Rules and Regulations Governing the Rally

2025 Update: The Rally Rules and Regulations have been updated to reflect the one-leg format currently in use, changes to impound documentation requirements, and clarify applicability of Masters Class scoring.

I. RALLY DESCRIPTION

The Hayward Air Rally is a VFR cross-country flight planning and navigation proficiency competition. The rally entails planning a flight over a course consisting of one or two flight legs of approximately 250nm each. Each leg includes a starting point, mandatory checkpoints, an airborne timing line and an ending airport. A leg may include optional bonus checkpoints or timing points.

For each flight leg, each participating team submits estimates of flight time (from departure airport to timing line) and fuel consumption (from departure airport to arrival airport) prior to departing on the first leg of the day. Participants are scored based upon the accuracy of their pre-flight estimates against their actual flight performance, and identification of the visual checkpoints along the rally course.

The course is different each year, although some checkpoints (especially timing lines) are reused. The course is designed by a designated non-competing Rally Committee member and is not revealed to any participant (including others on the Rally Committee) until the briefing on the day before the Rally is flown. However, the number of flight legs and ending airport for each leg are announced when registration opens.

Importantly, while the term “race” or “racer” is frequently used in the context of the rally (mostly for historical reasons), the event is not a speed race.

II. ENTRY REQUIREMENTS

A. PILOTS:

1. The Rally is open to all certificated pilots. However,

   1. Student Pilot certificate holders must be accompanied by an appropriately-rated CFI, and the CFI will be the Pilot in Command.

   2. Recreational Pilot certificate holders must be accompanied by a CFI or a Private Pilot or higher, who will function as Pilot in Command.

   3. Sport Pilot certificate holders must have any required endorsements for the airspace to be used, typically Class D, and the aircraft flown.

2. Pilots must possess and carry with them their own

   1. Airman's certificate.

   2. Current FAA Medical Certificate or driver’s license (if operating under BasicMed), as required by the FARs.

3. Pilots must be current and operate in compliance with all applicable Federal Aviation Regulations (e.g. flight review and carrying of passengers).

4. No pilot or medical certificate is required for co-pilots or passengers, unless the co-pilot is acting as Pilot in Command as required above.

Note: Pilots are responsible for operating within the limitations of their type of pilot license and aircraft limitations in accordance with all applicable FARs.

B. AIRCRAFT

1. Allowable aircraft include Light-Sport, normal, utility, or experimental category (as defined by the FAA) civil aircraft powered by reciprocating engines with a minimum range of 400 miles plus fuel reserve as required by the FAR's.

2. Aircraft not falling in the above categories will be given special attention by the committee. The committee will notify the pilot at the close of registration as to the acceptance of these aircraft in the rally.

3. All participating aircraft must be in compliance with all applicable Federal Aviation Regulations including but not limited to current registration and inspections. Any aircraft or pilot found to be in violation of this or any other FAR, will be subject to disqualification.

4. The minimum required avionics equipment for all participating aircraft is an operable Mode C transponder, ADS-B Out and an operable two-way communications radio with 720-channel capability.

5. Aircraft using either Avgas or Jet-A may fly in the rally. Note that all Avgas fueling at rally stops is 100LL at this time. Note also that, aircraft using Jet-A may be designated as “non-compete” and be ineligible for awards. The committee will notify the pilot of a Jet-A aircraft by the close of registration as to any limitations in participation. (This ruling is dependent on FBO equipment and the ability to fairly judge Jet-A fueling accuracy.)

C. ENTRY CLASSES

1. Entry classes for the Rally are based upon navigation and fuel management equipment used during the rally, and determine the scoring formula used as described in the Scoring section.

2. Each entrant may elect Analog or Digital scoring class independently for navigation (time) and fuel scoring.

3. Equipment requirements and limitations for each class are as follows:

   1. Analog Class – Navigation:

      1. Use of VOR and ADF is permitted in the Analog Class.

      2. The use of any type of GPS, DME and/or electronic/moving map displays, whether installed or portable, is prohibited in the Analog Class.

   2. Analog Class – Fuel:

      1. The use of any type of digital fuel flow meters, fuel computers, and/or fuel totalizers, whether installed or portable, is prohibited in the Analog Class.

   3. Digital Class – Navigation:

      1. No restrictions on the navigation equipment used - The use of VOR, ADF, GPS, DME, and moving map displays is permitted. Such equipment may be either permanently installed in the aircraft, or a portable device, such as a hand-held GPS receiver, a mobile phone or tablet computer with internal or external GPS capability.

