6C.1 GENERAL
All flying manoeuvres must be judged bearing in mind the performance of the full size prototype. The aim of the scale flight schedule is to recreate the flight characteristics and realism of the full-size aircraft. Judges must not therefore confuse scale contests with aerobatics contests.
The errors mentioned under each manoeuvre cannot be an exhaustive list of all possible faults. They are intended to show the sort of mistakes that are likely during that manoeuvre. These errors examine each manoeuvre from three aspects:
The shape, size and technical requirements of the intended manoeuvre.
The positioning of the manoeuvre relative to the judges position or other datum.
The scale realism achieved relative to the subject aircraft.
It remains the responsibility of the judges to decide upon the importance of each error and deduct marks accordingly, always taking into account the characteristics of the full size aircraft.
Each manoeuvre must be announced prior to commencement and called on commencement by the word "NOW". All flying manoeuvres must be announced upon completion by the word "FINISHED".
The flying judges will be seated alongside the landing area in a line parallel with the wind direction. This axis will be referred to as the judges line. The Contest/Flight Line Director will be responsible for the measuring of wind direction. If, in the opinion of the Contest/Flight Line Director, the wind direction continually deviates more than 30degrees from the judges line, the judges line will be adjusted accordingly.
Unless there is a conflict with safety, the pilot should at all times be permitted to choose the direction of take-off and landing to allow for unexpected changes in wind direction. This provision will also apply to manoeuvre 6.3.7.M (Touch-and-Go) since this consists of both a landing and take-off.
Apart from the manoeuvres mentioned above, all manoeuvres must be performed parallel with the judges line such that if any part of the manoeuvre is performed behind the judges line it will score ZERO.
In the interests of safety, any manoeuvres overflying a designated area behind the judges line laid out for the protection of spectators, officials and other competitors or helpers, will score ZERO.
The height and positioning of individual manoeuvres should be proportional to that expected in a full size display typical to each prototype. Unless specified otherwise, manoeuvres that are carried out in a horizontal plane ( eg Straight Flight, Figure Eight, Triangular Circuit) should commence on a flight path that is about 60º elevation to the judges. Manoeuvres such as the Descending Circle and Spin should start at a higher elevation. Judges should down mark manoeuvres as too high, too low, too far away, or too close if they consider the positioning to be so.
After each flight, the Chief Judge will record any non-standard event that causes downgrading or loss of flight points. As examples: Missed figures, figures flown out of order, out of flight time, flying behind the Judges Line, missing dummy pilot or crash landing.
The model aircraft should stand still on the ground with the engine running without being held by the pilot or mechanic and then take-off into wind, or as required by the competitor to make best use of the take-off distance available (jet subjects). If the model aircraft is touched after the competitor calls "Now" the take-off will score zero. The take-off should be straight and the model aircraft should smoothly accelerate to a realistic speed, and then lift gently from the ground and climb at an angle consistent with that of the prototype. The take-off is completed after the model aircraft has turned 90 degrees.
If the prototype used flaps for take-off, then the model aircraft should also, but this may be subject to the competitor's judgement taking into account the wind strength. Any flapless take-off due to wind must be nominated to the judges before take-off. Flaps should be raised during the climb-out after take-off. If applicable, the landing gear should be retracted during the climb-out.
Model aircraft should make a straight and level flight of at least 100 metres length centred on the judges position.
Errors:
The model aircraft approaches in straight and level flight on a line parallel with the judges line, and then a one-quarter circle turn is made in a direction away from the judges line. This is followed by a 360-degree turn in the opposite direction, followed by a 270-degree turn in the first direction, completing the manoeuvre on the original approach line.The intersection (mid point) of the manoeuvre shall be on a line that is at right angles to the direction of entry and passes through the centre of the judges line.
6C.3.6.4 360 degree Descending Circle at Constant Low
Throttle Setting:
Commencing from straight and level flight, the model aircraft performs a gentle 360degree descending circle over the landing area, in a direction away from the judges, at a constant low throttle setting. The manoeuvre terminates at a maximum height of 6 metres, resuming straight and level flight on the same path.
6C.3.7. Optional Demonstrations:
The selection of optional manoeuvres should demonstrate the fullest possible capabilities of the aircraft subject type modelled.
The selection of manoeuvres and the order in which they are to be flown must be shown on the score sheet and given to the judges before each flight. This order must be adhered to and any manoeuvre flown out of sequence will score ZERO.
The competitor must be prepared, if required by the judges, to give evidence that the options selected are within the normal capabilities of the aircraft subject type modelled.
