The GCR and You

[John Nesbitt]

[Editor's Note: the following is a series of articles written in the Summer of 2009 by John Nesbitt, describing many functions/features of the GCR, and how our Club Racing processes work. This series was originally done in seven different threads, but for the sake of clarity I have merged them all into a single topic. As such, the reader responses may at times seem a bit disjointed; your patience in this regard is appreciated. You may also note indiciations where I edited posts; that was done solely for descriptive purposes (e.g., titles, format, etc) and no content was changed in any way. - Greg Amy]


Part 1 - SCCA Protests and Appeals

As a steward, I get to see what happens after the incident on track or measurement in Tech. I am distressed at how many SCCA drivers forfeit their rights under the GCR from not understanding the rules and process.

In particular, many drivers don't understand how the SCCA 'judicial' process works - the role of the Chief Steward, and protests and appeals.

SCCA has a 3-tier system which is fairly simple, yet committed to providing due process and review to all participants. Here are the basics.


Chief Steward's Actions

By this, I mean any official action taken by the Chief Steward. This includes all the normal executive actions at an event, as well as disciplinary actions taken as a Chief Steward's Action. (When I write 'Chief Steward', I include also the Assistant Chief Stewards, such as operating stewards, tech stewards, safety stewards etc. to whom the Chief has delegated authority.)

The Chief Steward (CS) can identify an infraction (e.g. underweight at tech or a pass under yellow) and apply a penalty by means of the Chief Steward's Action (CSA). The CS will give you a coupon from the CSA, specifying the infraction and the penalty. You will see that it has a box "Chief Steward's Action" ticked.

You can protest the CSA, or any executive action which is not specifically exempt from protest. Ask the CS for a protest form. You submit the protest to the CS, who must transmit it to the Stewards of the Meeting.

Be aware of two critical facts: first, there is a strict time limit (30 minutes) in which to protest an official's action; and, second, you cannot appeal a CSA as your first step - you must first protest it at the event.

The words 'protest' and 'appeal' are often misused, even by officials. The only recourse you have to an official's action is to protest it in a timely fashion.


Protests and Requests for Action

The second tier involves the Stewards of the Meeting (SOM) at the event. They act primarily as a first court, with the duty of enforcing rules and resolving disputes. They cannot take any part in running the event.

There are three ways in which disputes reach the SOM:
1. A driver protests an official's action, including CSA's.
2. A driver protests another driver for something they did (e.g. contact) or for a mechanical issue.
3. The CS files a Request for Action (RFA), requesting the court to investigate a participant's action. Essentially, the CS is protesting the participant.

The SOM process is identical in all cases. Again, remember that there are strict time limits in which to file a protest.

If the SOM find that you have committed an infraction, and assign you a penalty, they will give you a coupon specifying the infraction and the penalty.

The decision of the SOM is binding. However, all named parties to the action have the right of appeal. Again, there is a strict time limit in which to file your appeal.


Court of Appeals

The Court of Appeals is the third tier. Its judgments are final and cannot be protested or appealed.

Be aware that the Court will entertain only appeals of judgments from first courts. It will not accept an appeal of a CSA; you must first protest it.


More Information

You can find complete details about these actions in the GCR. You can also read a condensed version here (sections 4 and 5): http://offtotheraces.net/PortableDriversAdvisor2009-1.pdf

Process matters. Nobody likes fooling with paperwork. However, the day may come when you need to assert your rights under the GCR. If you do not understand the rules and process, you risk forfeiting your rights.

[Knestis]

That is as good a summary as I have EVER seen in 25 years + doing this game. There's a certain finality to something that the typical racer hears from the "CHIEF Steward." I think that leaves them feeling that they've done all they can do without getting Topeka involved...

K

[benspeed]

Thanks John - that was an excellent summary - the process must be followed and I expect little sympathy for the driver who doesn't understand it.

[jjjanos]

John,

A steward once told me that, unlike a civil CoA, the CoA also has the power to find violations that have nothing to do with the specific issue before it. Example - you get dinged for a PuY and appeal. The SCCA CoA looks at the evidence and upholds the protest but, in reviewing your race tape, determines that you hit the car you were overtaking and imposes a penalty for that. A civil CoA wouldn't have that option.

True or false?

[Dave Gomberg]

Jeff:

That is no longer the case. At the COA's own urging, 8.4.5.B was added to the GCR.

B. At no time shall the Court of Appeals act as a first court.

Dave

[jjjanos]

Thanks Dave!

[John Nesbitt]

(Part 2 of what seems to be turning into a serial titled 'You and the GCR'.)

Part 2 - Impound, Inspection, and Teardown

Congratulations, you are a podium finisher! Now what? GCR section 5.9.3 covers most of what you need to know.

Normally, the top 3 finishers in each class are required to report to impound. Check the supps; they may specify a different number of cars. It is the competitor's responsibility to report to impound. If you are not sure whether you are in the top 3 (or whatever), report anyway. The Chief Steward may also decide to impound cars after any session. If you are directed to impound, go there. Failure to report may result in a penalty.

Each impounded car will be inspected to ensure conformity to its class rules. Here is the relevant portion of 5.9.3.B: "Each impounded car shall be given an inspection that shall, at minimum, include verification of conformity to the minimum weight and two additional items as appropriate for the class, as determined by the Chief Technical Inspector and Chief Steward."

If your car is found underweight on first weighing, it will be immediately re-weighed twice (once in each direction). Section 5.9.4 sets out the standards and procedures for the official scales. If the car is confirmed to be underweight, this will be noted in the logbook, and the car weighed before receiving a tech sticker at its next event. Also, you are subject to penalty.

Section 5.9.3.B continues: "The Chief Steward may also order the removal of a wheel or intake choke(s) or restrictors during impound. These inspections are not subject to the fees outlined in section 5.12.2.C.5. Additional inspections may be conducted through the protest procedures outlined in section 8.3.3."

So, the tech team can measure track or ride height etc. but, if they want to measure your camshafts, for example, they must follow the procedures in 8.3.3 (Protests Against Cars) and 5.12.2.C.5 (Powers of the Chief Steward).

