The following is a description of the event and the rules that are to be followed in conducting SWRA endorsed Mini-Reno warbird races.

Pilot Qualifications:

Pilots must show proof of being current members of the AMA or MAAC at registration. Pilots operating transmitters on the HAM band must additionally possess a current FCC license. With the exception of Novice class, all pilots must take off and fly the aircraft themselves until completion of the heat. Another pilot may land the aircraft, if desired. Unsportsmanlike conduct by a pilot, caller, or crewmember is grounds for the pilot’s disqualification from the event. Pilots, callers, and crewmembers will not be 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, in this regard, is final. The contest director and/or the SWRA race committee chairman 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.

Model Aircraft Requirements:

See the SWRA Scale Rules & Scale Judges’ Guide to determine the type of aircraft that are eligible to be flown in SWRA endorsed pylon races, (except for Novice class). Each aircraft can only be entered by a single pilot. Multiple pilots sharing the same aircraft will not be allowed. Pilots may not enter the same aircraft in multiple classes. Each pilot must certify that the aircraft entered has been previously successfully flown. Back-up aircraft do not have to be designated for a single pilot or racing class, until they are used, but the aircraft owner must certify that it has been successfully previously flown. A model must have been flown in at least one heat to be considered eligible for the Top Static score trophies. Airplanes displayed for the People’s Choice award must be the currently flown entry. The maximum (dry) weight limit for any aircraft is 18 pounds, de-fueled. The contest director reserves the right to refuse to allow the entry of any aircraft that does not, in his/her opinion, represent the intent of the SWRA event.

Engine & Wing Area Requirements:

The minimum engine displacement for single engine aircraft is .30 cubic inches for 2 stroke engines, and .40 cubic inches for 4 stroke engines. The minimum combined displacement for multi-engine aircraft is .50 cubic inches for 2 stroke engines, and .80 cubic inches for 4 stroke engines.

The maximum engine displacement for single engine aircraft is 1.20 cubic inches for 2 stroke engines, and 2.40 cubic inches 4 stroke engines. The maximum combined displacement for multi-engine aircraft is 1.80 cubic inches for 2 stroke engines, and 3.60 cubic inches for 4 stroke engines.

The maximum engine size for a particular aircraft will be determined using the wing area/engine displacement tables provided below, (except for the Novice class). Engine sizes will be allowed a 1% (.01 multiplier) fudge factor. Wankel engines are classified as 2 stroke engines. Proof of engine displacement and wing area is the responsibility of the contestant.

Mufflers or tuned pipes are required on all engines 2-Stroke and 4-stroke.

Note: Motor/muffler/propeller noise control, in the form of decibel limits and equipment requirements, may be required at specific flying sites for any endorsed race, if stated in the endorsement application and advertisements. Maximum decibel limitations may be set at the discretion of the host club and/or contest director if the limitation is in force for all competitive events at the host location. If in doubt, check with the CD before attending the event.

Scale Static Judging:

The SWRA Scale Rules & Scale Judges’ Guide section contains all scale rules by which model aircraft are to be static judged. The static judging score sheets for Outline, Color, Finish & Markings, and Craftsmanship are provided as attachments.

Safety Inspection:

The following safety criteria will be used to inspect all aircraft, (including pace planes), that are flown in SWRA endorsed pylon races. 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. Securely attached metal "C" type clips, such as those provided with Sullivan brand clevises, or clevises using a bolt and self-locking nut fastener, do not require safety tubing.
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).

(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) Look for the pilot’s AMA number on or inside the aircraft. Sometimes one pilot will loan another pilot a backup model. The correct pilot’s AMA number must be with the aircraft flown.

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.

Site and Course Requirements:

The flying site must have some method to keep spectators and vehicles behind the aircraft pit area, and away from the pilot stations and race course. SWRA endorsed events must be flown on the standard race course, consisting of two pylons, spaced 700 feet apart. The pylons are set parallel to the site’s runway, 175 feet beyond the edge of the runway that is furthest away from the pilot stations, pits, and spectator area, as shown on the standard race course layout provided as an attachment. A deadline must be established to separate the race course from the pilot, pit, and spectator areas; and typically coincides with the far edge of the runway, parallel to the line formed by the pilot stations. A start/finish line, marked on the ground in paint, chalk, or tape, is established perpendicular to the course, preferably between the #2 and #3 pilot stations. The locations of the pilot stations and lap counter positions are also shown on the attached race course layout diagram. Pylon judging locations are located off the course, and set 700 feet apart directly in line with the pylons.

Heat Size, Matrixing, & Number of Rounds Flown:

Once the registration, scale judging, and safety inspections have been completed, and the number of entries in each class are known, maximum heat sizes will be set for each class, at the contest director’s discretion, between 3 and 5 airplanes per heat. The maximum heat size must be decided before racing begins, and may not be changed thereafter. Matrixing, (determining which contestants will fly against each other in each heat), will be determined randomly as frequency conflicts permit. Racing will consist of as many rounds of heats in each class, as time will permit, over the two days of the event. Five (5) complete rounds must be flown in order to have an "official race" which will count toward the season points accumulation for SWRA members. If more than six rounds are flown over the course of the race, the lowest scoring heat for each contestant will be discarded before their final score is calculated.

