1.1 Purpose
The London/Sydney Air Race 2001 is an Official Event of the Centenary of Federation of Australia. The Race is sanctioned by the General Aviation Commitee of the Federation Aeronautique Internationale (FAI). The Race is open to a range of aircraft types and consists of multiple ports of call between London (UK) and Sydney (Australia).

1.2 Aims
* To commemorate the air route (known as the Kangaroo Route) between the United Kingdom and Australia which was so significant in the early development of Australia
* To encourage general Aviation air travel
* To provide the opportunity to demonstrate piloting skills in various situations
* To bring together pilots from many countries
* To promote the aeronautical industry, and recreational flying
* To promote the Centenary of Federation of Australia
To utilise state-of-the-art technology in development of air safety and competition

2.9 Prizes, Awards, Prize Money
The Organisers shall define particular Race segments, classifications or categories of entrants for the purpose of nominating awards, prizes and the like to particular entrants on the basis of a competitor’s performance within the Race, as defined by the Organisers.

Certificates, awards and the like will be provided for:
* Overall race winners/runners-up
* All Category winners and winners of nominated Race segments
* All Race participants, major Race sponsors and major entrant sponsors
Value prizes of significance of cash and/or kind will be provided for specific winners. The extent of cash prize money will depend on numbers of entrants and Race commercial viability. Details will be advised to entrants 120 days before Race Start.

3.3 Crews - Constitution and Qualifications
The race is open to all suitably qualified pilots who hold a current private or commercial licence issued by their national authorities. Additional flying experience requirements are:

Pilot in command:
* 500 hours including 10 hours experience on type being flown for the race;
* international radio licence (for non English speaking countries);
* type rating

Second pilot:
* 200 hours including 10 hours on type flown for the race (prior to departure);
* experience in night-VFR when this type of flight is recognised by the pilot’s national authorities;
* type rating
Notes: Each entrant shall ensure that at least one of each crew has a Command Instrument Rating (or internationally recognised equivalent).

Any pilot, if not IFR rated, may act as the pilot in command only on a sector being flown under Visual Flight Rules and, consequently, in VMC. Formation flying endorsement for type is not obligatory but is desirable for at least one of the pilots of each aircraft. Any use of formation flying capability shall be strictly limited to functional Race activity and shall be at the discretion of the Race Director, who shall have particular regard to safety. Lack of such endorsement shall not preclude entrant acceptability.

Passengers are permitted to fly in the race within the limits of these Race Rules and the aircraft type certificate. Notwithstanding the above, the Organisers may approve an entry where the pilot-in-command or co-pilot is not IFR rated in circumstances where such rating is inapplicable to the particular aircraft type or where the Organisers establish specific parameters and limitations of acceptance on grounds compatible with safety, the interests of other competitors and the best interests of the Race itself.

4.4 Overflying and Landing Authorisations
The Organisers will undertake the task of obtaining authorisations to overfly and land in the countries and at the airports scheduled in this Race. Every captain will be given a copy of these authorisations and all reasonably known related procedures and restrictions prior to departure.

4.9 Customs and Immigration
The Organisers will assist entrants and their crews and passengers with procedures in the countries nominated in the Race itinerary for Customs and Immigration requirements. Notwithstanding this assistance these matters along with provision of relevant passports and visas are the responsibility of the entrant. Specifically, the entrant undertakes to provide a General Declaration or such like that authorises the aircraft and any associated equipment to move from country to country in execution of his entry.

5.4 Grounds for Disqualification
The International Jury is the only body empowered to pronounce a disqualification, or penalty, following an appeal made to it for decision. Such disqualification or penalty can result in the following cases:

* Violation of aerial rules and regulations
* Violation of these Rules
* Refusal to abide by a decision of the Race Director given in accord with Para.5.2
* Cheating or other unfair practice established by a Management Committee member and reported to the Race Director
* Failure to attend operational briefings as required
* Conduct considered by the Race Management Committee to be seriously detrimental to the race, its good standing and its operation Disqualification could involve a particular leg or legs or the whole Race. A penalty shall consist of adjustment to a competitor’s recorded times for any or all legs of the Race.