   4. Digital Class – Fuel:

      1. No restrictions on the fuel instruments used - The use of digital fuel flow meters, fuel computers, and fuel totalizers is permitted.

4. For Analog Class, prohibited instruments installed in the aircraft may be covered or temporarily disabled if allowed by the aircraft equipment and operating requirements. In many technologically advanced aircraft this may not be possible and Digital Class will be the only option for entry.

5. Each entrant must specify in which of the Classes they will compete at aircraft inspection/impound.

Entry class notes:

1. Use of an Electronic Flight Bag, portable electronic map displays or similar device is likely to require entry in the Digital Navigation Class. All Analog Class entries are strongly encouraged to have a complete set of current paper navigation charts.

2. For Analog Class, prohibited instruments installed in the aircraft will be covered and temporarily disabled for the rally, along with any other equipment the Rally Committee feels would give the user an unfair competitive advantage. Racers are encouraged to provide their own covering of prohibited instruments. At aircraft impound, the Committee will use the smallest possible amount of wax sealant to provide verification that the covers remain in place for the duration of the rally. Tampering with, or removal of, the Committee-affixed disabling covering, or the use of prohibited portable devices, during the course of the rally is grounds for disqualification.

3. The Digital Class allows (but does not require) the use of digital navigation and/or fuel equipment. The scoring rules for these classes apply regardless of whether the equipment is portable or permanently installed in the aircraft; use of portable devices with these capabilities requires entry in the Digital Class.

4. The use of a portable Attitude Heading and Reference System (AHRS) that displays GPS data requires entry in the Digital Class, unless the GPS-derived data can be covered or disabled on the display.

5. An aircraft in any entry class may optionally carry and turn on a Committee-approved and configured GPS data logger. These loggers provide no position readout. It is the responsibility of the crew to verify that the GPS data logger is turned on at or before engine start of the Rally. The GPS location and time data collected and recorded may used to assist in scoring each entrant at checkpoints along the course and the departure and arrival timing lines. The data logger must be given to the designated Rally official at the end of the Rally so that the data may be downloaded for scoring. The use of the GPS data logger is optional, but strongly encouraged by the Committee as the data can be used to improve and/or verify scores.

D. MASTERS CLASS

Any rally pilot or co-pilot who holds a pilot certificate and who has previously been awarded first place in two Rallies will become a member of the Masters Class. A rally entry will automatically be considered a Masters Class entry if the registered Pilot is a member of the Masters Class. An entry where only the co-pilot is a Masters Class member will generally not be considered a Masters Class entry, at the discretion of the rally committee.

Masters Class entrants will compete only among themselves for the Mike Halstead Excellence Trophy. Masters Class entrants must also specify their class of entry (Analog or Digital) at impound and will be scored according to the rules of that class.

Masters Class Notes: It is the intent of this rule to encourage new pilots to experience the rally, without relegating them to Masters Class competition if their co-pilot happens to be a Master. Situations where it appears this intent is being circumvented, for example, a Master flying as co-pilot in their own previously winning aircraft, will be reviewed by the committee.

III. REGISTRATION

A. ENTRY: The following forms must be completed, signed, and accompanied by all necessary fees before participation in the rally:

1. Entry application

2. Pilot and passenger liability waivers

3. Aircraft insurance declaration

Applications will be acknowledged upon receipt. The entry deadline is specified in the registration materials each year.

B. RACE/RALLY NUMBER: Each aircraft will be assigned a rally number upon acceptance of the pilot's application. The pilot will be responsible for having that number affixed to the aircraft in the manner specified in the registration materials, prior to aircraft inspection.

No protest regarding mistaken identity will be honored if your race number does not comply with the requirements regarding size, color and application.

Rally Number Notes:

1. In recent years, the rally number requirement has been to apply numbers to both sides of the vertical tail or aft portion of the fuselage, with minimum dimensions of 12 inches high and 8 inches wide, using 2 inch wide strokes, in sharply contrasting colors when compared to the basic paint design and registration number on your aircraft.

2. We use 'Race number xx' as a radio call because it is a nod to the history of the event, and the use of a 'Race Number' during the Rally is an approved FAA procedure when communicating with Air Traffic Control facilities (generally only control towers and not radar facilities) as described in the Rally Book.

3. It has been the convention to allow entrants to choose their race number, with first preference for a number given to the entrant who used it the prior year. A prior year entrant who is unable to participate, but who wishes to retain their race number for the following year, may do so with the submission of half the event entry fee.