These teardowns (i.e. teardowns not as a result of a mechanical protest by another competitor) fall into a category called 'Chief Steward-directed teardowns'. By 'Chief Steward', we mean the Chief Steward, as well as any officials (Assistant Chief Stewards, Chief of Tech, or members of a compliance team from Topeka or Enterprises) to whom he has delegated authority. These teardowns have previously fallen into a grey area, but are defined in the 2009 GCR (see section 5.12.2.C.5).

In a nutshell, the Chief Steward may order a teardown of a car without having received a protest against the car. The concept is very similar to a mechanical protest, with the Chief Steward essentially protesting the car. If the car is found compliant, the race organizers (i.e. the Region) must stand the cost of disassembly, inspection, and reassembly. The race organizers must approve the teardown bond before disassembly can begin. Two spec classes, FE (9.1.1.A.5.19) and SRF (9.1.9.C.20), have specific teardown rules which are consistent with the general rule.

If the Chief Steward orders a teardown of your car you must permit it, keeping in mind your rights in the event that your car is found compliant. Insist that a proper bond first be established, and approved in writing by the race organizers. Refusal to permit a teardown will attract an automatic penalty of disqualification, a 6-month suspension, and a $250 fine.

These rules apply to all Chief Steward-directed teardowns at an event, whether post-race, after a qualifying session, or at any other time. Remember that they apply to national and regional races only. The Runoffs have different teardown rules, as do SCCA Pro races.

[John Nesbitt]

(Part 3 of 'You and the GCR')

Part 3 - SCCA Penalties

Here is an FAQ around the SCCA penalty process. It will be of only academic interest to most drivers, who never meet a steward in any official capacity during the course of their racing careers. The rest of you (and you know who you are) might find this informative.

Penalties aren't (or shouldn't be) handed out capriciously. They happen in a context. They are triggered by an infraction of the rules, are applied following a defined process, are (usually) applied in proportion to the offence, and are subject to review.


Who can be penalized?

Any member who participates at an event, whether as driver, entrant, crew member, spectator, or official, can be penalized. In addition, drivers and entrants are fully responsible for the conduct of their crew members [2.2.3]. I have sat on courts which have penalized drivers for the actions of their crew. Also, anyone who signs a minor waiver is held responsible for the minor's behavior [2.2.4].

By signing an entry form or applying for a license (including a crew license), you agree to be bound by the GCR [4.1.1].


What can be penalized?

The short answer is: any breach of the rules. The rules include the GCR and the event supps (which can specify modified or additional penalties). The GCR is basically 600 pages of rules, and any infraction of these can be penalized.

Aside from compliance issues, most penalties involve infractions of the rules of the road [6.8.1] and the flag rules [6.11.2]. There are also umbrella rules of behavior (unsportsmanlike conduct etc.) [2.1].


Who can assign a penalty?

At an event, there are two groups which can assign penalties. The first is the Chief Steward (CS) and any Assistant Chief Stewards to whom the CS has delegated authority [5.12.2.B/C]. The second is the Stewards of the Meeting (SOM), the court which enforces compliance with the rules [5.12.1.A].


What is the process for assigning a penalty?

The Chief Steward assigns a penalty via a Chief Stewards Action (CSA) after observing an infraction. The offender receives a notice form, and can protest the penalty (see below) and possibly have it reversed. An exception to this is when the CS orders a Black Flag penalty during a session (typically for a jumped start). This, too, can be protested, but has an immediate effect on the race itself. For this reason, stewards are usually reluctant to penalize someone while the race is on, preferring to assign a penalty after the race.

The SOM assign penalties following the hearing of a protest or a Request for Action (RFA) from the CS. Again, the offender receives a written notice specifying the offence and the penalty. This can be appealed.

The CS has complete discretion in deciding whether to act via a CSA or an RFA. In most cases, the CS will use a CSA, since this permits two levels of review of the penalty. However, the CS may well use an RFA in more complex or more serious cases. Also, the SOM has the power to assign harsher penalties than does the CS.

When choosing a penalty, stewards are given a fair amount of discretion, subject to review. For common infractions, there is a set of guidelines (see below) which stewards typically follow. For unusual or serious infractions, stewards try to assign a penalty commensurate with the offence.


What recourse do I have if I am penalized?

The SCCA provides a process to review all penalties, both at the track and beyond the event.

If you are penalized by a Chief Steward's Action, you have the right to protest the action. You must file your protest within 30 minutes of being notified of the action. The SOM will hold a hearing and may uphold the penalty, overturn it, or modify it.

If you are dissatisfied with the judgment of the SOM on a protest or RFA to which you are a named party, you have the right to appeal the court's decision. Normally, you have 10 days in which to file your appeal, but there are exceptions [8.4.8].


Can officials be penalized?

Yes. Officials are subject to the all the rules applicable to every participant, including the general behavior rules in GCR 2.1, which can be the basis of a protest and penalty.

Beyond any actions at an event, officials (and drivers) can be subject to an officials (or drivers) review. This is a special court convened by the Division's Executive Steward to examine the behavior of an official (or driver). It functions in a manner very similar to an SOM, and can impose all the normal penalties, as well as revoke licenses. Its judgment can be appealed.


What are the Recommended Minimum Penalty Guidelines?

These are a set of guidelines for assigning penalties. They were established by the Executive Stewards of all SCCA Divisions, and are used throughout SCCA Club Racing. The purpose of the Guidelines is to normalize outcomes for common infractions, “... so that all participants will have an expectation of what we will do in common situations."

The Guidelines have not been widely publicized, but neither are they secret. Copies are posted on the websites of several Divisions. Here is a link to one of them: http://sedivracing.org/2009Minimum-StandardPenalty.pdf.

The Guidelines are not part of the GCR nor of any event supps. In my experience, almost every steward brings a copy to races, and consults them when assigning penalties. Note the words 'minimum' and 'guidelines' in the title.

They have been in existence for several years. The Court of Appeals has referred to them in rulings. There are several instances where the Court has reduced a penalty to bring it into line with the Guidelines, but none where it has increased a penalty explicitly to conform to the Guidelines.

The Court has affirmed that they are guidelines, not rules, and has deferred to the SOM as having a better understanding of the particulars of a specific case when assigning a penalty.

