LOCAL RULES FOR TSC POCKLINGTON 2013

Introduction

These local rules are raised in accordance with the 2013 rules for rated competition and are to be read in conjunction with those rules. However, some variation will occur as the TSC is a non rated competition.

Part 1  - Rules

1.1 Registration

Please send the attached form to the club before the competition. 

Registration will take place in the Control Office on Saturday the 17th of August 2013. The Control Office will be open through the week as notified daily, and is located in the main club building.

1.2 Low Flying Rule

Approaches to the airfield from the North, Southeast and South are over public highways, pilots are requested to clear these roads by a minimum 50 feet. 

Additionally pilots are reminded to fly within the requirements of CAP 393 ANO Section 2 Rules of the air Article 5 (low flying rule) and CAP393 ANO Section 1 Article 74 which states “A person shall not recklessly or negligently cause or permit an aircraft to endanger any person or property”.

1.3 Airfield Boundaries

For scoring purposes the airfield boundary is as shown in the figure.

NOTE: Only prepared grass strips and hard runways are landable.

Aiirfield Boundaries

 1.4 Start Procedure

The start zone will be a 5 km radius semi circle centred on the BGA turnpoint POC (53 55.559N 000 47.687W), although it is possible to start straight off tow. The radio frequency for both start and finish will be 130.1.  Start heights will be relative to airfield QFE.  

1.5 Finish lines

The finish line is the Airfield boundary.

 
Runways:-

(A) 130 - (C) 310 True
(B) 180 - (D) 360 True

Runways

1.6 Airspace

Competitors will receive a daily airspace briefing.

1.7 Flight Recorders.

Whilst we have the facility to download most types of flight recorders, please bring your own cables as back up for downloading.

Part 2 - Officials

Director:- Patricia Ridger
Deputy Director Bernie Svenson
Meteorology:- Steve Wilkinson
Task Setters:- Andy Melville
Scorers:- Steve Derwin/Bill Young
Launch Marshall:- Andy MacDonald
Tug Master:- Eddie Room
Registration Dave Proctor
Control:- Paul Shaw/Graham Walker
Safety/Airspace Bob Holroyd/ Dave Smith
Technical:- Bob Kirbitson


2.1 Stewards

TBA

 
Part 3 - Domestic and Site information

3.1 Location

Location

Please note that there has been a recent change to the layout of the A1079 at the Hodsow Lane junction. The entrance to the Club remains unchanged, but now requires you to leave the A1079 at the new roundabout signposted “Gliding Club” and Pocklington.

pockfromair

3.2 Trailer Parking

Trailers should be parked at the Northwest end of runway 31.

3.3 Camping and Caravans

Camping and caravans are in the areas shown with amenities.

Camping Caravans

3.4 Overnight Parking

Gliders may be parked overnight as shown but do not restrict access to the Fuel pump or hangar.

Overnight Parking

 3.5 Catering

Catering will be provided on site.

Breakfast will be available in the clubhouse.

Snacks and sandwiches will be available during the day.

Evening meals will be available in the clubhouse.

3.6 Self launching and sustaining motor gliders

This year the two seater comp will, once again, be allowing entries from self sustaining and motor gliders.

Self sustaining/launching motor gliders must carry a flight recorder having an additional facility for recording engine running time. This facility must be inaccessible to the pilot in flight, and must operate correctly however the engine is started and whatever position the various cockpit switches are in.

Self launching/sustaining motor gliders shall not use their engines to climb above the declared launch height.

Scoring flights with engine start detected shall be to the furthest point achieved minus 5 KM. An engine start must be recorded on the first flight before the start for scoring purposes.

A self launching motor glider may self retrieve after an out-landing with no penalty, however, if any T/P’s are claimed it must be proven that they were rounded prior to the outlanding.

If the pilots of a Self launching or sustaining motor glider wish to re run the engine after launch, they must land and wait 90 mins. before re launching for a re-start.


