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Workers in Japanese Restaurant?

Like many questions on Yahoo Answers, this may seem like a dumb question, but its a question I don't know the answer to.

My partner and I went out for Japanese food tonight. Someone at our hibachi grill area made a comment that all of the workers in Japanese restaurants are really Chinese, that real Japanese people wouldn't come to this country to SERVE americans, he said that we disgust them. Is this true? Are Chinese people working in, and running Japanese restaurants? Do Japanese people despise Americans? Can you tell the difference between a Japanese person and a Chinese person just by appearance alone?
I don't mean for this to sound in any way offensive, I just am confused.
Thank you, and Happy Holidays.

This is not true.
Certainly a lot of Japanese restaurants are run by Chinese people. It is due to the increasing number of Chinese restaurants, and those who seek to start a restaurant business that want to do something "different" seem to go with the Japanese option since they are familiar with the food culture of the other Asian country.
The reason why you see a lot of Chinese owners is because Japanese people are harder to find in the mid-US or eastern-US. In California region, you will see a lot of sushi restaurants run by Japanese people because there are a lot of Japanese there. In the Eastern side, it is predominantly Chinese or Korean, hence why you probably see more of these people running Japanese restaurants (because Japanese food's popularity is increasing significantly).
Japanese dont despise Americans. You just don't see the Japanese enough in some part of the US. Also, the Japanese don't immigrate to US as much as Chinese or Koreans.
Yes, a lot of Asians can tell the difference between a Japanese and a Chinese person by looking. This is hard to explain. People who grew up with the same ethnic background can tell each other from the way they dress, the way their eyes are shaped, the way their face is structured, etc.
It's like how some Americans can tell the difference between themselves and Russians or something.

Chickenmaster Rotary Grill is perfect for your fire department, church or restaurant barbecues

4th of july trivia game

NASCAR rules and regulations

Championship points system
Position
Points
1st
185
2nd
170
3rd
165
4th
160
5th
155
6th
150
7th
146
8th
142
9th
138
10th
134
11th
130
12th
127
13th
124
14th
121
15th
118
16th
115
17th
112
18th
109
19th
106
20th
103
21st
100
22nd
97
23rd
94
24th
91
25th
88
26th
85
27th
82
28th
79
29th
76
30th
73
31st
70
32nd
67
33rd
64
34th
61
35th
58
36th
55
37th
52
38th
49
39th
46
40th
43
41st
40
42nd
37
43rd
34

For all series championships in NASCAR, driver points are awarded after each race. For the three major championships, as well as the touring championships, points are given out for each race based on two categories: Final Position, and Laps Led. The Whelen All-American Series rewards points on the final position only and the specifics of how points are rewarded may vary from race to race.

For points according to position, there are three different scales: 5 point, 4 point, and 3 point. First Place gets 185 points, with fifteen points separating first from second. After second place (170 points), the first scale starts, with five points separating second through sixth place. After sixth place the second scale starts, separating drivers by four points for positions seven through eleven. After that, the third scale is in effect, separating the rest of the field by three points (see chart on left). This is why cars will sometimes go back on track after a wreck, even if they have no chance of winning. By moving up three positions, they gain nine more points. Every driver who starts the race will receive the full points appropriate to his/her finishing position, and there is no minimum distance to complete before one can be classified in a finishing position.

For points according to laps led there are two five-point bonuses: 5 points for leading a lap (any single lap) and five points for leading the most laps of the drivers in that race. If a driver has led at least one lap in the race, that driver is awarded an extra 5 points on top of the points they earned based on position. Since, it is impossible to win a race without having led at least the last lap, the five bonus points for leading a lap means that the minimum points a race winner receives is 190 points (185 for position plus 5 for leading a lap). In addition, the driver who leads the most laps earns an additional 5 points. The driver who leads the most laps in a race will have received 10 bonus points (5 for his first lap led, and 5 for leading the most laps). Lap leadership is determined at the start-finish line at the end of each lap. A driver cannot simply lead part of a lap somewhere on the track; the driver must be the first across the start-finish line to be considered the leader for that lap. The pole sitter is therefore not guaranteed to receive 5 bonus points since he could be passed during the first lap. Lap leadership is counted under both green and yellow flags, so drivers will sometimes skip a pit stop in order to inherit the lead during a caution lap and obtain the bonus points.

Drivers points are assigned to the driver who starts the race. It is legal (though rare) to change drivers during a race (usually due to injury or fatigue), but the replacement driver gets no points, and the driver that started the race will get credit for the final finishing position. In 2007 Denny Hamlin replaced Aric Almirola in the NASCAR Nationwide Series race at The Milwaukee Mile, because Aric started the race he was awarded the points and credit for the win even though Denny Hamlin drove the car to victory lane.

Points are also given to the owner of a car. For a car that makes the field, the owner points are the same as the driver points for that race. Cars that fail to qualify for a race gain owner points based on how well they qualified, continuing the 3 points per position so that the 44th car in qualifying gets 31 points, the 45th gets 28 points, and so forth, to a minimum of one point below 54th.

NASCAR points system development

From the beginning of championship series until 1967 championship points were based on prize money purses. Races with lesser purses paid fewer points than races with bigger purses.

First, the NASCAR point system used for championship from 1949 till 1951 awarded points on basis 10 points for the 1st place, 9 pts for 2nd, 8 pts for 3rd and so on, multiplied by 0.05*race purse (Race worth $4000 paid 200 points to the winner, 180 for 2nd place...). No info about how many points were given to drivers finishing below 10th place.

