his or her "ready" status by a nod of the head or other agreed signal. However, the pilots are only entitled to a confirmation before the starting period has elapsed. Once the starting period has elapsed, any pilot who is not prepared for takeoff (facing #1 pylon with both hands on the transmitter) is disqualified from the heat and shall not be allowed to fly or run his or her engine in the course area.
13.1.9. Unless otherwise specified, the following starting procedure shall be used. Lane assignments shall be determined by drawing lots or by another random method at the start of each heat. The aircraft shall be flagged off the starting line in two groups, the first group being the aircraft in lanes #1 and #3 and the second group being the aircraft in lanes #2 and #4. The starter shall use two distinct motions of the starting flag to signal both groups approximately one-half (1/2) to one (1) second apart.
13.1.10. All aircraft are to be signaled the moment they break the plane ("gate") established by the #1 pylon and the flaggers' position. There will be no signals at the #2 or #3 pylons unless a pylon is cut. The judges shall use an appropriate method to notify pilots of cuts. If possible, such notification shall be simultaneous; however, it is not grounds for a refly if the pilot does not receive notification of a cut before the completion of the heat.
13.1.11. If a pylon is cut, that lap shall not be counted. In addition, a cut penalty shall be assessed for any flying over the designated sideline, pit, or spectator area or in "no-fly" zones clearly identified at a pre-race pilots' meeting. A pilot who cuts twice in the same heat shall receive a score of zero points and, if both cuts occur before the last lap, the starter shall give that pilot the black flag.
13.1.12. Pilots whose callers push off before their launch signal shall receive a cut for that heat. A blatant early push is a black flag offense. In the event of a midair or takeoff contact between aircraft, or at any other time during the heat, the starter is empowered to black-flag any pilot whose aircraft may be damaged or whose flying becomes erratic or dangerous. This decision is entirely at the discretion of the starter and is not subject to protest.
13.1.13. The starter may interrupt a heat in progress at any point if he or she believes that an unsafe condition exists. Unsafe conditions include, but are not limited to, persons or vehicles approaching the racecourse; full-scale aircraft in the area; sudden wind, rain, or lightning; or an out-of-control model. A heat that is stopped due to unsafe conditions shall be reflown at the earliest convenience of the officials and contestants, preferably before the beginning of the next round.
13.1.14. Aircraft shall not fly lower than the tops of the pylons at any time except for takeoff and landing. A pilot flying below the top of a pylon more than once in any heat (for example, below the top of #2 twice, or once below the top of #2 and once below the top of #3) shall be warned once, during or after the heat in which the low flying occurs. Another such violation in any later heat shall be cause for a black flag. Determination of low flying shall be made by the starter and is not subject to protest.
13.1.15. In the event of a dead heat, where the finish order of a heat is disputed, or timekeeping or scoring equipment failure occurs and a clear-cut decision cannot be made as to the outcome of the heat, the heat shall be declared void and rescheduled for another attempt ("refly"). The refly shall be held at the earliest convenience of the
pilots and officials, preferably by the end of the round during which the void heat was originally scheduled. All pilots who were originally scheduled to fly in the void heat and who were prepared for takeoff (facing #1 pylon with both hands on the transmitter) at the end of the engine starting period shall be called up again for the refly. Except for zeros earned as a result of not being prepared for takeoff, none of the prior scores or results from the void heat shall carry over.
13.2. Optional two-pylon racecourse.
13.2.1. The purpose of the two-pylon race course is to provide a course layout that does not require any personnel to be on the race course. All flying and judging is to be conducted from the sidelines.
13.2.2. The operation of a two-pylon race may be conducted by either of the following methods:
a. Method 1: Requires a starter, four (4) lap counters and two (2) cut judges (a minimum of seven (7) people) all located off the course. Cut judges are stationed in line with the pylons. They record cuts and relay them to the starter. Therefore, the responsibility for flying the proper distance lies solely with the pilot and his or her caller.
b. Method 2: This is the same as Method 1 except it requires flaggers for each aircraft, stationed off the race course, in line with the pylons. They signal (by flag, shutter or light) when each aircraft has passed the respective pylon and record cuts as in Method 1. This method requires a much larger number of workers including an extra communications person standing with each group of
flaggers.
14. Heat matrix
(Refer to matrix diagram.)
Note: The following instructions assume that four-plane heats will be flown. Two- or three-plane heats may be a better choice in situations where there are not many entries, not enough racecourse workers, a narrow runway, or inexperienced pilots. In any case, the number of columns in the matrix always must equal the number of airplanes per heat.
Divide the entries into four columns of separate frequencies or groups of frequencies so that each frequency appears in only one column. Column totals should be adjusted so that the number of entries in each column is as equal as possible. Pilot numbers should be assigned according to the following matrix. If a particular column has less than the indicated number, simply skip that number. Use the matrix schedule to set up the heats for each round. All pilots shall be given an equal number of opportunities to race.
15. Scoring
15.1. Points per heat. After each heat, points shall be awarded based on the order of finish. If the matrix is set up for four-plane heats, the result is four (4) points for first place, three (3) points for second place, two (2) points for third place, and one (1) point for last place. If the matrix is set up for three-plane heats, the winner receives three (3) points, second place two (2), and last place one (1) point. If the matrix is set up for two-plane heats, the winner receives two (2) points and the loser receives one (1). Zero points are awarded for a no-start (DNS), failure to complete the heat (DNF), double cut (XX), or black flag (DQ).
15.2. Adjustment of the matrix during the contest. Sometimes, attrition or other factors may result in a number of "bye" or solo heats. In such a case the CD may be tempted to rematrix the remaining entries. Remember that consistency is part of the task of racing, and depriving a contestant of an easy win when competitors are not prepared to come to the starting line alters the task. Therefore, rematrixing should only be done at the completion of a round, and even then only after a pilots' meeting to obtain the pilots' informed consent to the decision.
15.3. Ties and flyoffs. The winner of the event is the pilot who has accumulated the most points after the conclusion of all heats. If time permits, and there is no frequency conflict, ties shall be broken by a flyoff race. Otherwise, the best single race time shall be considered in determining final placings. If a prize is to be awarded for the best single race time of the event ("fast time trophy"), race times achieved during flyoff races shall be eligible for the fast time trophy. If a new national record is set during a flyoff race, the flyoff race shall be considered part of the "AMA-sanctioned competition" for purposes of paragraph 2, "Acceptance of Records", under "RECORDS" in the General Information section of this rulebook.
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