Part 4 - TASK FLYING

4.1 Tasks

a)  Weather permitting, a range of tasks will be set each day. Task selection is at the discretion of the Pilot and selection can be changed during the flight, pre-declaration is not necessary. Tasks will normally be around a closed circuit course with one or more turning points, but may be a remote goal either straight or via one or more control points.

b) Turning points must be rounded in a set order. A set outgoing bearing will be given for the purposes of the start line.

4.2 Additional Launches (Relights)

a) If a pilot wishes to be launched either after refusing the offer of a launch or after landing back at the airfield he must position his glider at the back of the grid or in a designated relight area as instructed by the grid Marshall.

b) However, where a pilot fails to be launched satisfactorily through no fault of himself or his crew, he must be offered an additional launch without delay.

c) A glider which lands outside the official boundary of the airfield, (except as a result of a failed launch through no fault of the pilot or his crew), shall be permitted a further contest launch. This launch will only be allowed one hour after the glider has been returned to the airfield and its return reported to Competition Control.

d) Gliders retrieved by aerotow are permitted to take a further contest launch but must land back at the airfield and wait one hour from reporting their return to competition Control before launching.

e) Where doubt exists on a pilot's entitlement to a relight, he should be permitted the launch and the dispute resolved later.

f) Each relight automatically cancels all previous starts, but may not necessarily cancel the points scored on the previous flight.

g) If the pilots of a Self launching or sustaining motor glider wish to re run the engine after launch, they must land and wait 90 mins. before re launching for a re-start.

4.3 Start

a) The means of starting will be by Pilot Operated Start. Start zones will be used as detailed in the B.G.A. Competition handbook. There will be no ‘2 minute before start’ height rule.

b)  As in previous years, it will be possible for pilots to start the task straight off tow and without crossing the start line. In this case their start time will be deemed to be the time of their launch
 
4.4 Landing  Reports

In the event of landing out the pilot must;

a) Report his landing to Contest Control by telephone within one hour of landing. If the pilot fails to report within that time except for reasons of force majeure the Director may fine him £20.00 the money to be paid into the competitions annual charity.

b) The pilot must report the Lat. And Long. of the landing site to control on phoning in.

c) It is the pilot’s responsibility to liaise with farmers to ensure good relations.

Organisers may take any necessary measure to verify the accuracy of landing reports at their discretion.
   
4.5 Last Competition Day: Landing Reports and Evidence

a) Pilots who land out on the last day of the competition must return to the contest site to book in and to submit their landing reports and evidence. Exemptions from this rule can only be granted by the Contest Director.

b) Pilots who obtain such exemptions must submit their reports and evidence within 4 working days from the end of the competition.

c) Pilots who fail to comply with 4.20 a) or 4.20 b) shall be regarded as not having flown on that day.  For the purposes of scoring they shall score zero points for the day and the day shall be re-scored as though they had not participated.

4.6 Airspace Infringements

Airspace penalties will be dealt with in accordance with the BGA competition handbook, or the directors discretion. A dim view will be taken of competitors with an OBVIOUS disregard for airspace.

Part 5 - SCORING PROCEDURE

5.1 Scoring Method

The scoring method used will be closely based upon that used for National and Club ladder score calculation, amended to include windicapping.

5.2 Handicapping

a) Handicaps are based on glider performance. Each glider type is allocated a speed index, Si, representing its theoretical cross country speed in standard thermal conditions and still air.

b) Some allowance for wind effect is built in to the scoring scheme since all completed tasks are scored using a second speed index, Sih, which is lower than Si and assumes an average wind speed of 10.75 knots. Values of Si and Sih for various glider types are listed in Section 7.

c) Gliders failing to complete tasks shall have their scores calculated using Si.