From 1952 till 1967, the NASCAR point system was based on linear scale for first 25 positions: 25-24-23-... Coefficients changed, but were always depending on prize money.

From 25th place down there were awarded the same number of points.

In 1968, NASCAR started to award points depending on race distance, not prize money. Point system was 50-49-48-... multiplied by 1 for events to 249 miles, 2 for events 250399 miles and 3 for events 400 miles and more. System stopped from 50th place. This system was in use until the end of 1971 season.

In 1972 (the start of the "Modern Era"), together with shortening the schedule, the point system was also modified. Basic points of 100-98-96-... were awarded for each race.

Additionally, lap points were awarded for the number of laps completed. Tracks under 1 mile, 0.25 points a lap; 1-mile tracks, 0.50; 1.3-mile track (Darlington), 0.70; 1.5-mile tracks, 0.75; 2-mile tracks (Michigan), 1.00; tracks 2.5 miles and over, 1.25. This system was also used in 1971.

In 1974, the points system was simple: Total money winnings from all track purses (qualifying and contingency awards did not count), in dollars, multiplied by the number of races started, and the resulting figure divided by 1,000 determined the number of points earned. By the end of the season Richard Petty had such a big lead in points, that he increased it even by finishing 30th while his main rival Cale Yarborough made a top-5 (Remember - the money was multiplied by the number of races started. Even if Cale made more money in one particular race, when the total money was multiplied by e. g. 27, the difference between the two leaders could also increase in comparison with situation after race 26).

The current NASCAR points system was developed in 1975 following years of trouble in trying to develop a points systemrom 1949 until 1971, six different systems were used, and in 1972, NASCAR used a different system each year for the next three years.

That type of inconsistency, which included a system, which rewarded most mileage for the entire season, and then another year where mileage and finishing positions were counted, favored larger circuits, and some fans complained about a champion who only won one race. That resulted in a 1974 ill-fated attempt at basing the points system on money and starts. Even though one driver won consecutive races, his opponent who had won the big money races had scored more points.

Bob Latford, a former public relations official at Lowe's Motor Speedway, devised NASCAR's longest used points system, which was adopted in 1975, which NASCAR used two different versions for their series from 1982 until 1998. In the system, the winner received 175 points, second 170 points, and other positions exactly the same as the current points system.

Until 1998, the Nationwide Series points system offered 180 points for the winner, but no bonuses for leading laps. The same was true for the Camping World Truck Series until the end of that season, when NASCAR decided to standardise the points system for their series.

One complaint about the points system was that a driver could finish second and receive an equal number of points as a race winner, which was possible if the driver who led the most laps finished second. NASCAR amended the problem in 2004 by adding five points to the winner, and again in 2007 by adding another five points to the winner.
Vehicle numbers

All vehicles competing in a NASCAR sanctioned event prominently display numbers on the roof and door areas. Unlike many series, especially Formula One, numbers are not assigned based on the previous year point positions. NASCAR owns the rights to each number and licenses them to teams annually. NASCAR usually reissues numbers that teams have previously used and may allow teams to request numbers of significance. Ironically, while most series including Formula One reserve #1 for the reigning champion, only once has any one in one of NASCAR's three national series won a championship driving car #1 or #01 -- Ted Musgrave in the 2005 Camping World Truck Series.
The numbers displayed can range from 0 to 99 (as well as 00 to 09); however, the official numbers may contain three digits if two teams wish to use the same double-digit number.

For example, one team could be #27 and the other #127. (If two teams have the same single-digit number, one team will officially be, for example, #4, and the other team will be #1-4.) No two teams are allowed to display the same number on their cars in the same event. If a situation occurs where two teams show up with the same 2 digit number on the car, NASCAR will ask them to decide who will change their number, if neither team is willing to change then the team higher in points will use the number.

NASCAR rarely retires numbers in the way that some professional sports teams do. Only one number, #61, in the Whelen Modified Tour, is retired, and that was after the 1985 season, when Richie Evans was killed at Martinsville Speedway.

Currently, there is debate as to whether #3 (which is commonly associated with the late Dale Earnhardt) should be retired. There was a debate to retire Richard Petty's #43 following his retirement, but NASCAR ultimately chose against it and Petty Enterprises chose in 1994, after spending the 1993 season in the #44, to return to racing with #43, which has continued to this day. Richard Childress Racing has decided to use the #3 in the NASCAR Camping World East Series in 2008, with grandson Austin Dillon racing the #3, a decision he wanted, that his grandfather said, "It was something Austin wanted to do because it was my number (when he started in 1971). It's neat to watch Austin race it, but when I'm watching, I'm more worried than I am thinking about the number."

Safety

history of safety in NASCAR

Safety in racing has come a long way since the first green flag dropped. Up until the last few years, NASCAR was heavily criticized for its lack of focus on safety. Many safety precautions were not mandatory, as they are in other racing series, but only optional or recommended. NASCAR changed its stance on this after one of the sport's most popular drivers, Dale Earnhardt, was killed in a racing accident on the last lap of the 2001 Daytona 500. Since 2002, no driver has been killed on the track in any of NASCAR's three major series.