Whilst a competitor may choose any of the optional manoeuvres listed, the following six manoeuvres, Options A (Chandelle), N (Overshoot), R (Flight in triangular circuit), S (Flight in rectangular circuit), T (Flight in a straight line at constant height) and W (Wing Over) are intended for aircraft for which the original prototype had little or no aerobatic capability.
These are aircraft designed with limited manoeuvrability where the original prototypes of which were restricted by the manufacturer or licensing government agency.
Examples are:
Pioneer and early aircraft (pre 1915) Purpose designed reconnaissance and bomber aircraft (Note: this does not include
fighter aircraft later adapted for reconnaissance duties or fighter/bombers where the designer intended an aerobatic capability) Touring aircraft Passenger and cargo aircraft Military transports
(See 6C.3.6.11. Realism in flight/choice of options.)
From a straight and level flight the model aircraft passes the judges and then performs a 180degree climbing turn in a direction away from the judges, resuming straight and level flight on the opposite heading. The rate of climb should be commensurate with that of the prototype.
Finish 180º
B. Extend and Retract Landing Gear:
C. Extend and Retract Flaps: (Diagram and errors applicable to both manoeuvres unless stated)
Model aircraft approaches the landing area in straight and level flight at a height not exceeding 15 metres and in full view of the judges, extends the landing gear/flaps. Model aircraft then executes a 360degree turn in a direction away from the judges, and when again directly in front of the judges retracts the landing gear/flaps and climbs away in straight flight.
"Finished"
D. Dropping of Bombs or Fuel Tanks:
If bombs are carried internally, bomb-bay doors must be open and be closed after the drop.
If bombs or fuel tanks are carried externally, they must be fitted in the correct positions and in the correct manner. Dropping should be in the manner of the prototype. Dropping should be within clear view of the judges and centred on the judges position. Any special features of the manoeuvre should be declared to the judges beforehand.
Errors:
The model aircraft starts in level flight, noses up to a vertical flight path until it comes to a stop. At which point the model aircraft yaws through 180 degrees, then dives and finally recovers straight and level on a flight path in the opposite direction to the entry. Entry and exit should be at the same height. The competitor should specify whether the turn shall be to the left or right. Low powered aircraft types would be expected to execute a shallow dive at full throttle in order to pick up the necessary speed before commencing the manoeuvre.
From a straight and level flight the model aircraft pulls up into the first half of a circular loop (commensurate with the performance of the subject type), and when inverted, performs a half roll before resuming straight and level flight on the opposite track. Low powered aircraft types would be expected to commence the manoeuvre by executing a shallow dive at full throttle in order to pick up the necessary speed.
From straight flight, the model aircraft pulls up into a circular loop and resumes straight and level flight on the same heading as the entry. The throttle may be reduced at the top of the loop as appropriate to type, and opened if necessary when normal flight is resumed. Low powered aircraft types would be expected to execute a shallow dive at full throttle in order to pick up speed before commencing the loop.
Note: Whilst the loop is intended to be a circular manoeuvre, the ability of a low powered aircraft to achieve a perfect circle will be significantly less than that of a jet or high powered aerobatics machine. A slightly elongated loop by the former would therefore expect to score as well as a perfect circle achieved by the latter, but a grossly misshapen circle would be significantly down marked. This also applies to other options involving looping manoeuvres.
Errors:
Model aircraft pulls up into a circular inside loop until 45° nose down. The 45° inverted flight is held until a half roll when abeam the judges, 45° upright then held until entry height is achieved when a similar circular inside loop is flown to repeat the manoeuvre in the opposite direction. Straight and level recovery is to be at the same height as the original entry. Throttle may be closed at the top of each loop, as appropriate to subject type, and reopened during each descent. A low powered aircraft would be expected to execute a shallow dive at full throttle in order to pick up speed before commencing the manoeuvre.
Errors:
From straight flight, the model aircraft performs a half roll and when inverted performs half of a circular inside loop (commensurate with the performance of subject type), and resumes straight and level flight on a flight path opposite to that of the entry. The throttle should be closed at the inverted position, as appropriate to type, and opened when normal flight is resumed.
Judges
Errors:
From straight and level flight, the model aircraft decelerates into a stall and commences the spin through three turns and recovers to level flight on the same track as the initial flight direction. During descent the model aircraft may drift with the wind.
Errors:
From straight and level flight, the model aircraft rolls at a constant rate through one complete rotation and resumes straight and level flight on the same track. Low powered aircraft would be expected to execute a shallow dive at full throttle before the manoeuvre. Competitors should nominate any special type of roll that will be performed, eg Slow, Barrel, Snap.