5.3 Measurement of Distance

a) The official map will be the 1:250,000 scale series Topographic Air Chart published by the C.A.A.

b) Distances will be measured as kilometres from the official map or be calculated from National Grid co-ordinates from 1:50,000 or 1 inch to the mile Ordnance Survey

c) The centres of the Start and Finish Lines shall be used for measurement purposes.

d) The landing point is the point on the ground where the glider comes to rest after landing under its own momentum, except where the landing is on an active airfield the centre of the airfield shall be taken.

e) In the event of a collision during a contest flight, the affected gliders shall be scored to the point of the collision, unless otherwise stated by the Stewards.

5.4 Distance Flown

The distance flown is the sum of the legs completed in the correct order, PLUS the length of the leg being attempted. However, the distance flown shall not be less than the sum of the legs completed in the correct order. If the glider's uncompleted leg is towards alternative turning points, it will be measured to the turning point which gives the greatest distance.
 
5.5 Calculation of Points

 a) Declared Completed Flights

The scoring formula has now been updated.

b)  Declared Uncompleted tasks. Uncompleted flights are scored as if the flight was a closed circuit task over the distance covered and time taken, however the speed index is as for the open ended task (Si).

5.6 Minimum Scoring Distance (x)

The distance x is the distance - handicapped - which must be exceeded by a glider before it scores any points. Unless otherwise stated this shall be 20km.

5.7 Qualifying Distance (y)

For the purposes of this competition there will be no qualifying distance.

5.8 Award of Points

a) Each glider's score will be calculated using the formula outlined above. Scores will be allocated for each qualifying flight but in the event of a glider successfully completing more than one task in a day only one score, (the highest), will be recorded.

b) The day's winner is the glider attaining the highest score on that day.

c) The overall winner of the competition will be the glider which, at the end of the competition, has amassed the highest total score.

5.9 Publication of Scores

a) Provisional day scores should be available at or before the first task briefing of the following day and final day scores should be published as soon as is practicable and duplicated so that each pilot can retain a copy.

b) Copies of the last day scores and of the final competition scores must be distributed to competitors within 9 days of the end of the competition and these are subject to protests and amendments, and final results or amendments thereto must be likewise distributed to competitors within a further 12 days i.e. within 21 days from the end of the competition.

ADDITIONAL NOTES ON THE SCORING SCHEME

It is hoped that the two seater competition will provide an opportunity for pilots to enjoy a truly competitive atmosphere without sacrificing either safety or enjoyment. As with any 'open' glider competition the main problem to be solved is how to cope with a wide range of glider performance levels and still allow a skilled Capstan pilot to stand a fair chance of successfully competing against, for example, a mediocre Duo Discus pilot.

In order to encourage this we have chosen to use a scoring system which relates more closely to that used in the national ladder than the '1000 point' method used in Regional Competitions. Particularly important differences are:

a)  No 'Y' The abolition of the qualifying distance means that every flight will be scored strictly on its own merits. If you get round whilst all others fail there is no chance of your score being devalued or discarded.

b) No 1000 point limit. The abolition of Y and use of the National Ladder scoring method should allow deservedly high scores for low performance gliders completing long tasks. Scores of 2,000, 3,000 or even 4,000 should be possible. Fast times in high performance gliders will also score well.

c) An element of pilot selection. The provision of similarly routed tasks of varying length can be used to introduce a degree of tactical choice. Should you choose the shorter tasks and be certain of completing and being rewarded by speed points and a lower handicap? Alternatively, should you go for the more difficult task knowing that success carries  a very high score but failure to complete, (even by the narrowest of margins), will result in a punishingly low score? Under normal circumstances you will not be required to pre-declare your task for the day unless otherwise instructed by the task setter. This means that you can fly round the task but always have the option of shortening or lengthening the task if conditions dictate.

Hopefully these changes should lend a degree of volatility to the scores that will maintain excitement right up until the last day of the competition whilst still allowing those pilots who can only compete for part of the week to build up a possible competition winning lead.

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