5.6 Flying Competence
At all relevant times each aircraft must be under the control of a pilot capable of executing his duties. Situations in an extended air race can occur when health and other factors of a temporary or permanent nature could mean that a statutorily qualified pilot is not able, in the opinion of the Race Director, to effectively control his aircraft. Where the Race Director believes that safety and Race participation is prejudiced, then he may refuse take-off for that aircraft. Any aggrieved pilot may appeal such decision for urgent judgment by one or more International Jurors and any decision shall be final, without grounds for further appeal, compensation and the like.

7.2 Performance Assessment
Each leg of the Race shall be scored on the ratio Gs/Vr = Ground Speed to Reference Speed. That ratio will be computed by timing each sector from liftoff to touchdown for each designated leg. The overall winner will be the crew with the highest ratio (Gs/Vr) averaged across all counted legs as defined herein. (Refer 7.7). (top of page)

7.3 Ground Speed - Reference Speed
The Ground Speed Gs is defined as being the particular leg distance for each stopover/sector divided by actual flight time from liftoff to leg finish. The Reference Speed Vr is the highest True Air Speed (TAS) published by the aircraft manufacturer in its approved manual in the following conditions:

ISA conditions
Maximum take-off weight
* Group I ^ 75% max continuous power
Singles and Twins non turbo-charged - no adjustment coefficient:
V=reference speed (Vr)
Singles turbo-charged - non pressurised - adjustment coefficient:
Vx 0.98=Vr
Single turbo-charged and pressurised - adjustment coefficient:
Vx 0.96=Vr
Twins turbo-charged - non pressurised - Vx 0.94=VR
Twins turbo-charged and pressurised - Vx 0.92=VR
* Group II ^ highest TAS as published on the maximum cruise performance data sheets without any deduction for any reason whatsoever
* Group III ^ As for Group II above
The above data will be extracted from the aircraft Flight Manual.
Note: if Vr is not shown in the Flight Manual, Vr will be interpreted as:

Vr = 3/((75/W) x V)
where V is the published TAS at power setting W closest to 75% max continuous power.
At the time of entry, or as otherwise required by the Organisers, each entrant shall provide the Organisers with:

* Official weight and balance data sheet showing the maximum take-off weight in normal use
* Extract from the engine data book showing rated power
* Engine(s) make, model and serial numbers
* All range, speed and speed/range performances data sheets at the different power setting
* Performance details of any modifications which might vary aircraft performance from that shown in the flight manual Where appropriate information is not available by way of flight manuals and/or data books, then such entrants shall provide information considered appropriate by the Organisers (top of page)

7.4 Sector Cancellation
Prior to flying a particular leg/sector the Race Director and/or his Committee may deem it appropriate, for weather and/or safety reasons, that the particular leg/sector be classified a no-race sector for all aircraft. It then becomes the responsibility of the Race Director to determine the basis under which that leg is deferred and/or under which individual pilots in command should, at their discretion, relocate to the next stopover point. Similarly, the Race Director might consider it appropriate in the interests of a large number of aircraft that a particular sector, in course of its flight, is classified a no-race sector for all aircraft. Maximum notice of such will be provided to entrants at all times. (top of page)

7.5 Scoring of Legs
In a Race comprising 30 legs/sectors there may be occasions when individual aircraft would find themselves disadvantaged by circumstances beyond their control, ie weather, causing them to take such action as prejudices their leg score. To ensure that safety is not prejudiced, that no pilot is disadvantaged and that the competitive element is maintained, then in final score assessment each entrant shall nominate two legs that will be dropped from his total score. (top of page)

7.6 Time of Reference
Time of reference throughout the race will be UTC. Take-off and leg finishing times will be those clocked by local race officials. The Race Director may impose departure slot times at compulsory stopovers. Failure to take-off inside the allowed time frame may result in taking the latest assigned take-off time as base for Gs computation or such other penalties as are prescribed herein. (top of page)

7.7. Flight Rules
Not with standing anything provided herein the Race Director may:

* Amend leg timing arrangements to suit local conditions and utilise various FAI Start/Finish options.
* Require entrants to utilise a supplied data recording device for Race measurement purposes, subject to validity testing.
* Agree to a limited number of entrants flying some or all legs of the Race on a precision flight plan basis.
* Require all entrants to fly a strictly limited number of legs on a precision-flying basis.