The greatest testament to the efficacy of the new safety rules was in a spectacular but nonfatal crash during qualifying runs for the 2008 Samsung 500 at Texas Motor Speedway. Michael McDowell, in his second Sprint Cup race for Michael Waltrip Racing in his Toyota Car of Tomorrow was in the midst of the second lap of his qualifying run when his car slipped on some loose oil-dry. The oil-dry had been left from the clean up of a previous incident where a qualifier "blew up" his engine between Turns One and Two. Upon hitting the oil-dry, McDowell was sent head first into the SAFER barrier at nearly 180 mph (290 km/h). McDowell's car began to flip and roll violently, leaving much of his car in parts on the track. Just seconds after the car came to a stop, McDowell was able to crawl out and walk away from the crash with no major injuries, and he was able to race the next day.
Seats

The seats that the drivers sit in have evolved over the past few years. Most of the seats found in the race cars wrap around the driver's rib cage which provides some support during a crash, spreading the load out over the entire rib cage instead of letting it concentrate in a smaller area. Some of the newer seats wrap around the driver's shoulders as well, which provides better support because the shoulders are more durable than the rib cage. The introduction of carbon fiber seats have also helped improved safety, as carbon fiber absorbs more energy from an impact than the traditional aluminum seats did.[citation needed]

Seat belts and harnesses

The seat belts in stock cars are very important. They are built to be stronger than a normal seat belt. The seat belts used are the five- or six-point harness, which is two straps coming down over the driver's shoulders, two straps wrap around the waist, and one or two come up between the legs. Since a string of accidents in 2000 and 2001 that killed Adam Petty,

Kenny Irwin, Tony Roper and Dale Earnhardt (plus several other drivers in minor circuits) under similar circumstances, NASCAR has made it mandatory for the drivers to wear the HANS device. Though NASCAR allowed another system, the Hutchens device, in the past, since 2005 HANS is the only head and neck restraint device allowed for use.

Restrictor plate

Main article: Restrictor plate

Artist rendering of a NASCAR restrictor plate

As a safety measure to reduce speeds at the two high-banked superspeedways (Daytona and Talladega), restrictor plates are used. There are some tracks, however, where restrictor plates are not mandated and therefore see faster speedspecifically Atlanta Motor Speedway and Texas Motor Speedway. While Atlanta is generally considered the fastest track, restrictor plates are not mandated there. In 2004 and 2005, higher qualifying speeds were posted at Texas, earning it the title of the circuit's fastest track. Unrestricted, Sprint Cup cars produce over 750 horsepower (560 kW) and can run at speeds in excess of 200 mph. Rusty Wallace completed a 2004 test for NASCAR at Talladega in which he used an unrestricted motor to complete average lap speeds of 221 mph (356 km/h) and top speeds near 230 mph (370 km/h). 2010 width is 63/64-inchhis is the largest carburetor restrictor plate opening since the one-inch mandate in 1988, the first year the horsepower-reducing plates were used in the Cup Series at Daytona.
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Roof flaps

In 1994, NASCAR introduced roof flaps to the car, which are designed to keep cars from getting airborne and possibly flipping down the track. Following Rusty Wallace's crash at Talladaga, Penske Racing designed the original roof flaps. NASCAR team owner Jack Roush helped improve on the design of the roof flaps, in conjunction with Embry-Riddle Aeronautical University, Daytona, Florida, USA. During spins, as a result of accidents or loss of handling, as the car rotates it eventually reaches an angle where the oncoming air reacts with the profile of the vehicle in the same manner as a wing. If the speed is high enough air flowing over the car's overall airfoil shape will create sufficient lift to force the car to become airborne. To prevent this, NASCAR developed a set of flaps that are recessed into pockets on the roof of the car. As a car is turned around and reaches an angle where significant lift occurs, the low pressure above the flaps causes them to deploy. The first flap oriented 140 degrees from the centerline of the car typically deploys first. After flap deployment, higher pressure air is forced through an air tube which connects to a second flap, deploying it. This second flap ensures that, should the car continue to spin, no further lift will be created as the vehicles angle changes. The deployment of these flaps eliminates most of the lift on the vehicle. The roof flaps generally keep the cars on the ground as they spin, although it is not guaranteed.

Barriers

Main article: SAFER barrier

Beginning in the early 2000s, many tracks were retrofitted with SAFER barriers along the walls of the track. These walls absorb the energy of an impact better than concrete walls, while maintaining integrity better than traditional steel barriers. This system costs millions of dollars to put in, and the creation of this wall, which connects to the original wall, took many more millions to design and create.

Pit road safety

Pit road safety has become a major focus of NASCAR officials in recent years since the 1990 Atlanta Journal 500, where the rear tire changer for Melling Racing was killed in a pit road crash.

By April 1991, NASCAR implemented the current policy of pit road speed limits. The speed limit depends on the size of the track and the size of pit road. NASCAR uses an electronic scoring system, similar to the VASCAR system, to monitor the speeds of cars on pit road by measuring the time it takes to get from checkpoint to checkpoint. As the cars are not equipped with speedometers, the cars in prerace warm up laps are driven around the track at the pit road speed following the pace car so the drivers can mark their speed on the tachometer.

By 1994, almost every form of motorsport had adopted pit lane speed limits, following

NASCAR's cue.

NASCAR does not allow the use of pit road specific rev limiters as found in most other forms of racing.

Since 2002, NASCAR has implemented a rule where all over the wall pit members are required to wear helmets, no visors needed, full fire suits, and gloves; while the gas man must wear a fire apron as well as the suit. While it is not required yet, it is recommended that tire changers wear safety glasses to prevent eye injuries from lug nuts thrown off the car and fuel spills. Some tire changers wear face shields or goggles.