So what does this mean for you? For most, it means nothing since most drivers never get penalized. For those who do get penalized, it means that, for example, a pass under yellow would tend to attract a similar penalty wherever it happens. I would read them as meaning, "If you commit this infraction, don't be surprised if you receive this penalty."

In some broader sense, the Guidelines represent an effort to produce a uniform set of outcomes, and to discourage pockets of local practice or arbitrary penalties.

[mlytle]

not an scca event, but there could have been some penalties here!
http://www.vimeo.com/5838617

[StephenB]

I would argue pass number 1 and 2 are both legit and no penalty should be incurred. The flag station is well past the turn in and the pass apears to be made before the apex/flag station. The 3rd pass however is definetly in violation since the entire area from the start finish line through the turn in and up to the waving yellow flag. I have never raced at Summit and maybe the station is before turn in and the video makes it appear to be closer to the apex :shrug:

Just my take on it, I wouldn't try to make the move though... to risky to argue that in front of the stewards.

Stephen

[itmanta]

I would suggest that the bigger question is why they did not get the dead car off track sooner. They should have thrown a full course caution and sent out the tow truck right away. I did not like the position of the disabled car at all.

[jjjanos]

I would suggest that the bigger question is why they did not get the dead car off track sooner. They should have thrown a full course caution and sent out the tow truck right away. I did not like the position of the disabled car at all.

Because the disabled car is not on course. It is in the grass. For me the bigger question is why they moved it at all. One lap standing yellow and let the folks race. The car was in a low probability impact zone and putting an EV out there with people only increases the likelihood of someone getting injured.

Why the standing yellow at S/F? There's no incident between S/F and Turn 1. That particular incident was half-way to turn 3! They've shutdown 20% of the course for a freaking hot pull in the grass.

Why the waving at turn 1? Waving denotes a condition that warrants extreme caution. Unneeded escalation of the flag condition teaches drivers to ignore the flags.

I recognize that each sanctioning body has its own rules, but those two flags conveyed incorrect information to the drivers. And that's all a flag is... information. It doesn't protect flaggers or EV volunteers.

What can be more simple than:
Waving = paving. Something is on the pavement that will damage your car. You may need to adjust your line. Use extreme caution.
Standing = grass. Keep your car on the road and everybody will be OK. Use caution.

[mlytle]

this was not an scca event.

i suspect the yellow at s/f and waving yellow at t1 were because so many folks had blown off the yellow at T1 already. i would much rather have that than a full course or black flag.

the car off was kinda right after track out for t2. i have seen cars go off there and run up the grass right where the car was parked. good call getting it out of the way.

[jjjanos]

i suspect the yellow at s/f and waving yellow at t1 were because so many folks had blown off the yellow at T1 already. i would much rather have that than a full course or black flag.

How'd that work out for them? Based on the video, not so good. As a flagger, I'm against things like this. I display the flags and it's up to the drivers to obey/show situational awareness. One or two cars blowing the flag, OK.. we'll let the stewards handle it. Widespread ADD... I'm going with "Control this is 1. The driver's are ignoring my standing yellow and over-driving the course condition. I would like a FCY." Most stewards will toss the FCY for a request like that, especially if they know the flagger.

As a driver, I'm OK with that. Give me the opportunity to race until we collectively misbehave.


the car off was kinda right after track out for t2. i have seen cars go off there and run up the grass right where the car was parked. good call getting it out of the way.


"Control, we can leave the car there, nobody ever goes off there." - Anonymous SP flagger for a car sitting on the berm between turn 8 station and registration building. (Back in the corner where the woods start)

"Control this is 8. We just had an unknown car go off driver's right and impact the car on the berm. We'll need a second tiltbed." -Anonymous SP flagger about 45 second later.

"There's no safe place at a race track." - S. Wantland

There are varying degrees of comfort. I've spent many weekends flagging T1/T2 and wouldn't have asked for a hot tow for that car. IMO, the increased risk of having an EV with vols exposed outweighs the risk of someone hitting that car. YMMV.

[John Nesbitt]

(Part 4 of a series, 'You and the GCR')

Part 4 - Signals

Or, But I thought you meant ...

There are very limited means of signalling to/between drivers. It is therefore important to remember what signals are prescribed by the GCR, and to not confuse matters. Let's review GCR-mandated signals.

Official to Driver Signals

1. Flags

Flags are the only means that officials have to communicate with drivers on track. The flag meanings are set out in GCR 6.11. Please note the injunction, "They shall be obeyed immediately and without question."

Please note also GCR 5.5.4.B: "The yellow flag shall be displayed when a corner worker or other personnel move to a less protected or unprotected area." Whenever you see a yellow flag (standing or waving), proceed on the assumption that one or more workers are in an unprotected location.

If signals lights are used as a supplement to flags, the event supps will describe their usage [6.11.3].

2. GCR-Mandated Signals

On the grid, you will receive signals at the 5-minute and 1-minute marks. At 1 minute, crews must clear the grid and cars not in position start from the back [6.1.2.F].

If the field is not properly formed, the Starter will wave off the start by "... by making no flag movements whatsoever, and at the same time shake his or her head in a negative manner, to indicate that a start shall not take place. This will inform the drivers to proceed on another pace lap. Drivers will raise one hand to indicate that the start is aborted." [6.2.2.H].

3. Common Practice

Flaggers may indicate by hand signals that drivers should traverse an incident scene on one side of the road or the other. This will always be done in combination with the appropriate flags, which are the official signals.

Also, if you go off-course, flaggers will, if possible, give you hand signals to help you safely re-enter the course. This is not mandated by the GCR, and these signals do not absolve you of your responsibility to drive safely.


Driver to Driver Signals

1. Mandated Hand Signals (GCR 6.8.2)

"A. Before entering the pits from the course, the driver should signal by raising an arm.
B. An overtaken driver shall point to the side on which an overtaking driver should pass.
C. The driver of a stalled car shall raise both arms to indicate that he or she shall not move until the course is clear."

2. Full Course Yellow (GCR 6.3.2)

"Drivers of cars that are disabled or cannot keep the pace should not hold up the field. These drivers shall signal that their vehicle is disabled by raising an arm, pulling to the side of the course, and staying well off the racing line. Other drivers may safely pass the signaling vehicle."