Errors:
The drop should be in the manner of the prototype. For example, cargo should be dropped from a hatch or bomb bays. Man via doors, hatch or by inverting the aircraft. The model aircraft should reduce speed before commencing drop, possibly by using flaps and lowering the landing gear. If the prototype used a braking parachute in landing, the competitor may demonstrate this.
The model aircraft commences by descending from base leg, which may be either curved or straight as required by the pilot. The turn is continued through 90 degrees onto final approach. The model aircraft then lands and takes off again into wind without coming to a halt. The main wheels must roll on the ground for a minimum of five metres. Flaps will be used if applicable.
Errors:
The model aircraft commences by descending from base leg, which may be either curved or straight as required by the pilot. The turn is continued through 90 degrees onto a higher than normal landing approach on low throttle, using flaps if applicable. On reaching the centre of the landing area at a height of approximately 3 metres, power is applied to check the descent. After normal flying speed and attitude are attained the model aircraft climbs straight ahead. The aim of the manoeuvre is to simulate an aborted landing due to a higher than normal landing approach.
Errors:
The model aircraft commences the manoeuvre in level flight by reducing power on base leg, and then turns onto a higher than normal final approach that is parallel with the judges line. As the model aircraft enters the turn it starts a Sideslip by the application of opposite rudder to the direction of turn, achieving a yaw of at least 20º off track. A marked loss of height must be apparent whilst maintaining final approach speed. The aim of the Sideslip, if continued, would be to effect a landing in front of the judges. Before reaching the judges position however, the Sideslip is corrected, normal flight is resumed and the model aircraft carries out an overshoot from below 5 metres before climbing away. The purpose of this manoeuvre is to demonstrate a marked loss of height on final approach without an excessive build up of speed or the use of flap.
Errors
P and Q. Flight Function(s) Performed by Prototype
Aircraft:
A competitor may demonstrate up to two different flight functions of his own choice but must indicate to the flight judges the nature of the demonstration(s) before going to the flight line. The competitor must be prepared to supply evidence that the aircraft performed this function subject type modelled, eg crop spraying, outside loop etc.
Procedural flying manoeuvres such as procedure turn, climbing turn, descending turn, etc. are not acceptable. Mechanical options, which could be equally performed on the ground ( eg switching on and off lights), are also not allowed.
R. Flight in Triangular Circuit:
The model aircraft approaches in a straight and level flight to a point directly in front of the judges. It then turns away to track 60º away from the judges line. It then flies straight and level for a minimum of 150 metres, turns to track parallel with the judges line, flies a further minimum of 150 metres, then turns to track towards the judges and flies a further minimum of 150 metres to a position above the centre of the landing area, which completes an equilateral triangle (i.e. a triangle with sides of equal length and angles of 60°), before making a final turn to intercept the original entry track.
Judges
Errors:
S Flight in Rectangular Circuit:
The model aircraft approaches in straight level flight to a point directly in front of the judges. It then continues for a minimum of 75 metres before it turns away to track 90º from the judges line and flies straight and level for a minimum of 150 metres before turning to track parallel with the judges line for a further minimum of 75 metres. It then turns to track directly towards the judges for a minimum of 150 metres, to a point in front of the judges, before completing a final turn to intercept the original entry track. This manoeuvre describes a rectangle over the ground.
Errors:
T Flight in a Straight Line at Constant Height (Maximum
6 m):
Model aircraft approaches in straight flight at a constant height not exceeding 6 metres for a minimum distance of 100 metres, then climbs away. This is in effect a low flypast.
Errors:
U Flight in a Straight Line With One Engine Throttled:
Model aircraft approaches in straight flight at a constant height with one engine throttled, for a minimum of 100 metres, after which the engine is opened up and the model aircraft resumes normal flight. (This option is only for multi-engined subjects.
Errors:
The model aircraft approaches in straight and level flight on a line parallel with the Judges line. After passing the judges position a smooth climbing turn is commenced away from the judges. At the apex of the turn the bank should be at least 60º. The nose of the model aircraft then lowers and the bank comes off at the same rate as it went on. The turn is continued beyond 180º to cross in front of the judges with wings level before intercepting and turning on to the reciprocal of the original approach track. This completes half of the figure, which is then repeated in the opposite sense to give the full manoeuvre. Intercepting the original approach track parallel with the judges line completes the Lazy Eight. A low powered aircraft would be expected to execute a shallow dive at full throttle in order to pick up speed before commencing the manoeuvre. The figure should be symmetrical each side of the judges position.