Transmitter Impound:

The transmitter impound area should be identified and all contestants must impound their transmitters between heats. Transmitters should only be released when the contestant is in the back-up position to fly, unless positive controls are in place to eliminate frequency conflicts with racing aircraft.

Engine Run-up Area:

Testing of engines must be conducted within the designated engine run-up area, and must be accomplished without the use of a transmitter, once heat racing has begun, unless positive controls are in place to eliminate frequency conflicts with racing aircraft.

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 assistant flagman will signal the pace plane pilot to start the pace plane and take off. As soon as the pace plane breaks ground, the assistant flagman begins a 90-second timing device, and at the same time, announces to all pilots, "you are on the clock". Pilots and their callers then can start their engines, and have 90 seconds to get their engines running and launch their aircraft before the pace plane begins the 3 pace laps. If a contestant’s aircraft is not off the ground within the 90 seconds, the aircraft may still take off at anytime up until the air horn blows, signifying the pace plane has begun the last pace lap.

Take Off Procedures & Direction:

Contestants may take off on a first-come, first-served basis, but the flagman 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 flagman will determine what direction aircraft must use to take off. This will generally be dictated by the wind direction. If the take off direction is from right to left, the aircraft must be carried to a position on the runway beyond the left most pilot station and released from there. This is a safety procedure to help compensate for aircraft that tend to turn to the left on take off, due to engine torque and/or wind.

Heat Start Procedure:

The flagman will not start counting the three pace laps flown by the pace plane, until the 90-second engine starting period has expired, (unless all competing aircraft took off prior to the end of the 90-second period). When the pace plane crosses the start/finish line to start the pace laps, the flagman will hold two flags straight up and loudly announced "first pace lap". When the pace plane crosses the start/finish line again, the flagman will cross the two flags being held up into a "X" shape, and loudly announce "second pace lap". Competing planes are expected to fly behind and well above the pace plane during the pace laps, to avoid potential collisions with the pace plane, and to be in position for the start of the heat. As the pace plane crosses the start/finish a third time, the assistant flagman will blow a long blast on the air horn to signify the start of the last pace lap. The flagman will drop one flag and continue holding the green flag straight up, and will loudly announce "last pace lap". Pilots must insure that their aircraft do not cross the start/finish line ahead of the pace plane, and also insure that their aircraft are to the left of the start/finish line when the pace plane crosses the line to start the heat. Failure to meet this requirement is a jumped start, and results in disqualification for the heat. If the pace plane has mechanical or other difficulties that do not allow it to complete 3 full pace laps to start the heat, the flagman will blow the air horn and then begin a ten second verbal count down start. The flagman will raise the green flag, and start counting backwards from 10 in even intervals, until reaching 1. At the count of 1, the green flag will drop, and the heat will begin. Again, any competing aircraft to the right of the start/finish line at the count of 1, will be disqualified for a jumped start. Diving to the start/finish line will be considered unsafe flying, and can result in disqualification for the heat. Loops to avoid jumping the start are not permissible. Pilots who find they are about to jump the start, can execute a legal sharp left pitchout turn, and must circle back around pylon #2, allowing the other aircraft to start first.

Heat Racing Procedures:

The heat will consist of 10 laps in a racetrack pattern flown past and around each pylon pole without crossing the deadline. Pilots must also keep their aircraft above the top of the pylon poles. Pilots who barely cross the deadline (minor infraction), or who briefly drop below the top of the pylon poles, will receive one warning from the flagman or assistant flagman. Subsequent infractions 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, and the pilot may be required to demonstrate flying proficiency on the race course, before being allowed to fly on the second day. Victory rolls and other aerobatic maneuvers at any time during, or after the heat, are strictly prohibited, and are grounds for black flag disqualification for the heat. While the heat is in progress, the flagman will observe and point to the lead aircraft with the checkered flag. The assistant flagman will observe and keep track of the 2^nd and 3^rd place aircraft. Both the flagman and assistant flagman will be watchful for aircraft crossing the deadline, flying below the top of the poles, and erratic or unsafe flying.

Heat Finish Procedures:

For each competing pilot, a racing heat will be concluded when the aircraft has flown 10 consecutive laps, (5 for Novice class), and it has crossed the finish line in the air. For the last lap, aircraft must remain in the air, must be under control during the last ½ lap, and may not touch the ground prior to crossing the finish line. 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 flagman will wave the checkered flag as the lead aircraft crosses the finish line completing the 10^th lap, and will wave the checkered flag for the 2^nd, 3^rd, and 4^th place finishers as opportunity permits. 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 flagman will also obtain the heat time for each aircraft from the timing devices and record those times on the heat card.