And that's it.


Unfortunately, we do see other signals which confuse more than they help.

1. Flaggers showing a waving yellow for an incident off-track.

This is a well-meant gesture, usually done for an incident close to the track or a more serious incident. It is bad practice because it dilutes the proper message, "Waving on the paving; standing on the grass", and induces drivers to start discounting the waving yellow.

I don't buy the argument that the waving yellow (or any flag) is to 'protect' the workers. A flag doesn't protect anyone; it informs.

The emergency workers and flaggers are protected when we - the drivers - first, see the flag; and, second, obey it. The onus is on the driver to see and obey. A driver causing a second incident in a yellow flag zone can expect no mercy from the SOM.

2. Drivers who start waving their arms in crisis situations.

Forgive me, but that is what they do. I have witness statements and videos. Typically, this happens under a yellow, when one driver is trying to draw other drivers' attention to the flag. As often as not, the following driver (who has already seen the yellow) interprets it as a point by, and passes. This unexpected move simply compounds the danger inherent in whatever triggered the yellow and exposes the passing driver to penalty.

Sometimes a driver will start waving to warn following drivers about an incident immediately in front on the road. Again, the following driver will (should) have seen the incident and/or flag. The driver doing the waving is merely distracting himself from the task at hand, which is to safely navigate the incident zone.


The bottom line is, don't make signals to other drivers except as set out in the GCR.


Tune in again soon for our next episode, 'Mechanical Protests'.

[Greg Amy]

Sometimes a driver will start waving to warn following drivers about an incident immediately in front on the road. Again, the following driver will (should) have seen the incident and/or flag. The driver doing the waving is merely distracting himself from the task at hand, which is to safely navigate the incident zone.
John, I'm going to disagree with you on this one. While I agree with your characterization of "should have seen the incident and/or flag", we both know that's not always the case. There have been numerous times when someone has been tucked up under my ass (drafting, setting up for a pass, in formation toward the green flag) where a vigorous wave has gotten the attention of the passing driver to the situation at hand. In fact, in our driver's schools we actually teach drivers to wave during a race-start-wave-off.

Case in point, last weekend's crash at LRP. Had the leading driver waved vigorously to catch the attention of the trailing driver (assuming the leading driver had the clock cycles and car control availability to make that happen), I have zero doubt that this situation could have turned out differently.

Nope I strongly disagree, and should I be placed in that situation again I will most certainly warn the driver behind me of a dramatically changing situation via a vigorous hand/arm wave. If the trailing driver misinterprets a vigorous wave back-and-forth as a point-by, well, not my problem as it's obvious that person has totally lost situational awareness, and nothing else I could have done would have improved it...

Greg Amy


P.S., Nicely-done series. Looking forward to the next one(s). Please do consider combining all these into a PDF doc for future downloads.

[spnkzss]

John, I'm going to disagree with you on this one. While I agree with your characterization of "should have seen the incident and/or flag", we both know that's not always the case. There have been numerous times when someone has been tucked up under my ass (drafting, setting up for a pass, in formation toward the green flag) where a vigorous wave has gotten the attention of the passing driver to the situation at hand. In fact, in our driver's schools we actually teach drivers to wave during a race-start-wave-off.

Case in point, last weekend's crash at LRP. Had the leading driver waved vigorously to catch the attention of the trailing driver (assuming the leading driver had the clock cycles and car control availability to make that happen), I have zero doubt that this situation could have turned out differently.

Nope I strongly disagree, and should I be placed in that situation again I will most certainly warn the driver behind me of a dramatically changing situation via a vigorous hand/arm wave. If the trailing driver misinterprets a vigorous wave back-and-forth as a point-by, well, not my problem as it's obvious that person has totally lost situational awareness, and nothing else I could have done would have improved it...

Greg Amy


P.S., Nicely-done series. Looking forward to the next one(s). Please do consider combining all these into a PDF doc for future downloads.

+1 on everything tGA said, including the PDF doc. That would be great to hand out at a driver's school.

[John Nesbitt]

John, I'm going to disagree with you on this one. While I agree with your characterization of "should have seen the incident and/or flag", we both know that's not always the case. There have been numerous times when someone has been tucked up under my ass (drafting, setting up for a pass, in formation toward the green flag) where a vigorous wave has gotten the attention of the passing driver to the situation at hand. In fact, in our driver's schools we actually teach drivers to wave during a race-start-wave-off.



Greg,

I recognize that there are two sides to this. As a steward, perhaps I tend to see the bad outcomes from misplaced signals.

On waved-off starts, the GCR requires a hand signal (see corrected original post - I dropped a sentence).

John

[Racerlinn]

John, agree that this has been a great series.
But...also have to disagree about in-car hand signal. I have had two distinct instances in the past couple years where my vigorous in-car hand waving (with my right hand) has kept a following car from plowing me. Both involved following cars tucked up close, once being a spinning car directly in front of me and the second when I missed a shift. After both races, the following driver told me he appreciated the warning.
A point-by is much different from a vigorous wave.

[pballance]

Thanks John for the reminders, I know I can use them.

As a relatively new driver I was taught, and continue to use the raised arm to indicate to the cars behind me that I am suddenly slowing. Whether this is for a yellow flag, waving or standing, that I have observed, or a mechanical condition of my car. Am I wrong to do so?
For me, it is good common sense and I have had other drivers do the same as I approach them. It is different than a point by and easily understood by the following car if they see the raised hand.

FWIW I had 6 lanes of interstate lit up by brake lights Tuesday afternoon as people dropped from 75+ to dead stop for a tractor trailer on fire on the median wall. Not only did I check my mirrors and leave myself an escape path I realized, after coming to a stop, I had raised my hand to alert the drivers behind me. I feel much safer on track than with the idiots I normally commute with.

Paul

[shwah]

How do we set up a bump draft without driver hand signals?:p

[John Nesbitt]

(Part 5 in the series, 'Your Friend, the GCR')

Part 5 - Mechanical Protests

Here is an FAQ around mechanical protests. Mechanicals are sort of obscure, partly because the process is seen as being very complex, and partly because they can entail a large bond. Thus, drivers tend to stay away from them. Actually, from the driver's point of view, the process is fairly straightforward.