C. INSPECTION/IMPOUND: Generally starts at 1200 PDT on the day prior to the Rally flight day. All aircraft must be parked in their assigned spot at the Hayward Executive Airport no later than 1800 PDT the day prior to the Rally flight day unless otherwise authorized by the Rally Committee. For single leg rallies, arrival and inspection early on the morning of the rally flight day is acceptable but not recommended.

Each aircraft to be flown in the rally will be inspected for race number compliance, prohibited navigation and fuel instrumentation. Any instruments installed in the aircraft that are prohibited for the class of entry must be covered so that they may not be utilized during the rally. The Rally Committee will use a small amount of wax (or similar) sealant so that the coverings may be inspected to prove that they have not been removed or tampered with prior to the termination of the rally.

Each person acting as Pilot In Command (PIC) for the rally is required to present the following documentation to complete the impound process:

• Pilot's certificate

• Current medical certificate or driver’s license (if operating under BasicMed)

Each person acting as Pilot In Command (PIC) for the rally will also be required to certify they and their aircraft are in compliance with all applicable FARs for operation in the rally (e.g. flight reviews, annual inspections, etc.) and agree to provide associated documentation to the committee upon request.

Each entrant must specify in which of the Classes they will compete at aircraft impound.

Refueling, or "topping off" fuel tanks, is not permitted after inspection without express approval from rally officials.

The committee has the right to inspect all aircraft from inspection/ impound until the posting of the rally results at the terminus of the event.

The Rally Crew Handbook (aka P.O.H.) will be posted online at the start of the impound period, and provided in hardcopy to rally crews upon completion of the impound process. The Rally Book contains all of the procedures, course data, special radio procedures, timing lines and checkpoints required to complete the Rally.

D. BRIEFING ATTENDANCE: At least one pilot from each rally crew must attend the Course and Safety Briefing typically held the afternoon prior to the Rally flight day. In recent years, briefings have been hybrid in-person/videoconference meetings and remote attendance is acceptable. A rally crew absent from the briefing may be disqualified from the event.

IV. FUELING

References to the Intermediate Airport in this section refer to the landing airport for the first leg of a two leg rally.

A. Supervision. Fueling will be performed or supervised by the pilot at all points including Hayward. UNDER PENALTY OF DISQUALIFICATION, NO FUELING MAY BE DONE AT EITHER THE INTERMEDIATE OR ENDPOINT RALLY AIRPORTS UNLESS UNDER THE OBSERVATION OF A RALLY OFFICIAL.

B. Fuel Level. The pilot will determine the proper level of fuel added to his aircraft by visual reference. No fuel measurement devices other than a simple non-calibrated fuel dipstick with a single fuel-level mark, may be used unless special permission has been given by the Rally Committee as a result of potentially unsafe weight and balance conditions, or an irregular configuration of the filler neck. Use of dip sticks or measuring tubes with multiple graduations is not permitted.

No fuel tanks may be partially filled at any time, either at the beginning or the end of the rally, unless the fuel level is even with 1) a built in marker in the tank or 2) the marked level on the dipstick. Otherwise, all tanks will be either full or empty at the beginning of the rally, and after completion of refueling all tanks on the aircraft must be in the starting configuration. An official at Hayward will inspect all aircraft and note on the fuel log that the tanks are either full, empty or even with the reduced fueling "tabs" or other factory-installed marks or a non-calibrated dip stick as described above. A copy of this log will be given to the pilot, and this form must be presented to the appropriate fueling officials before your airplane can be refueled in Intermediate and Endpoint airports.

C. Fueling Process. The pilot may position the aircraft as desired for fueling provided it is not moved from the parking space. All fueling areas will be on hard surfaced ramps. Before and during re-fueling, the pump meter must be covered until such time that the pilot is satisfied the level of the fuel in the tank is correct. When the pilot so states, the meter will be uncovered and the quantity pumped recorded. Be absolutely sure that your fuel level is correct before you notify the official to uncover the meter. No further fueling will be permitted. This rule applies to both the intermediate and endpoint airports.

D. Fueling at the Intermediate airport is mandatory in two-leg rallies. Fueling will be supervised by the pilot. After refueling, the pilot will notify or signal the rally official that he/she is ready to start the engine. The rally official will then signal the pilot when he/she can start their aircraft engine. To save fuel you will not be signaled to start engines until you can proceed directly to the run-up area.