Beginning in 2008, teams in the top three series may not roll a car more than three pit box lengths to push start a car. This prevents teams from pushing a car the length of pit road when the starter motor fails. Also, outside tires that have been removed from a vehicle during a pit stop can no longer be free-rolled from the outside of the pit box to the pit wall; rather, they must be hand-directed to the inner half of the pit box before being released.
As with changes to car models, NASCAR will institute new rules during a season if it deems it necessary to enhance safety.

Spotter

In contrast with open-wheel, sports car, and touring car governing bodies, NASCAR does not allow race cars to have wing mirrors. Drivers may still use a rear-view mirror and mirrors attached to the rollbar, but no mirror can extend outside of the car. As a result they are left with large blind spots to cope with. In NASCAR more prominent series, spotters are used to combat this problem. The spotter purpose is to relay information about where cars in these blind spots are to the driver via two-way radio. Spotters also advise drivers on navigating track-obstructing crashes and may relay messages from one driver to another. NASCAR requires spotters at all times a car is on the track, including series in practice, qualifying, and the race. In many cases, a spotter is a former driver.

At some tracks, mostly the road courses, NASCAR mandates multiple spotters at key locations around the track.

Race weekends

In a typical weekend, teams will have two practice sessions, and a qualifying session before the race. In a smaller series, the race may be run in a series of qualifying races known as heats before a feature. A larger series will have a practice session before a two lap qualifying session, where the better of the two laps will represent the driver's time. A second practice session after qualifying which is often referred to as happy hour is no longer common as NASCAR is moving toward more impound races, where the cars are impounded after qualifying and no changes can be made to them. If a practice session cannot be held,

NASCAR may have a competition caution at a predetermined time. If qualifying cannot be held, owner's points will be used to determine the starting grid.

Qualifying Procedure

In general, the starting order for races is determined by the best qualifying time. All cars are brought into the pits, and one at a time they are allowed to enter the track and accelerate to race speed for a two lap qualifying run. Qualification begins as the car crosses the finish line for the first time, and the best single lap time is used as the qualifying time. Qualification on road courses is generally limited to one lap rather than two. The order in which the teams qualify is determined by a random draw.

One position in the race (the last spot) is reserved as the "Champion's Provisional". It is available to any past champion who would not otherwise qualify for the race. If more than 1 champion wishes to use the provisional, priority is given to the most recent champion. If the provisional is not used by a past champion, it is released to the next fastest qualifier.

Should qualifying be cancelled due to inclement weather or other reason, qualifying order is set by current car owner points, except that during the first five races of the season, qualifying order is set by the final car owner points for the previous season.

Qualifying order is also used to determine pit stalls for the race, with the fastest qualifier getting first choice. The sole exceptions are for the Budwiser Shootout, where positions are assigned randomly, and the Sprint All-Star Race, where the results of the annual Pit Crew Challenge determine pit selection order.

In some series, particularly the Sprint Cup, there are additional practice sessions between qualifying and the race. Cars may be damaged in practice, or the team may discover other problems in practice. A car (regardless of damage) can be replaced with a backup car and remain qualified for the race, but the driver will be sent to the back of the field during the parade laps. Crews are allowed to repair a car, possibly avoiding being sent to the back, but some repairs (such as engine changes) will automatically incur the penalty. Official race records use the driver's qualifying position as his "starting position", rather than his actual position at the green flag. A separate statistical line may be included for drivers "sent to the back" and the reasons for those penalties.

Sprint Cup

In Sprint Cup races, the top 35 cars in the standings qualify automatically, regardless of qualifying time. The "top 35" cutoff is based on car owner points, not driver points.

Furthermore, for the first five races of the season, the "top 35" is considered to be the final top 35 from the previous season. After 5 races, the "top 35" is the current top 35 at the conclusion of the previous race. The purpose of this rule is to reward teams which run the whole schedule. This is generally believed to improve the ability of teams to retain sponsorship by offering the sponsors assurance that their cars will indeed be in the race.

While the starting order is still based on qualifying times, teams above the top 35 cutoff are guaranteed to be "in the show". The top 35 teams in owner points (as opposed to driver's points) are guaranteed to start in the top 42 positions. The 43rd starting position is reserved for the Champion's Provisional. If there is no former champion using this provisional, the eighth fastest car not in the top 35 will start 43rd.

NASCAR has revised its rules on provisionals many times over the years. There was actually no limit on provisionals during 2005-2006, and some drivers were able to take advantage of this rule to ensure qualification of an otherwise uncompetitive team. As of 2008, an eligible driver may use the champion's provisional a maximum of 6 times per season. However, if qualifying is cancelled, the provisional may be used without being charged against the maximum.

The need for sponsorship makes the top 35 cutoff critical for teams outside the top 35, and they are sometimes known as "Go or Go Home" cars. In previous years, the random qualifying draw included all possible cars, but starting in 2008, the cars were separated into two draws, with the top 35 cars going first in the session and all cars outside the top 35 going second, which has become known as "The Boris Said Rule", named for an incident where Boris Said was on the provisional pole for the 2007 Pepsi 400 during qualifying until a downpour canceled the remainder of the qualifying session, and because his team placed outside of the top 35, and the field was set by the rulebook, Said went home. This change of rules was done to ensure that track conditions would be as consistent as possible for qualifiers outside the top 35.