1. Who can protest, and what can be protested?

Only drivers and entrants may file a mechanical protest [8.3.3]. An official cannot. However, the Chief Steward can order a teardown without receiving a protest, and this process is essentially the same as a protest, with the organizing Region responsible for the bond [5.12.2.C.5].

You can protest any component of a car which is defined in the class rules or spec lines. A protest must specify "... which sections of the GCR or other applicable rules are alleged to have been violated ..." [8.3.2].


2. How do I file a protest?

Fill in a standard SCCA protest form (available from the Chief Steward or downloadable from scca.com).

Specify in detail which rules and/or spec lines have been violated. Deliver the protest and protest fee to the Chief Steward, or an Assistant Chief Steward, within the protest time window. A mechanical must be filed "... no later than one hour before the start of the race ..." [8.3.2.B.1]. The Chief Steward must transmit the protest to the SOM. The SOM may relax the time limit in exceptional cases.

The Chairman of the SOM may ask you to clarify your protest or to make it more specific. The Chairman's objective in doing this is to make very clear what is at issue, and how it will be measured, with reference to the relevant rule and/or shop manual.


3. Why can't I just mention my suspicions to Tech, and have them take care of it?

Well, they are your suspicions, aren't they? You should be willing to back them up.

The GCR makes it clear that enforcing the rules is a joint responsibility among the officials and the entrants/drivers. If you believe that a competitor's car is non-compliant, the GCR provides you a means to test that belief.


4. Why post a bond, and why is it so large?

Depending on the component(s) protested, inspection may require disassembly of the car. The disassembly, inspection, and reassembly (i.e. to restore the car to pre-inspection state) may entail considerable work, third-party expense (for shipping, inspection services etc.), and consumables. These all cost something. The bond is intended to cover this cost, and the process determines whether the protestor or protestee must bear the cost.

The size of the bond will vary according to the expense entailed in resolving the protest. So, verifying an engine casting number or shock absorber model number may require no bond, but verifying camshafts may require a considerable bond.

The SOM will establish the bond, after consulting with the protestor, the protestee, the Chief of Tech, and any experts deemed useful. In addition, the SOM will determine the local prevailing shop rate, and will consult the SCCA Labor Rate Guide for standard times for common actions. The protestor must post the established bond, in cash or by check. The protestee may be required to sign a repair order if some of the work is to be done by a commercial shop.

SCCA Club Racing offers a verification service for protested components. It requires a complete description of the car/engine and a known stock example of the part in question. The cost of the inspection is set according to the SCCA Labor Rate Guide.

For a lengthy list of inspections (e.g. requiring complete disassembly of the engine), the protestor and SOM may collect the various items into logical groups and assign a portion of the bond to each group. The inspections would then be done in order by group.

The difficult part of this process is ensuring that the protest, as written, can be resolved according to the class/car rules, and establishing the correct bond. Both these often require discussions with the protestor and protestee.


5. Why require a bond at all?

This is a philosophical question, and may have no 'right' answer.

The answer that we have chosen in SCCA is that an inspection can entail significant costs, which must be covered by someone. It is fair that the losing party cover the costs.

As a practical matter, requiring a bond discourages frivolous or malicious protests, which can be a major inconvenience for the protestee. By having to 'put your money where your mouth is', the protestor is required to have something at stake.


6. How does the teardown/inspection work?

Once the SOM accept a mechanical protest, their first step is to take custody of the protested car. This doesn't necessarily mean pulling it into the Tech shed. It does mean assigning a custodian (a member of the SOM or a Tech person) to watch the car, and to preserve the integrity of the protested component(s). The crew can work on the car, and the team race it; they just can't work on the protested component(s).

The SOM will select a technician to perform the inspection, often a member of the Tech team. The Chairman will consult the protestor and protestee during the selection process, and attempt to find a candidate acceptable to all parties.

Once the bond is posted, the inspection begins. Refusal to allow inspection of a protested car will attract an immediate automatic penalty [8.3.3.C, 7.4.E].

If the car is found compliant, the protestor forfeits the bond.

If a component fails a measurement, the team will repeat the measurement in the presence of the protestee. The protestee will be asked for an explanation of the failed measurement.

If the inspection reveals non-compliant parts not specified in the protest, the protest is not affected. The non-compliant parts are referred to the Chief Steward, who will act on them as if they were found in a normal post-race inspection.

If the inspection (and bond) has been segmented into logical groupings, the protestor has the option of halting the inspection at the completion of each group.

Obviously, if the inspection requires shipping parts off-site for measurement, the inspection process will continue past the end of the weekend. Events still unfold in the same order, though.


7. What happens next?

The SOM will hold a standard hearing. The protestor and protestee will be heard, and can produce witnesses and evidence. "In the event a car is found in non-compliance, a claim that the non-compliant item(s) offer no performance advantage shall have no influence on any ruling." [8.3.3] If the court finds the car non-compliant, it can assign the normal penalties, subject to appeal. In addition, the court will order logbook entries related to the non-compliant parts discovered.

The bond is sent to the Manager of Club Racing for distribution after the end of the appeals period. All evidence and testimony is sent to Topeka, in case of appeal. Non-compliant parts are impounded in the custody of the Chairman, pending appeal.



So, a mechanical protest follows much the same process flow as a protest against a person, with some added steps necessary to deal with manipulating cars and components. The underlying principle is the same: to provide an impartial forum in which to resolve disagreements and to enforce rules, with a set process, and a means of appealing the decision taken at the track.

[JLawton]

John,

These are great posts. Very informative!!


A couple of suggestions for a protester (coming from experience):

- Get a group together to spread the financial impact
- Protest EVERYTHING (if you're looking at the engine). Not to be a pain, but if you think it might be a cam, protest the pistons, the head, etc. You may have been wrong on where you thought the power was coming from so there's a better chance of getting a positive outcome. You only need one item deemed illegal to win the protest, not all of them.
- Don't be surprised if you get a little push back from the stewards for filing. It is a BIG PIA for them.




Has anyone seen a steward order a tear down without receiving a protest?

.

[Andy Bettencourt]

Has anyone seen a steward order a tear down without receiving a protest?