Maximum allowable time from engine shutdown to engine start at the Intermediate airport will be ONE HOUR. In the event of mechanical problems or other difficulties which are deemed reasonable by a committee official, additional time will be allowed.

E. Once inspection and impound of the aircraft is completed at Hayward, further fueling, or "topping off" fuel tanks, is not permitted (on the day of the Rally) prior to launch without express approval from and supervision by Rally officials. Authorized Rally officials include the Rally Chair, Rally Scorer, or the Rally Starter.

F. FUEL ESTIMATE ADJUSTMENTS. Adjustments (a.k.a., a fuel vector) to the leg fuel estimate may be made prior to fueling at the intermediate and Endpoint airports. The adjustment may be for additional fuel only, not reduced fuel. The adjustment request must be declared and entered on the scoring form and given to the Rally official prior to the start of the fueling operation. Some reasons to adjust fuel may include: if you are vectored or forced to deviate from your planned route by ATC, for safety reasons, or are forced to do a go-around at the arrival airport.

V. SCORING

A. Time and Fuel: Prior to departure on Rally Flight Day, each entrant must complete the estimates portion of the scoring sheet. This includes time and fuel estimates for each leg. Time estimates are in hours, minutes and seconds. Fuel estimates are in US gallons and tenths. Each leg of the Rally is scored separately.

Time will be calculated from the take-off signal (visual or radio, as explained in the Pilot Handbook) at each departure airport to the airborne timing point designated for the leg. Fuel is necessarily calculated from startup to shutdown, on the basis of the amount pumped at each fueling stop, times a calibration correction factor.

All competing aircraft start with a score of zero points. Points are then assessed for the following areas of interest:

1. Timing

   1. Analog Class: Time errors accumulate at the rate of one point for each second different from the pre-flight estimate.

   2. Digital Class: Time errors accumulate at the rate of 1.5 points for each second different from the pre-flight estimate. Each leg score will be rounded to the nearest whole point.

   3. Each leg is scored separately, and the cumulative raw time error is totaled in the final scoring calculations. An early time error on one flight leg does not get canceled out by a late time error on the other leg.

2. Fuel

   1. All Classes: Fuel errors are scored based on a percentage error of actual fuel used vs. preflight estimated fuel required for each leg. Points are assigned whether the aircraft uses more or less fuel than estimated for each flight leg. For using more or less fuel than preflight estimate, three (3) points are assigned for each one tenth of one percent (0.1%) difference, as determined by "difference from estimate" divided by "preflight estimate". Each leg is scored separately, and the cumulative fuel error is totaled in the final scoring calculations. An under-estimate fuel error on one flight leg does not get canceled out by over-estimate fuel error on the other leg. This fuel percentage scoring method accomplishes two criteria: (1) it places a priority on fuel management; fuel is scored more heavily than time errors and (2) larger-engine, high-fuel-burn aircraft can compete fairly with smaller-engined, highly-efficient aircraft.

   2. Correction factor: We know that there are minor differences between the various fuel trucks and other pumps that we all use. To level the playing field and keep things fair, especially when multiple fuel pumps are used, we calibrate each fuel meter used in the Rally. We use a calibrated test measure just like the state and county inspectors use to verify the accuracy of every public-use fuel pump in the state. This results in a correction factor specific to each pump, and is applied to the meter reading when computing fuel scores. Once they are determined, pump correction factors are typically posted on the rally website in advance of the competition.

   3. The fuel scoring formula is therefore:

      gallons actual fuel = fuel meter reading * pump correction factor
      fuel score = 3 * (1000 * (gallons estimated fuel - gallons actual fuel) ) / gallons estimated fuel.

   4. Digital Fuel Class: The fuel score for each leg as computed above, is multiplied by 1.5. This multiplier is applied to all entrants in the Digital Fuel Class regardless of equipment installed.

   5. The result will be rounded to the nearest whole point.

3. Penalties

   1. 100 penalty points will be assessed for any aircraft not ready for engine start at Hayward. The penalty may be waived at the discretion of the committee if the delay is due to a mechanical problem with the aircraft.

   2. Penalty points (250 for each checkpoint) will be assessed for failure to pass and identify any mandatory checkpoints designated on each flight leg.

   3. 300 penalty points will be assessed if the aircraft is seen orbiting or circling, for any reason, within sight of a timing line.

   4. After passing the final timing point on each flight leg, aircraft are expected to reach the landing airport at a speed of at least 50% of their Rally cruising speed Speeds of less than 50% are subject to a 100 point penalty.