Nationwide Series and Camping World Truck Series

The Nationwide Series and Camping World Truck Series also use a two-lap, single-car qualifying formula on ovals. Unlike the Sprint Cup Series, only the top 30 teams qualify automatically. For road courses, European-style qualifying is used. This involves putting all the cars attempting to qualify in groups of 5-7 based on practice speeds and giving each group about 5 minutes on the track to produce their best lap time.

Daytona 500

The Daytona 500 has a unique qualifying process. A standard qualifying session is used to determine the front row (two cars). All remaining qualifiers are separated into two qualification races (the Gatorade Duels), whose finishing order is then used to determine the starting grid for the main race. The top 35 rule remains in effect and is applied after the Gatorade Duel races.

Race Procedure

Sprint Cup races are held either Saturday night or Sunday (weather permitting), while Nationwide Series races and Craftsman Truck Series races are usually run Friday night or Saturday. NASCAR avoids holding Sprint Cup races and other series races on the same day. Regional series also usually run Friday night or Saturday. Sprint Cup teams are rarely allowed to practice the day of a race.

Nationwide Series and Camping World Truck Series also cannot be held at the same time, owing to NASCAR's television restrictions that prohibit both series from running at the same time, and the lower series must air on tape delay rule if that happens.
Start of Race

NASCAR holds a mandatory driver's meeting two hours before each race, or in impound qualifying followed by the race shortly afterwards, before qualifying. Drivers that fail to attend the meeting or in pre-race ceremonies are forced to start last in the race. In addition, any team that switches to a backup car (due to an accident in practice), requires an engine change, requires other unapproved parts changes (in impound races) or makes a driver change (i.e. not being driven by the same driver who qualified it) must also drop to the rear of the field for the start.

Since 2004, drivers must wait until after the national anthem(s) has/have played before entering their cars.

At five minutes after the National Anthem, the command "Gentlemen, start your engines" (or a gender neutral variant) is given by grand marshal of the race. After at least three warm-up laps behind a pace car, all NASCAR races begin with a rolling start.
In Race

During the race, each driver will periodically have his car serviced during pit stops.
Because of the success of the Winter Heat Series in Tucson Raceway Park in 1994-95, the Camping World Truck Series, which raced two exhibitions at the track, used a half time break format for all races for three and a half seasons, at all tracks in order to prevent teams from flying special pit crewmen to change tires, and to equalize smaller teams. From 1997 until the end of the format in July 1998, teams would stop for fuel in standard race conditions in addition to the one intermission break for fuel at larger circuits.

End of Race

A "green-white-checker" procedure was adopted by NASCAR in 1995 for the Camping World Truck Series, this requires the race to end under green flag conditions. After an experiment during the 1994-95 Winter Heat exhibitions, and in mid-July 2004 for all national and regional series, a one-attempt rule in effect for all NASCAR Touring series. Ironically the final Camping World Truck Series race held under the old rules had four different attempts.
Following the race, winning drivers often celebrate with burnouts and victory laps before arriving at victory lane.

Flags

Main article: Racing flags

Like most other sanctioning bodies, NASCAR will use flags to provide the drivers with information regarding track conditions. NASCAR, not adhering to the FIA rules (despite NASCAR being a member club of ACCUS, the U.S. motor racing sporting authority and representative to the FIA World Motor Sport Council), does not use the flag system outlined in the FIA international Sporting Code. Major differences include that in NASCAR (and other apples in North America) the white flag is used to signal that the leader is on the last lap, in ISC regulated events (such as Formula One and most European championships) it is used to signal that a slower car is on track. Also, the blue flag specified in the FIA ISC does not have a diagonal stripe,and the black flag means that a driver is disqualified.

Flag

Description

The green flag indicates that the race has started or restarted.

The yellow flag or caution flag indicates a hazard on the track - most often an accident, but sometimes also for debris, light rain, emergency vehicles entering (usually on short tracks with no tunnel) or a scheduled competition yellow. All cars must slow down and follow the pace car. Passing is not allowed under the yellow flag.

The red flag indicates that the race has been halted. This may happen due to a large accident, inclement weather, track repair (such as damaged catch fencing), or for severe track cleaning (such as the final laps, when NASCAR may clean the entire track to ensure the race can finish under green flag conditions, and to do so with the track clean of oil from engine failure or crashes). Race teams are not permitted to repair or adjust cars during red flag conditions.

The red flag with a yellow cross is shown to indicate pit road is closed. This will be shown at the entrance of pit road when the yellow flag is displayed. When all the cars have gathered behind the pace car, pit road will open and this flag will be withdrawn. A red and green strobe light system is also used at the entrance and exit of pit road.

The white flag indicates one lap remaining in the race.

The checkered flag indicates that a race or qualifying is over.

The black flag indicates that a driver is being penalized. This may be due to a rules infraction by the driver or pit crew, or if a vehicle has sufficient mechanical damage that it is a hazard to other drivers. A black flag shown with a red flag indicates a practice session is over.

The black flag with a white cross indicates a driver is no longer being scored. This is normally shown if a driver does not respond to a black flag within three laps.

The blue flag with a yellow stripe is shown to warn slow drivers of faster cars approaching.

NASCAR rarely punishes drivers for not obeying this flag; however, it is frequently displayed and warnings may be given if it is blatant (such as a lapped driver blocking for a teammate).

NASCAR uses the yellow diagonal stripe on the blue flag because the flag is usually displayed on top of the starter's stand, and not at eye-level to the driver from the track.