.

Is this even within thier scope?

[dickita15]

Well there was this time a couple of years ago in So Cal with Miatas having headsshipped to Topeka but it almost started a congressional investigation. Any steward who knows the story would likely not make the same mistakes.

[Greg Amy]

Is this even within thier scope?
Yes. But by doing so the Region would be liable for any expense(s) of the tear-down if the car were found legal.

There are special cases, such as the Runoffs and the ARRC, where it is specified in the supps that cars will be torn down at the competitors' own expense, but they are rare. This is why most post-race inspections ordered by the Tech Steward are purely of a non-destructive nature (e.g., weighing, open hoods, track, wheel width, boroscope, Whistler, etc).

Best to accept that if you want to see the inside of a competitor's engine, yer gonna have ta crack open your wallet. - GA

[shwah]

It would be cool if someone that had the ability made these threads sticky somewhere. They, and the ensuing discussions are a nice resource.

[Greg Amy]

It would be cool if someone that had the ability made these threads sticky somewhere. They, and the ensuing discussions are a nice resource.
Good idea.

Poof.

[JohnRW]

Best to accept that if you want to see the inside of a competitor's engine, yer gonna have ta crack open your wallet.


Even if you crack open that wallet...and the motor does get opened...you're not likely to see it or get any useful info, other a "compliant" or a "not compliant" verdict.

You can use a teardown as a fishing expedition, but you will not be allowed to eat the fish.

[John Nesbitt]

(Part 6 of 'You and the GCR'. With thanks to John Haydon for suggesting the topic.)

Part 6 - Your Car and Equipment

The GCR contains over 400 pages of rules and specs for cars and equipment, and there is no point in regurgitating them here. Instead, this is a highly-selective list of items from 9.2/9.3 which have tripped people up at annual tech or at the track.


Documentation

Your car's logbook requires photographs of the car, and should record changes of ownership (i.e. you should be listed as the current owner) [9.2.1.C].

If your car is subject to homologation (formula and sports racers registered after 1983), remember that it is homologated by class. If you choose to convert it to another class (e.g. FC to FB), it must be homologated into the new class, following the rules in the current GCR, not the year of original manufacture [9.2.2].


Flying Objects
Are the following items fastened securely: ballast [9.3.8], batteries [9.3.9], body panels [9.3.10], cameras [9.3.12]?


Fire Safety
Review 9.3.22. You can't test-fire the fire system, but are the lines and nozzles clean, clear, not rusted? Do you have holes in the firewall or floor? "Firewall and floor shall prevent the passage of flame and debris into the driver’s compartment." [9.3.23]


Roll Cage
We still encounter cars which do not have the current standard side tubes installed. "Two side tubes connecting the front and main hoops across both door openings are mandatory." [9.4.D] Remember that we no longer give waivers on safety items.


Driver Safety Gear

"Arm restraints shall not be worn in a manner which limits the ability of the driver to provide visible signals to other competitors while on track" [9.3.18]

Belts must meet SFI (16.1 or 16.5) or FIA (8853/98 8854/98) specifications [9.3.18.G]. SFI belts expire at the end of the second year following manufacture (e.g. a belt manufactured anytime in 2009 expires at the end of 2011). FIA belts carry their expiration date on the belt.

Driver safety equipment is required to be "... in good condition and free of defects, holes, cracks, frays etc." [9.3.19.C]

For helmets, SCCA permits the two most recent Snell certifications, and drops the older one when a new certification is released. The oldest Snell certification permitted by the 2009 GCR is SA2000. When the next standard is released (probably SA2010), the oldest permitted standard will be SA2005, if past practice is a guide.

The driver's uniform "... shall display the official SCCA uniform patch logo ...", SCCA item #3619 or #3637 [9.3.28.C].


Bodywork

It's worth quoting GCR 9.3.6 in full:

"Appearance neat and clean, and suitable for competition. Specifically,
cars that are dirty either externally or in the engine or passenger compartments,
or that show bodywork damage, structural or surface rust, or that
are partially or totally in primer, or that do not bear the prescribed identification
marks shall not be approved for competition."

Simply put, your car must be structurally sound, clean, with bodywork and paint in undamaged (not necessarily showroom) condition, and carrying specified decals in specified locations.

Many (most?) Tech folks will let smaller bodywork issues slide during the year, but make logbook notations at the last race of the season, directing bodywork repairs before the first race of the next season.


Graphics, Decals and Numbers

Graphics are permitted "... provided they are in good taste and do not interfere with identification marks and SCCA logos." [9.3.3] In addition, "Logos and decals of sanctioning bodies other than SCCA shall be removed or covered (car and driver’s suit)." [9.3.28.C]

The following items are required:

Fire System. A circle 'E' decal, SCCA item #2607. See 9.3.22.A.3.a/b for specific location required for types of cars.

Master Switch. A spark in a blue triangle, SCCA item #2606. See 9.3.33.A/B/C for specific location required for types of cars.

SCCA Logo. SCCA field logo, SCCA item #2608. They shall be displayed "... unobstructed and prominently on both sides of the car and adjacent to the side numbers. A third logo shall be displayed on the front of the car unobstructed and prominently near the front number. The logo shall be on the spoiler of cars so equipped." [9.3.28.C]

Numbers and Class Identification. These "... shall meet the approval of the Chief of Timing and Scoring." [9.3.28.A] If the folks in T&S cannot read your numbers you will be asked (told) to make them more visible. "Numbers shall be at least eight (8) inches high, with a 1.5 inch stroke on a contrasting backgound. ... The distance between two (2) numbers shall be at least as wide as the stroke of the numbers." [9.3.28.B]

[Speed Raycer]

On the roll cages section, I'd also add that all welds must be 360 degrees around the tube and no grinding of any welds allowed. Both of those are often overlooked.

A few weeks ago, I teched an SCCA logbooked ITB car for NASA and the welds that were there were ground down and bondo'd over.

[GTIspirit]

On the roll cages section, I'd also add that all welds must be 360 degrees around the tube and no grinding of any welds allowed. Both of those are often overlooked.


I've heard that the tech inspectors pay specific attention to this. I looked for this requirement in the 2009 GCR, but could not find it in the rollcage section that I thought pertains to IT cars.

