Nobody wants to tell anybody that they are not qualified or capable of participation in this sport. That is until someone flies into you in a mid-air collision or drives into you on the ground. Then you either let your true feelings out or you bite a hole in your tongue. The Promoters and racing organization need all the participants they can get and are hesitant in making judgments that may turn someone away. Many officials don’t feel they are “qualified” to make judgments on another person’s skills, abilities or qualifications. This is mainly because there are no hard and fast “templates” that can be used to measure a pilot’s competency. It seems to be mainly a subjective call and this opens up any official to ridicule and personal scrutiny. Lately it has slipped into an Honor System.
The USRA adresses it this way in their Common Rules:
· All aircraft must have been flown successfully prior to racing, regardless of inspection status. To complete the pre-race safety inspection, the pilot is required to certify that he or she has safely flown the aircraft in its present configuration.
· To qualify for racing, all aircraft/pilot combinations must exhibit controlled and predictable handling characteristics on the racecourse and on the ground. Erratic or unsafe flying in any stage of the event may be cause for disqualification. The Contest Director has authority to ground any pilot or airplane when conditions are deemed to be unsafe.
This basically says that all you need to do is take-off and land on the wheels (once) and then sign your name. This is a CYA for liability purposes. The second statement is a cut and paste from the early days when the aircraft actually “qualified” against the clock prior to the heat races. During the pilot's first qualification flight the officials would scrutinize the new pilots prior to heat racing. It also gave the pilots the chance at self attrition while they were up there alone. Many wiped their brand new aircraft out during the qualification/test flight. Unfortunately, they were not able to choose the spot or time and a lot of people and property were at risk.
In the early days, (Madera 1991 and Tucson 1992) I know for sure that each pilot was specifically watched during his first flight (a Qualification flight) by designated officials in order to “qualify” the pilot to race. In addition, each entry had to bring with them to each race a video tape showing that they and their crew could go through the procedures of handling, starting, flying and landing the aircraft in a safe manner. I remember making special trips out to the lakebed solely for the purpose of making that tape for each new aircraft and ensuring that it was a seamless video with no breaks to prove that it was not edited. The cameraman was instructed to be sure to get everyone’s face for identification and all sides of the aircraft to insure that it was the same airplane that was presented at the tech inspection. The tape alone does not make the pilot but the requirement may make the pilot put in a few more flights in order to make a good tape.
These tapes were reviewed during the Technical Inspection that was conducted on each aircraft at every race. Gradually the tapes were “waived” and somewhere along the line, the pilot’s qualifications were dropped except for the above statement in the rules that remains today. I have no knowledge of any pilot ever being disqualified or ruled “not qualified” to race in a Giant Scale Racing event. Email me if you know of someone. No names needed.
You would think that the pocket book of any reasonable person would dictate whether they should be taking the risks necessary to compete in this sport. However, there are some people that have more money than good sense or sense of responsibility.
I have seen on several occasions a racer “fighting” a poorly trimmed aircraft throughout an entire heat race. The pilot was too busy “racing” to make the effort needed to trim the rudder or ailerons properly. He did not have either the ability or presence of mind to make the necessary adjustment prior to the start of the race. This erratic flying puts everyone at risk and endangers persons and property. If the aircraft was incapable of being trimmed, a “MAYDAY” should have been called and the aircraft put down immediately. Nearly once during every race event, a mid-air collision occurs. This is a result of one or more pilots not “recognizing and avoiding” another. It’s easy to stand back and say “well, it’s no-one’s fault – things happen” or “That’s Racing” or “I’m too busy racing that I can’t watch out for the other guy”. This is “Bunk”! Every racer MUST recognize and avoid contact with another aircraft. If you can’t do that, you should not be racing! It is not that hard to make sure that there is “daylight” between you and other aircraft. If your depth perception is not that good, then you should keep altitude separation between you and the other guy. You should “Demonstrate” the willingness to avoid a collision rather than hold your line and fly right through the other guy. This is not a “Macho” sport. Lives and property are at stake and we must protect our record and reputation by enacting and enforcing a pro-active pilot qualification program. Of course no one can avoid "every" situation such as a racer pulling up suddenly in front of you or a racer straying over to the wrong side of the course and heading into oncoming traffic.
I have heard of pilots that were allowed to race when they had to have someone else land their plane for them. This is outrageous! This is not a beginner’s sport by any stretch of the imagination. These pilots are supposed to be the “Cream of the crop”. Pilots work toward gaining the ability to participate in Giant Scale Racing. They must develop their skills not just to be able to make a few left turns but to be able to do it under the pressure and the excitement of competition. Not just at a level that they can avoid crashing their own airplane but in a manner that they can “ensure” they do not crash and even handle emergency conditions that could pop up due to a mechanical (structural) or environmental (wind) condition. All too often you hear of a new pilot with a new airplane getting in a test flight and a trim flight (two flights) just in time for the upcoming race. This is still a little risky even with the best of pilots. But should not be practiced by newcomers. First, a race plane needs to have all the bugs worked out. Screws that are going to loosen need to be found out. Structures and new construction need to be tested in "simulated" race conditions before being put into an actual race. Overheating conditions need to be worked out. Battery consumption needs to be checked. Next, pilots need to practice and experience the entire flight envelope of the airplane which takes many laps and landings to bring them out. The pilot needs to know and experience the glide characteristics of the aircraft they are flying. They need to know their options and capabilities when an engine flames out on any part of a race course. Split second decisions need to be made to get in a position to land safely. They need to build trust in their mechanical and radio system so that they will know when something “feels” wrong so that they can recognize and act before something “goes” wrong.. And they need to plan for what they would do in as many predictable conditions as possible. These are the characteristics of a professional pilot that might qualify for the privilege of competing in a USRA race.
With these racing machines, every flight (including races) should be treated as a “test flight”. The pilot must be ready for anything to occur. Dead engine, radio malfunction or another racer’s problems in his path. This means that the pilot needs to be “Test Pilot” qualified. Any pilot of a Giant Scale Air Racer must be able to conduct their own test flights. If you need to have someone else test fly your airplane, you are not ready to compete in a Giant Scale Air Race because your first heat race in “Round #1” IS a test flight. You must be able to control any situation that could be thrown at you and do it by keeping the airplane in front of the "dead line” and keep the pits and spectators out of harm’s way. These are not the type of qualifications that you find out at the end of an event because you “got through it”. These are the qualifications that you work towards and master “prior to coming” to the event. These skills and qualifications are what it takes to become a “Rookie”. This is no place for “student” or “beginner” pilots.
Don’t get me started on alcohol and flying. Not the kind you burn in your engine either. This sport requires the keen skills, reflexes and awareness of a professional pilot and athlete. Although we are not personally “in” the airplane, the same good judgment about drinking and flying must be practiced. We find ourselves standing out in the direct sunlight for extended periods of time waiting for our heat race to start. More than a few racers and officials have succumbed to the stresses of the environment and pressures of the event resulting in physical collapse on the field. We often loose sleep while repairing or preparing our racing machines during the night. A professional pilot needs to know his limits as well as his capabilities in the interest of everyone’s safety.
You are a Professional Pilot because you are being rewarded for your efforts both through the awarded prize and through the sponsorships that you are earning. Don’t take it lightly.