The blue flag is used to indicate a local caution on a road course. It is not used on ovals. If a full course caution is required, NASCAR will use the yellow flag to indicate this. In the wake of a fatal corner worker crash at Daytona International Speedway in 2004 in a non-NASCAR sanctioned (but using track workers) race, NASCAR has become reluctant in recent years to use this flag, opting to full course cautions if any safety team members have to approach the track in an attempt to give safety workers a safer environment to inspect debris by forcing all cars under pace car speed, instead of race speed, to remove debris. The rationale is most of the field will be packed together while cleanup is happening, instead of being spread over the entire track.

The yellow and red flag indicates that there is debris on the track. This flag is only used on road courses.

Beneficiary rule

Main article: Lucky dog

In years past, NASCAR would permit drivers to "race back to the caution flag". This would allow drivers to race for position just after a crash has happened, but before they had crossed the start/finish line with the yellow flag waving. Drivers had developed a gentlemen's agreement to hold their position, and let slower cars gain lost laps, in this event rather than race, and in many instances, lead drivers would use this practice to reward lapped cars for not interfering with them during race conditions.

During the September 2003 Sylvania 300 at New Hampshire International Speedway, Casey Mears, in an attempt to race back to the caution to gain a lap, nearly ran into the side of the disabled car of Dale Jarrett, parked at the start-finish line following a restart crash.

This safety incident resulted in NASCAR banning the practice, and instituting a Beneficiary Rule to help the slower cars that would no longer be given laps back, by letting lapped cars race each other to gain a lap back.

One type of NASCAR race penalty which can be awarded is a one-lap penalty and the driver not being eligible to gain the lap back by the beneficiary. The beneficiary can be restored, however, by later racing the leader and passing the leader to gain the lap back. Once that happens, and that driver is lapped again, he would be eligible for the beneficiary rule.

Technical requirements and inspection

NASCAR officials are using a template to inspect Casey Atwood's 2004 Nationwide Series car

NASCAR will inspect every car before a race to ensure that this car does not violate any rule of its series, after the race the top 5 finishers and another random car will be reinspected.

These inspection periods involve measuring the angle or size of the spoiler, weighing the car, comparing the body lines to templates, distributing restrictor plates (for restrictor plate races), distributing the wings (for the Car of Tomorrow), and measuring the ride height.

All NASCAR race cars use a roll cage to protect the drivers and serve as the chassis. All vehicles use a front engine-rear drive layout with pushrod engines as overhead camshaft engines are not allowed. All engines are carburated and fuel injection is not allowed. Forced induction is also not allowed, thus making all engines naturally-aspirated.

All cars racing in the top three divisions use radial slick tires supplied by Goodyear Tire and Rubber Company. Goodyear maintains ownership of the tires at all times and leases them to teams during race weekends. Until 2009 Goodyear would issue limited numbers of tires to teams for testing at tracks not governed by NASCAR. Starting in 2009 NASCAR has banned all testing at NASCAR-sanctioned tracks and Goodyear isn't allowed to supply tires for testing. Under the old rules (which NASCAR has said will go back into effect when the economy is better) Sprint Cup Series teams receive 200 tires, Nationwide Series teams receive 160 tires, and Camping World Truck Series teams receive 120 tires. NASCAR does not allow the use of rain tires on oval tracks as the fast turns and heavy cars place too much stress on the tires. In the late 90's NASCAR did attempt using rain tires in road course competition for all major series, but a lack of rain and road course dates and the development of the heavier Car of Tomorrow meant that rain tires were not economically viable anymore for the Sprint Cup Series. The Nationwide Series may still use rain tires on a road course if needed. On August 2, 2008 NASCAR used rain tires in official competition for the first time in its existence in the NAPA Auto Parts 200 at Circuit Gilles Villeneuve in Montreal, Quebec. The tires proved adequate in competition on a wet track, but heavy rains creating standing water caused the race to end prematurely after 48 of a planned 74 laps.
Impound rule

 

In 2005, NASCAR implemented a system of impounding cars between qualifying and the race, similar to Formula One's parc ferm. All cars used in a NASCAR Sprint Cup race must use a fiberglass body of a Toyota Camry, Ford Fusion, Dodge Charger, or Chevy Impala (bodies bares very little resemblance to actual production vehicle). With the introduction of the Car of Tomorrow the differences between the different models were significantly lessened, but teams can have differences in engines, and setups. NASCAR created work lists that teams may perform immediately after qualifying and a few hours before the race.

All work is to be done under the supervision of NASCAR officials. NASCAR will not allow teams to return to their cars once the work is complete. In 2006 and 2007 due to teams needing more practice time with the Car of Tomorrow, and at the request of new cable partner ESPN, the rule was applied to 5 Sprint Cup races after being used in 21 races during 2005. The rule is still applied to all Nationwide Series and Camping World Truck Series races as well as many smaller series.