IT cars follow section 9.4 Roll Cages for GT and Production Based Cars, and not section 9.4.5 Roll Cages for Formula Cars and Sports Racers, right? Under section 9.4 I can't find this requirement. But under section 9.4.5 I find the following:
9.4.5.E.6.

...Welds shall be continuous around the entire tubular structure.

The reason I was looking is because as everyone is well aware, it is extremely difficult to weld all the way around certain joints, and I wanted to know if there was an allowance where gussets might preclude full circumferential welding. So where exactly is this requirement that sometimes catches some people?

[GKR_17]

On the roll cages section, I'd also add that all welds must be 360 degrees around the tube and no grinding of any welds allowed. Both of those are often overlooked.

That would be good practice, but where is it required in the rules?

See 9.4.G.4:

It is recommended that all joints of the roll cage be welded. All welding must include full penetration, no cold lap, no surface porosity, no crater porosity, no cracks, no whiskers, and so forth. Alloy steel must be normalized after welding. It is recom-mended that a certified AWS D1.1 welder do all welding.

[Speed Raycer]

9.4.5.E.6. (I think... I suck at following that BS) I'll have to dig for the AWS code, but can guarantee that it's against the code to grind a weld, but for now, this'll have to do:

6. Welding shall conform to American Welding Society D1.1:2002, Structural Welding Code, Steel Chapter 10, Tubular Structures. Whenever D1.1 refers to "the Engineer" this shall be inter-preted to be the owner of the vehicle. Welds shall be contin-uous around the entire tubular structure. All welds shall be visually inspected and shall be acceptable if the following conditions are satisfied: a. The weld shall have no cracks. b. Thorough fusion shall exist between weld metal and base metal. c. All craters shall be filled to the cross section of the weld. d. Undercut shall be no more than 0.01 inch deep.

[erlrich]

Scott, the other guys were pointing out that the section you quoted is under the rules for formula & sport racers cars. The rules for production and GT cars don't include that same stipulation. It looks like maybe it got lost when the new roll cage rules were written, as the stipulation IS included under "Basic Design Considerations" in the "Appendix G - 2007 Roll Cage Rules" section.

[Speed Raycer]

Thanks Earl. I knew I hadn't dreamt it up ;) My version of Acrobat is corrupt so I was happy to be able to find what I did.

Seriously, they need to fix what they tried to fix. They left out some important stuff.

[John Nesbitt]

(Last episode in the series 'You and the GCR')

Epilogue - First Principles

Perhaps the worst plight of a vessel is to be caught in a gale on a lee shore. In this connection the following ... rules should be observed:

1. Never allow your vessel to be found in such a predicament.

LF Callingham: Seamanship: Jottings for the Young Sailor

For this last posting in the series, I depart from my earlier practice. Till now, we have basically been discussing what happens when something goes wrong. You have doubtless already guessed that everything in these posts came from incidents I observed at the track this year.

In this piece, I want instead to discuss those things you can do to prevent unhappy outcomes.

Based on all I have seen this year, I offer the following first principles. If you follow them, you will be much less likely to have problems in your racing.

1. Maintain situational awareness. Keep your eyes moving at all times. Check your mirrors. Check the flag stations. Be aware of other cars around you, and how they are moving with respect to yours. Be aware of cars coming up on you.

2. Save some bandwidth. If you are spending your entire mental budget on simply lapping at some speed, you won't have any brain power left over to deal with emergencies or unusual situations. I have interviewed drivers coming off track whose eyes were quite glazed over. They had overloaded their ability to process information.

3. Be predictable, especially in mixed-class race groups. Hold your line. Don't suddenly change your line, thinking that it will allow faster cars to pass. They saw you before you saw them, and they most likely made a plan based on your trajectory. Don't surprise them.

4. Make a plan. Be ready for the unexpected or unusual. What will you do if the car in front spins after you have committed to a turn? What if you lose oil pressure? Are you even checking the oil pressure? In the moment, it will be too late to think about what to do. It's better to have thought scenarios through in advance, and to be ready.

5. Obey the Rules of the Road. Read section 6.8.1 of the GCR (or page 12 of the Portable Driver's Advisor). The rules for on-course conduct are really quite simple. They boil down to seven words: 'No Contact', 'No Blocking', and 'Leave Racing Room'. Please remember that 'incidental contact' does not exist anywhere in the rules.

6. In a spin? Both feet in. I continue to be amazed at how many drivers forget this simple rule from drivers school. Almost every month, I see a collision caused by a driver failing to keep the brakes on when spinning, reaching the top of some slope, and then rolling back into traffic.

7. Do you have an exit strategy? Practice getting out of your racecar with your eyes closed. If it catches fire, you will have a short time in which to get out and possibly little visibility. Can you get out in 6 or 7 seconds? After you crash, it will be too late to practice. Also, did you arm your fire system before going on track? Make that part of your pre-session checklist.

8. Work on your decision-making skills. I see a wide variety of bad outcomes. Yet virtually all of them fit in the bucket labeled 'Poor Choices'. Ask yourself, does the gain justify the risk in making this move? Can I achieve the same result by waiting till the next turn or the next lap, or by taking a different approach? Is this really a good idea? So often, I see incidents which have everyone asking, "What was he thinking?"


I hope this series has been interesting and informative. I'll look forward to seeing you at the track.

[Spinnetti]

(Last episode in the series 'You and the GCR')


Perhaps the worst plight of a vessel is to be caught in a gale on a lee shore. In this connection the following ... rules should be observed:

1. Never allow your vessel to be found in such a predicament.

LF Callingham: Seamanship: Jottings for the Young Sailor

For this last posting in the series, I depart from my earlier practice. Till now, we have basically been discussing what happens when something goes wrong. You have doubtless already guessed that everything in these posts came from incidents I observed at the track this year.

In this piece, I want instead to discuss those things you can do to prevent unhappy outcomes.

Based on all I have seen this year, I offer the following first principles. If you follow them, you will be much less likely to have problems in your racing.

1. Maintain situational awareness. Keep your eyes moving at all times. Check your mirrors. Check the flag stations. Be aware of other cars around you, and how they are moving with respect to yours. Be aware of cars coming up on you.