This manoeuvre is essentially two Wingovers in opposite directions, and should be capable of being flown by most aircraft.
Errors:
The model aircraft approaches in straight and level flight on a line parallel with the Judges line. After passing the judges position a smooth climbing turn is commenced away from the judges. At the apex of the turn the bank should be at least 60º. The nose of the model aircraft then lowers and the bank comes off at the same rate as it went on. The turn is continued through 180º to recover straight and level flight at the same height and on a heading opposite to that of the entry.
A low powered aircraft would be expected to execute a shallow dive at full throttle in order to pick up speed before commencing the manoeuvre.
Errors:
Model aircraft half rolls into inverted attitude and makes a straight inverted flight of 100 metres in length, and then half rolls out of inverted attitude and resumes normal straight flight. A low powered aircraft would be expected to execute a shallow dive at full throttle in order to pick up speed before commencing the manoeuvre.
Errors:
The model approaches at a high speed in straight and level flight on a line parallel with the judges line. The model then makes a steep (in excess of 60° bank) one quarter circle turn in a direction away from the judges, without loosing height. When centred in front of the judges the model makes a half roll in the same rolling direction as the entry, again directly followed by a steep one quarter circle turn in the opposite direction, and then flies off straight and level on a line parallel with that of the entry to the manoeuvre. The manoeuvre should be smooth and continuous.
Errors:
Realism in Flight covers the entire flight performance including the way in which the model aircraft flies between manoeuvres.
Judges will allot points for Realism within the following aspects, always keeping in mind the likely characteristics of the full size subject:
Engine sound (realistic tone, tuning) K = 3
Tone relates to the character of the sound by comparison with the full size at all throttle settings.
Tuning is the smoothness of operation of the engine at all throttle settings.
The marks for engine sound should therefore be split equally between these two aspects.
Speed of the model aircraft K = 7
This should be a subjective assessment of the scale speed of the model aircraft, based on the speed of the full size aircraft (as indicated on the score sheet and documentation) judged as if it were performing a public flying display. Model aircraft invariably fly faster than scale speed and marks should be deducted accordingly. For example, a model aircraft that appears to be flying at twice scale speed should score no more than half marks, a model aircraft flying at three times scale speed, or faster, should score zero.
Smoothness of flight K = 6
The model aircraft should be well trimmed and show no signs of instability. Judges should assess the smoothness of control taking into account the prevailing weather conditions. They should also judge the attitude of the model aircraft in flight, i.e. any nose-up or nose-down tendency.
Choice of options K = 12
This final item should be discussed by all judges after completion of the flight in consultation with any claim for non-aerobatic eligibility made on the competitor's declaration form and the guidelines detailed below. The judges should attempt to arrive at an agreed score for this item.
The optional manoeuvres chosen should demonstrate the best possible flight profile of the original prototype as if it were performing a full size air display.
Some original prototypes would have little or no aerobatic capability. These are aircraft designed with limited manoeuvrability where the original prototypes of which were restricted by the manufacturer or licensing government agency. Examples are touring aircraft, passenger and cargo aircraft and heavy military transports and bombers. The optional manoeuvres listed below are included under 6.3.7. to cater for such subjects. These aircraft should still be considered for high marks in this section if the performance of the original prototype genuinely limits them to such manoeuvres. Conversely, if aircraft with greater manoeuvrability and performance choose these options when the original prototype would be capable of much more, then low marks should be awarded in this section.
A -Chandelle
N - Overshoot
R -Flight in triangular circuit
S - Flight in rectangular circuit
T -Flight in a straight line at a constant height
W -Wingover
Judges should take into account the presentation of the chosen options, awarding higher marks in this section for more ambitious manoeuvres, but taking into account the capabilities of the prototype. It is expected that most competitors should score quite highly in this section, provided appropriate flying options are chosen. A default mark of 8 is recommended, leaving a possible additional 2 marks for manoeuvres that fully demonstrates all aspects of the prototypes performance envelope.
NOTES:
Any model aircraft that flies a manoeuvre with two or more wheels down, whereas the prototype actually featured retractable landing gear the score shall be reduced by two points on that manoeuvre. If one wheel is down, the score shall be reduced by one point. If one or more wheels are only sagging during the manoeuvre, the score shall be reduced with one half or one point depending on the seriousness of the sagging.
If the pilot of the prototype is visible from the front or from the side during flight, a dummy pilot of scale size and shape shall be equally visible during flight in the model aircraft. If such a pilot is not fitted, the total flight score shall be reduced by 10%.