Gear Rule

Among the major series, NASCAR will enforce restrictions on the gear ratios teams may use at certain race tracks. NASCAR will provide teams a choice of possible differential gear ratios, while the highest transmission gear must be a 1:1 ratio and no other gear may be higher than 1.28:1. Overdrive gears are not permitted. The purpose of the rule is to lower the maximum RPM of the engines during races thus lowering the cost of building race engines. This is in contrast with other series such the IRL IndyCar Series or V8 Supercar which limit engine speed electronically.
References
^ NASCAR.com FAQ/Customer service Retrieved 1/29/07
^ a b c d e McDowellNews.comArticle on early point systems
^ Fastmachines.com Article linking Bob Latford to the point system
^ Foxsports.comarticle on number assignment
^ Jayski.comexplanation of triple-digit numbers
^ ESPN.comarticle on number retirement
^ RCR Racing
^ Article about the Hutchens device
^ NASCAR.com Report on Rusty Wallace at Talladega
^ Jayski's Silly Season Site
^ Various Contributors (1998). Official NASCAR Trivia. Harper Collins. ISBN 0-06-107304-0. 
^ Howstuffworks.com Explanation of roof flaps.
^ Article about pit road speed
^ a b c d ESPN.com"Drivers not in top 35 in owners' points to share track in qualifying" Retrieved 1/29/07
^ NASCAR.COM - NASCAR changes two pit rules for safety reasons - Jan 10, 2008
^ Popular MechanicsNASCAR Spotters: The Driver's Eye In The Sky
^ About.com NNCS qualifying procedure
^ NASCAR.comNBS road course qualifying procedure
^ Article on blue flag
^ NASCAR.com Report on beneficiary rule institution
^ Jayski.com Detailed explanation of impound rule
^ NASCAR.com "Crew chief Puccia fined for Martinsville violations" 3/7/08
^ NASCAR.com "NASCAR will restrict gear ratios in '05 for Cup, Busch, Trucks"
v  d  e
National Association for Stock Car Auto Racing (NASCAR)
Chairmen & presidents
Bill France, Sr. | Bill France, Jr. | Mike Helton | Brian France
National racing series
Sprint Cup Series | Nationwide Series | Camping World Truck Series
Regional/local racing series
K&N Pro Series: K&N Pro Series West | K&N Pro Series East
Whelen Modified: Whelen Modified Tour | Whelen Southern Modified Tour
Weekly Short Track Racing: Whelen All-American Series
Special event: Toyota All-Star Showdown
International series
NASCAR Canada: Canadian Tire Series
NASCAR Mexico: Corona Series | Mini Stocks
NASCAR Australia: NASCAR in Australia | AUSCAR
Online Racing Series
NASCAR iRacing Series: NASCAR iRacing Drivers World Championships | NASCAR iRacing Pro Series | Amatuer Series(COT, NNS, NCTWS and Late Models/Modifieds
Former series
AutoZone Elite Division: Midwest Series | Northwest Series | Southeast Series | Southwest Series (now Stockcar Racing League Spears Southwest Tour
Other Series: ISCARS fka NASCAR Baby Grand National / Dash Series (1975-2003) | Grand American | Convertible Division | Speedway Division
Television & radio
CBS | Fox | NBC | ESPN/ABC | TNT | Hot Pass | SPEED
MRN Radio | Performance Racing Network | IMS Radio Network
Daytona 500 | Chase for the Sprint Cup | Seasons in Review
Tracks | Rules & Regulations | Car of Tomorrow
Drivers | Teams | Fatalities | Hall of Fame | Champions | All-time Cup Winners | Rookie of the Year | Triple Threat Winners
Buschwhacker (Double Duty Performers) | Road Course Ringers | Lore | Canada | Mexico | Video Games | Families
Categories: Stock car racing | NASCARHidden categories: All articles with unsourced statements | Articles with unsourced statements from May 2009

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The Single Most Important Tool You Need to Practice Sound HR Management

When I began my consulting practice, I had no idea just how many organizations operate without the most critical tool necessary to practice sound HR management; the lowly, neglected and often unused job description. Wrongly considered unimportant by many and non-essential by some, a well-written job description is truly the cornerstone in building your HR and compensation infrastructure. Let's take a few minutes to review why they're so important in managing HR and how they should be used every day in HR departments.

1). Impacts Your Ability to Recruit Quality Candidates While Minimizing Discriminatory Hiring Complaints.

When you have a quality job description that truly reflects the knowledge, skills, abilities and minimum qualifications of the job, you're able to develop job related questions that help you and your managers effectively recruit for open jobs. You'll use the job description to develop job advertisements, postings, and interview questions for use when recruiting. Through using the job description as a recruiting tool, your managers will learn to ask applicants objective job-related questions versus subjective questions that are illegal or irrelevant (and can get your company in trouble!).

2). ADA and Worker's Compensation Accommodation.

Because of the ADA, you are charged with writing job descriptions that clearly identify the essential job functions of each job in your company. As a part of the mandated interactive process in returning an employee to work while accommodating their disability and/or medical restrictions, a well written job description is a critical tool.

Having a well-written job description that identifies the required essential job function, physical requirements, and work environment is essential for participating in the interactive process as required by law.

3). Measuring Employee Performance in Your Performance Appraisal Process.

Your managers will use the job description as an objective basis of measuring their employees' performance over the past year and setting goals for the following year.

4). Answers the Critical Employee Question, "How Do I Fit Into the Organization?"

This issue is HUGE!! How can an employee contribute to the organization's goals and objectives if they don't understand their role in the company? They can't!

Writing a quality job description creates linkage between the employee and the company by identifying what's expected of them in their job. Establishing an organizational structure with well-written job descriptions builds alignment within and between departments that's positively leveraged to contribute to your organization's goals and objectives.

5). Managing Performance Problems in Employees.

Unfortunately, in every company there are a few bad apples. The job description again serves to map out performance expectations and sets the stage for performance improvement discussions and potential disciplinary action.

6). Establishes Career Paths for Employee Development.