2. Save some bandwidth. If you are spending your entire mental budget on simply lapping at some speed, you won't have any brain power left over to deal with emergencies or unusual situations. I have interviewed drivers coming off track whose eyes were quite glazed over. They had overloaded their ability to process information.

3. Be predictable, especially in mixed-class race groups. Hold your line. Don't suddenly change your line, thinking that it will allow faster cars to pass. They saw you before you saw them, and they most likely made a plan based on your trajectory. Don't surprise them.

4. Make a plan. Be ready for the unexpected or unusual. What will you do if the car in front spins after you have committed to a turn? What if you lose oil pressure? Are you even checking the oil pressure? In the moment, it will be too late to think about what to do. It's better to have thought scenarios through in advance, and to be ready.

5. Obey the Rules of the Road. Read section 6.8.1 of the GCR (or page 12 of the Portable Driver's Advisor). The rules for on-course conduct are really quite simple. They boil down to seven words: 'No Contact', 'No Blocking', and 'Leave Racing Room'. Please remember that 'incidental contact' does not exist anywhere in the rules.

6. In a spin? Both feet in. I continue to be amazed at how many drivers forget this simple rule from drivers school. Almost every month, I see a collision caused by a driver failing to keep the brakes on when spinning, reaching the top of some slope, and then rolling back into traffic.

7. Do you have an exit strategy? Practice getting out of your racecar with your eyes closed. If it catches fire, you will have a short time in which to get out and possibly little visibility. Can you get out in 6 or 7 seconds? After you crash, it will be too late to practice. Also, did you arm your fire system before going on track? Make that part of your pre-session checklist.

8. Work on your decision-making skills. I see a wide variety of bad outcomes. Yet virtually all of them fit in the bucket labeled 'Poor Choices'. Ask yourself, does the gain justify the risk in making this move? Can I achieve the same result by waiting till the next turn or the next lap, or by taking a different approach? Is this really a good idea? So often, I see incidents which have everyone asking, "What was he thinking?"


I hope this series has been interesting and informative. I'll look forward to seeing you at the track.


Good feedback... I have a weird problem.. Sometimes I get so relaxed racing that I lose focus. How to keep the edge up? Faster car?

[CRallo]

awesome stuff! thank you!

[benspeed]

Spinetti - Remind yourself this can kill you when you start to mentally drift - that will grab your attention. Focus on each and every corner, think about each shift, prepare and move your body with precision and purpose.

[Greg Amy]

Now that all seven of these are "stickied" to the top, they're taking up a good bit of real estate, almost all the screen when ones selects the Rules and Regs topc. I am going to work to combine all these into a single thread - maybe even combine all of John's pieces into a single post? - along with all the related discussion. This make create a bit of confusion initially, as responses may seem jumbled, but the topic list needs to be pared down.

If this creates problems going forward, I can always split them back out again.

GA

[John Nesbitt]

Something bad happens. Another driver blocks you on course or, worse, punts you, causing damage to your car. Or, you are called to the tower, where a steward informs you that you are being penalized for a pass under yellow.

You believe that you have been done wrong. What do you do?

In the latter case, where the steward wants to penalize you, your first step is to discuss it with the steward.

Having a conversation with a steward who is minded to penalize you is much like being stopped for speeding. When the officer walks up to your car, he (believes that he) has the goods on you. Your best strategy is to give him a reason to let you off with a warning. If he gives you a ticket, you can still reverse it. However, this requires a trip to traffic court, and now the shoe is on the other foot: you have to find a way to reverse the officer's action.

So it is with a CSA. When you have the interview with the operating steward, your best bet is to persuade him not to penalize you. If he does, you can protest it, but now you are trying to undo something which has been done.

In the former case or, if the steward goes ahead and penalizes you, one of your options is to file a protest.

Filing a protest requires a small expenditure of time and effort, and posting a protest fee ($25 for a regional race, $50 for a national). Is it worth doing? The answer, as it is to most questions, is, 'It depends."


Let's look at some of the reasons why people don't file protests.

Drivers sometimes tell me that they expressed a desire to protest a penalty, but were advised by 'a steward' that the SOM might increase the penalty if they protested it. Strictly speaking, this is true. The SOM, when reviewing a CSA penalty, can increase it, in addition to upholding it, reducing it, or overturning it. In practice, this happens very seldom. In all the courts on which I have sat, only one CSA penalty was ever increased (and I was Chairman!). Courts almost invariably return the protest fee to the protestor.

Drivers have also told me that they didn't protest another driver's action because it was pointless; the SOM couldn't order the offending driver to pay for repairs to their car. This, also, is true. When we go on track, we accept that we shall be paying for our own repairs, no matter who caused the damage. (There is a recent Court of Appeals ruling underlining this fact.) Even so, there are benefits to protesting. By doing so, you help establish a paper trail around the offending driver. Over time, penalties can become more severe as courts see the same bad boy again and again. Contrariwise, if a court hammers someone who has a bad reputation but no formal history, the penalty can be (and has been) overturned on appeal.

Drivers have also told me that they believe that the court (the SOM at the event) would not give them a fair hearing. I am not endorsing this view; I am simply reporting a perception.

Finally, drivers tell me that filing a protest simply isn't worth the time and effort it takes. On some level, that's your call. It depends how valuable it is to you to try to correct what you believe to be a wrong.


Now, let's now look at some of the reasons why you might file a protest.

First, and foremost, it might be the 'right' thing to do. You may have evidence or a rule citation which justifies overturning your penalty or penalizing another driver.

Second, as noted above, it can contribute to a paper trail on the offending driver. Over time, this record will contribute to ever more severe penalties.

Third, there may be some psychic benefit in fighting back. Nobody likes to feel like they are being victimized, nor that they are putting up with it.

Finally, even though you may lose at the SOM stage, filing a protest preserves your standing in the matter, and gives you the right to appeal the SOM ruling.


In conclusion, it seems to me that that there are several factors to consider when contemplating a protest. Do you believe that you have been done wrong? Do you have some evidence and/or rule upon which to base a protest? What do you hope to achieve by protesting? Are you willing to invest a couple of hours in the effort? These should guide you toward an answer which is correct for you.