What I Need To Know About Flying In A Scale Contest

1. Precision Content (5 pts.): The pilot’s ability to perform the defined maneuver geometry, and when applicable, the mechanical Precision of scale operation features within a “maneuver combination”.

1.1. If the maneuver does not contain a “maneuver combination”, the Precision content of the maneuver will be entirely that of pilot skill, i.e. 5 point’s maximum.

1.2. When brief scale operations are actively deployed within an optional “maneuver combination”, the scale operation(s) Precision content will be equally divided with pilot Precision skill (or a maximum of 2.5 points each). This equal sharing of the 5 points described for total Precision which effectively shares some of the pilot Precision in maneuver geometry for a “maneuver combination” score.

1.3. Should scale operational feature(s) fail to operate or deploy in a realistic and timely manner due to either mechanical malfunction or pilot error within a “maneuver-combination”, the result will be a downgrade in the score for “Precision”. With this scoring method, a significant error occurring in only one portion of an optional “maneuver combination” may still leave the final score a combination of Placement and Realism instead of 0 as before.

1.4. Precision of Flaps, Slats, and Retracts is demonstrated by the prototypical operation and must be judged on the pilot’s Precision in the “Overall Flight Realism” score. Precision and reliability may also be further emphasized and demonstrated within a “maneuver combination” by selecting the optional “Slow Speed Dirty Inspection Pass”. Flaps, Slats, and Retracts shall not be listed with any other maneuvers for scoring as “maneuver combinations” to dilute scoring content.

2. Placement Content (2.5 pts.): Most in-flight maneuvers (including those with droppables) will optimally be placed directly in front of the judges (judges center-line) beginning on the far side of the active runway (maneuvering line). This will typically be at 0 to 50 feet beyond the far side of the defined runway area for fly-by type maneuvers, but may extend further depending on the horizontal size of the maneuver performed. (NOTE: For fly-by traffic separation and safety, Jet prototypes are encouraged to position their maneuvers to the outer regions described [50 to 100 feet beyond runway] and slower propeller driven aircraft to the inner regions [0 to 50 feet beyond runway]). There are times when the sun may be directly in front of the judges so the contestant will be allowed to offset the maneuver to either side as long as the contestant informs the judges before the flight, otherwise the judges will have to default to the judges center-line for placement.

2.1. Maneuvers with horizontal symmetry (Cuban Eight, Loop, Roll, Figure 8, etc.) should have their midpoint on the judges center-line with equal distance on each side for optimal score.

Placement content will also be divided in emphasis between the maneuver and optimum scale operation deployment position.

2.2. Some maneuvers due to their asymmetry are offset from judging center for best viewing, such as a Stall Turn or Wingover. Also the Procedure Turn is positioned in the Scale Masters Program where the initial 90 degree turn away from the runway begins before reaching judging center, and the remaining 270 degree turn starts at judging center to the left or right. (NOTE: This is identical in desired position as the start of the mandatory figure eight for optimum judging view.)

2.3. Although the Placement of a maneuver normally represents only 2.5 points content, a greater penalty deduction will be imposed in the interest of safety when maneuvers are performed unnecessarily close to the flight line (over the runway) as described in “Runway Safety and Dead line Infractions” of this Guide. Runway “Placement-critical” maneuvers will effectively have Precision and Placement content combined for needed emphasis in scoring. For all maneuvers some severe forms of Placement problems may impair the judges ability to accurately score Precision or Realism content, in which case all score contents may suffer accordingly.

2.4. Optimum Placement of bomb drops will be defined as the point of impact in front of the judges at the far side of the defined runway. When discussed with judges prior to flight, the maneuver may be performed slightly to the left or right of the judges center line for best viewing. Relative targeting accuracy for determining Optimum Placement score will be dependent on release elevation (high level versus low level bombardment), and the typical accuracy level corresponding to that prototypical mission. Parachute or empty tank drops will be scored for Optimum Placement as point of release rather than impact, since wind conditions may unpredictably affect point of landing.

2.5. The optimum Placement of flaps, slats, and retract deployment is only included in Overall Flight Realism “Continuity” unless the optional “maneuver combination” of Slow Speed Dirty Inspection Pass is also selected.

3. Realism Content (2.5 pts.): The Realism content of scoring is also described by the AMA Guide in rule 2.3, pp. 141-142. The following is added for further emphasis or definition. Realism content will also be approximately divided in emphasis between maneuver and scale operation when applicable to a “maneuver combination”. The Realism content of the score is based upon the pilots skill to perform only those maneuvers capable of the full size aircraft in a manner as if watching the prototype in actual flight. The size, shape, and speed of aerobatic maneuvers performed by a contestant should reflect the capabilities of the full size prototype. For example, it would be expected that a loop performed by a J-3 Cub would be smaller in diameter and egg-shaped compared to a P-51 Mustang if both models were of the same scale. The speed at which such maneuvers are performed should also reflect the capabilities of the prototype. Consideration should also be given to throttle position during aerobatics. In many full-scale prop driven aircraft, power must be reduced at the point of maximum altitude in a vertical maneuver before entry into the descent portion. Execution of such maneuvers by a model at a constant full throttle setting should be downgraded in Realism portion.

Consider the stability or “smoothness” aspects of each maneuver as well as the power management (throttle) expected for that specific maneuver of the model compared to its full size counterpart. Both of these considerations will be influenced by aircraft design and wind conditions. Since slow, light-weight aircraft will be much more visibly influenced by wind than fast heavier aircraft, wind conditions should be taken into account during judging.

Maneuvers should appear realistic in scale size of performance (site and conditions permitting). Attitude, bank angle and g-loading appearance through turns should be consistent with those generally observed in the full-size. With scale-size maneuvers, these prototypical attitude features are achieved through use of an optimum speed relationship to the full size aircraft.

Realism content of a “maneuver combination” will also have approximately the same emphasis between the maneuver and the accompanying scale operation feature regarding realistic motion or other intended activity displayed for Realism. For dropables, this will include the manner in which it was secured and carried in flight to point of release or the trajectory likeness to that of the full size. A particular maneuver may be downgraded for Realism content if it is apparent it exceeded the performance capabilities of its full size counterpart. Maneuvers that have been classified only for non-aerobatic aircraft will still be judged for all maneuver contents without downgrade for all aircraft. However, the “Overall Flight Realism” score may be penalized if such maneuvers were chosen as options by high performance aircraft.