One of the most frequently cited reasons departing employees provide for leaving to join another employer in exit interviews is that they didn't believe there were promotional opportunities for them, i.e., "nowhere to go." By building job families and career ladders to formalize your organizational structure and internal promotion system, you'll help to retain staff and lower your turnover costs.

7). Market Pricing Your Jobs.

With the huge shift in the employment market during the recession, you'll want to keep your eye on the market to track the rebound and return of inflation in late 2010. It's essential to base your market pricing project on job content, not job titles. You'll need well-written job descriptions to be able to produce sound market pricing results.

8). Evaluate FLSA Job Status to Properly Classify Your Jobs as Being Exempt or Non-Exempt.

Now more than ever, because of all of the class action wage and hour litigation for misclassified jobs, you must know how your jobs should be classified. These class action lawsuits have cost many employers dearly, and could have been completely prevented had the companies conducted their own internal FLSA audits.

Job descriptions certainly can't be considered "sexy," are misunderstood, unused and/or neglected by many, yet remain the cornerstone of sound HR and compensation management for every organization. Isn't it time for you to revisit writing or updating them in your company? With the huge shift in market pay practices that's occurred during the recession, you'll need to track the marketplace to pay your people right. Now's the time to make sure you're ready....

copyright 2009 Regan HR, Inc.

About the Author

Becky is passionate about designing Human Resources programs and compensation plans that build organizations. Her approach? Support individual HR professionals with consulting and continuing education, delivered online at => http://www.ReganHR.com , via information products through the teleseminar format, plus coaching and mentorship programs. She can be reached at Becky@ReganHR.com.

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Is The Holocaust True? I Think So. Others Don'T!

The denial of the Holocaust.
By: Skyler hayes

The denial of the holocaust has been taking place since shortly after the Holocaust, but has had a big 'boom' over the past 2 decades! What exactly IS the holocaust denial, and who are the sick people that take place in this? The denial of the holocaust is simple, really. It is a propaganda movement taking place in the USA, Canada, and Western Europe. This group, mainly the Institute for Historical Review (IHR), has been seeking to deny the reality of the Nazi killings of 6 million Jewish people in Europe, during WW2. Although the IHR has the spotlight now, the actual roots of the holocaust denial can be traced back to the Nazi's themselves. They dismissed all of the overwhelming proof of the Holocaust, and even while the Holocaust was still going on!
The IHR was founded in 1979, by Willis Carto. The IHR is a pseudo-academic enterprise where supposed "professors" with NO credentials in history, no formal academic certification in writing, and career anti-Semites, all come together to try and convene new ways to spread anti-Jewish, anti-Israel and, for some, pro, Nazi beliefs.
Here is a common "proof" that no people were murdered by gas in Auschwitz. It is a quote from http://biblebelievers.org.au/holohoax.htm. "Fred A. Leuchter is America's leading specialist on the design and fabrication of execution equipment, including homicidal gas chambers. In 1988, Leuchter scraped samples from the alleged gas chamber walls in Auschwitz, Birkenau and Lublin. Cyanide residue would be clearly evident on all these walls if gassings did occur. To his astonishment, Leuchter found no significant cyanide traces in any one of these rooms.
In 1991, the Polish government repeated these tests to disprove Leuchter's findings, but they as well found no evidence of any gassings ever occurring." What exactly can be said about these findings? Not much, besides the fact that the gas probably does not stick to the wall for such a long time.
A common "fact" about the denial of the holocaust is stating that if the Nazi's had gassed them, they would have died themselves. If one looks closely, the 'gas-chambers' have regular doors and windows, with large gaps. This means it would have contaminated the area. The only way around this would be to say that once the gas leaked outside, it was sterilized.
Perhaps the most intriguing is the autopsy reports. There are none. Not one body has ever been found to have died of gas poisoning.Everybody has seen the pictures of the mass graves. The piles and piles of dead bodies. It is not easy to forget. It is said that most of these people died of typhus or starvation, or even allied bombings. It is even claimed that 'a great many' of those bodies are in fact murdered Germans, not Jews. Around 10 football fields should be packed full of dead bodies to autopsy, but not one has been found.
Schools should probably also investigate the claim that The Diary of Anne Frank is a fake. Portions of the diary were written with a ball point pen, which were not in use during the time of Anne Frank. Despite all of this evidence, it is NOT denied that some form of concentration camps took place, because the evidence is to great. In fact, Israel continues to receive trillions of dollars from all around the world for the gassings during the holocaust. Most Holocaust deniers also use the evidence that says most books about the holocast use sources, and these sources are all ridiculed and disproven, such as the book "One Year in Treblinka". I found that the exact same is true for Holocast deniers.

Auschwitz today is a museum. Part of the museum used to be going inside the gas chamber. It is no longer named the gas chamber, but it is implied. Due to insuffeciant evidence, it was closed down. I personally can't blame them, for all of the ridicule they faced. Not only are gas chambers being dropped from museums, but also things such as "human" lamp-shades, and human soap, which the Nazi's supposedly made. Pretty soon, the entire Holocaust could go straight down the memory hole, and we can not let that happen! Even IF the holocaust is a hoax, it will serve it's purpouse one day, because sure enough, history repeats itself

To review, The Holocaust debate is much like a religous or political debate. It goes in circles, and never really ends. There are to many facts and eyewitness accounts to completely discredit anything. The only thing you can do is take all the information you can, and use it to make the world a better place. It is pointless to try and disuade the viewpoints of another, no matter how open-minded they are. That is the beuty of history.

About the Author

Skyler is a student currently enrolled at Cedar Park High School

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