   5. Additional penalty points may be assessed at the discretion of the committee for offenses such as: violation of Temporary Flight Restrictions (TFR), violation of Class B, C or D airspace, illegible race numbers, flagrant disregard for the spirit of the rules, or flight practices resulting in hazards to other aircraft.

4. Total Score. Time, fuel, and penalty points for each leg will be added, with the lowest total points being considered the winner.

5. Other Scoring Notes:

No "time off" will be given by the tower. Every pilot is responsible for recording their own time off. Pilots are advised to consider taxi time to all points plus fuel consumed between passing the airborne timing point and landing.

B. Mandatory Checkpoints. The purpose of the mandatory checkpoints is to ensure pilots fly the same approximate route and identify distinct visual landmarks. Each checkpoint has a multiple choice question that must be answered. The checkpoint answers are not meant to deceive participants and in most instances can be easily answered by passing overhead without the need for circling. However, in the event a rally crew cannot positively identify the correct answer, circling to the left is permitted. Caution should be employed when in the vicinity of any check point. In the event that a crew is unable to identify any answer which may be correct, write down everything you observe at the check point and/or take a photograph of the checkpoint. If the Air Rally scorers can determine from your written response or photograph that you were over the correct checkpoint, credit will be awarded.

C. Bonus Checkpoints. At the discretion of the course designer, each leg may also include a bonus checkpoint. A bonus checkpoint offers the opportunity to subtract a few points. A bonus checkpoint may be a standard visual checkpoint with a multiple choice question. It may also be a latitude/longitude (potentially with no visually identifying marks) that must be approached within a specific maximum distance. It may also be an airborne timing point that must be arrived at at a predicted time. Other possible bonus types are at the discretion of the course designer and are described in the Rally Book.

D. Scoring Ties - In the event of a tie score between two or more aircraft, the lowest fuel error for the first leg will break the tie. Should a tie still exist, the lowest fuel error for the second leg will be used. Should a tie still exist the most accurate first leg time estimate shall break the tie.

E. Scoring Example - An entrant may choose different entry classes (Analog vs. Digital) for each of Navigation and Fuel, the following example assumes Analog or Digital for both Navigation and Fuel. An entrant declares the following pre-flight estimates for each flight leg:

• Estimates:

  • Leg 1- 2hr 00min 00sec and 18.0 gallons fuel.

  • Leg 2- 2hr 15min 00sec and 20.0 gallons fuel.

• Actual Performance:

  • The actual enroute times and fuel burn for this hypothetical example were:

    • Leg 1 - 01:59:30 with 17.5 gallons, 1.006 fuel correction factor, and

    • Leg 2 - 02:16:00 with 20.5 gallons, 1.010 fuel correction factor.

  • One mandatory checkpoint was missed on the second leg.

• Time Scoring:

  • Analog Class:

    • Leg 1 is 30 seconds early for 30 points

    • Leg 2 is 60 seconds late for 60 points

  • Digital Class:

    • Leg 1 is 30 seconds early for (1.5*30) = 45 points

    • Leg 2 is 60 seconds late for (1.5*60) = 90 points

• Fuel Scoring:

  • Leg 1 corrected fuel is 17.5 * 1.006 = 17.6 gallons

  • Leg 2 corrected fuel is 20.5 * 1.010 = 20.7 gallons

  • Analog:

    • Leg 1 is 0.4 gallons (2.22%) over-estimate error, worth 67 points.

    • Leg 2 is 0.7 gallons (3.5%) under-estimate error, worth 105 points.

  • Digital:

    • Leg 1 is 0.4 gallons (2.22%) over-estimate error, worth (1.5*66.6) = 100 points.

    • Leg 2 is 0.7 gallons (3.5%) under-estimate error, worth (1.5*105) = 158 points.

• Checkpoints:

  • One mandatory checkpoint missed on second leg is 250 point

• Leg Scores:

  • Analog Class:

    • Total Leg 1 (30 for time) + (67 for fuel) = 97 points

    • Total Leg 2 (60 for time) + (105 for fuel) + (250 for missed mandatory checkpoint) = 415 points

  • Digital Class:

    • Total Leg 1 (45 for time) + (100 for fuel) = 145 points

    • Total Leg 2 (90 for time) + (158 for fuel) + (250 for missed mandatory checkpoint) = 498 points

• Final Score:

• Total Cumulative Score for an analog (Navigation and Fuel) Class (97+415) entrant: 512 points

• Total Cumulative Score for a Digital (Navigation and Fuel) Class (145+498) entrant: 643 points