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. Callers should advise the flagman when their pilot is ready to land, and afford the flagman an opportunity to affirm landing clearance. Landing of aircraft should be accomplished in a timely manner to expedite the event, and callers will recover aircraft. Taxiing of aircraft back to the pilot stations should not be allowed.

Heat Scoring Procedures:

The first place finisher in the heat will receive the same number of points as the number of planes in the maximum heat size in the class. Each subsequent place finisher will receive 1 less point. For example, with a four-plane maximum heat size within the class, the 1^st place finisher receives 4 points, 2^nd place will receive 3 points, 3^rd place receives 2 points, etc. Any aircraft that was unable to take off before the last lap horn sounded, 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. For bracketed race formats, any aircraft that completed the heat in less than the prescribed break out time for its class receives no (0) points.

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:

1^st place finisher with 1 cut - 1 point

2^nd place finisher with 2 cuts - 0 points

3^rd place finisher with no cuts - 4 points

4^th place finisher with no cuts - 3 points

Damaged Aircraft Procedures:

If an aircraft becomes damaged during a heat and continues flying, the flagman (or CD) may disqualify the contestant for that heat, if in their opinion, the aircraft has sustained enough damage to make flying unsafe. "Damage" includes, but is not limited to, flutter of flying surfaces, parts falling off in the air, mid-air collisions with other aircraft, and collisions with fixed objects. Once informed of disqualification, a contestant must land the aircraft immediately or face automatic disqualification from the contest.

Race Scoring Procedures:

When all rounds of racing have been completed, each pilot’s score will be tabulated to determine the overall standings for the race. SWRA Mini-Reno warbird racing applies equal weight to both the scale score, and the racing score. Since scale scores are based on 100 points for a perfect scale score (without multi-engine bonus points), racing points must be adjusted by a multiplier factor, so that a perfect racing score will also equal 100 points. The multiplier factor is arrived at by multiplying the number of rounds flown, times the points awarded for a first place finish in a heat, and dividing that total into 100. Here are a few examples:

(1) Assuming that 5 rounds were flown, and the maximum heat size was 4, multiplying 5 X 4 = 20. Then 100/20 = 5.0 (the multiplier factor).

(2) Assuming that 6 rounds were flown, and the maximum heat size was 4, multiplying 6 X 4 = 24. Then 100/24 = 4.67 (the multiplier factor).

(3)Assuming that 5 rounds were flown, and the maximum heat size was 5, multiplying 5 X 5 = 25. Then 100/25 = 4.0 (the multiplier factor).

Each pilot’s flying points for each round are first added together, and then multiplied by the appropriate multiplier factor to determine the pilot’s flying score for the race. The pilot’s flying score is then added to his/her scale score and the pilot’s total score for the race is arrived at. The highest point score in each class determines the winners. To illustrate, let’s use the following example: In this race, 5 rounds were flown, with a maximum heat size of 4 planes, resulting in a multiplier factor of 5. Contestant Ernst Jones got a scale score of 81.5 for his FW-190 ARF, and his flying points for each of the five rounds were 3, 4, 3, 2, and 4. Adding his flying points for each round totals 16 flying points. Multiplying 16 times the multiplier factor of 5 equals a flying score of 80 points. The flying score of 80 is then added to the scale score of 81.5, and Mr. Jones has a total score of 161.5 points.

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 within a racing event, the contestant should first review the rules regarding protests contained in the contest director’s guide of this manual, which are incorporated into the racing rules by reference. Please note the criteria for what can be protested, how to file a formal protest, and the time limits applied to such protests. The contest director is the only point of contact for protests.

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 the SWRA requires that 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. The SWRA further recommends, that pilots, callers, crew members, and event workers in close proximity to areas where engines are started, wear appropriate eye and hearing protection.

Season Points Accumulation Program:

Only SWRA members in good standing are eligible to participate in the yearlong season points accumulation program. The points will be accumulated for fixed bracket races only, from January 1 through December 31 each year. At the end of this season, the SWRA will provide and award trophies to the 1^st, 2^nd, and 3^rd place finishers in each of the Gold, Silver, and Bronze classes. Season points for each race are calculated separately from the total score a contestant receives at any given fixed bracket race, and are based on the contestant’s finishing position within his/her class, and the number of other contestants the member finished ahead of. This is the formula that is used to compute the season points: The total number of entrants in your class minus your finishing place, multiplied by, the total number of entrants in your class divided by 5, plus 5 points. Example: There were 20 contestants in the Silver class and you placed 4^th in Silver.

(20 - 4) X (20/5) + 5 = 69 season points

Season points are calculated and tracked by the SWRA race committee for all SWRA members.

Requests for Changing Rules:

Any SWRA member in good standing may submit a written proposal to the Executive Committee to change the rules of the SWRA. Refer to Section 2 of Article XVII (Standing Rules) of the SWRA By-Laws document in this handbook, and follow the established procedure for proposing a rule change.