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Organizing National Aero Club: National
Aeronautic Association 1815 N. Fort Myer Drive, Suite 500 Arlington, VA
22209
Email Address to which any correspondence should be sent in advance of
the event: Quest Air
Website where information about the competition can be found: http://www.flytec.com/
These local regulations are to be used in conjunction with General Section
(http://www.fai.org/sporting_code/scg.asp)
and Section 7A of the FAI Sporting Code (http://www.fai.org/hang_gliding/documents/sc7).
The sections of the FAI Sporting Code override, in cases of direct conflict,
these local regulations.
The nearest town is
Groveland. The competition will take place at Quest
Air Flight Park a private airfield - also known as
Groveland Airport (and sometimes Sheets). Meet Headquarters will be located
at the Flytec and Quest Air office in the main airport building on site. GPS
coordinates: lat 28 31.982 long 81 50.800. For a map see
here. See directions here:
http://www.questairforce.com/directions.html.
The purpose of the championships is to provide safe, fair and satisfying contest
flying in order to determine the world champion in each class, and to reinforce
friendship among pilots of all nations.
Practice days: May 15, 16, 2006
Registration: May 15, 16, 2006 10:00am to 4:00pm
Opening Ceremony: May 17, 2006 7 PM
Team Leader Briefing: May 16, 2006 6:00pm
First Competition and Mandatory Pilot Safety Briefing: May 16, 2006 7:00pm
(Subject to Change)
Contest Flying Dates (days): May 18-27, 2006
Closing Ceremony and Prize Giving:
May 28, 2006 2:00pm
Meet Director: David Glover
Safety Director: Drew Harris
Deputy Meet Director: Jim Prahl
Organization Director : Mike McFadden
Competition Office Manager: Lisa Kain
Take-off Marshall: Steve Kroop
Scorekeeper: Tim Meaney
Transport Manager : Connie Bailey
Chief Tug Pilot: Bobby Bailey
Meteorologist: Davis Straub
Associate meteorologist: Gary Osoba
Jury President: John Aldridge (UK)
Jury member: Stéphane Malbos (France)
Jury member: Agust Gudmundsson (Iceland)
Steward: Paula Howitt (UK)
9:30 am (May 18th, Day 1) 9:45 am thereafter Task Committee Meetings Daily
during contest
10:00am (May 18th, Day 1) 10:30 thereafter Pilot Meetings Daily during contest
12:00 PM* Swift Launch window Open - 1:00 PM* Swift Start window Open
12:15 PM* Women flex wing Launch window Open - 1:15 PM* Women flex wing Start
window Open
12:30 PM* Rigid wing Launch window Open - 1:30 PM* Rigid wing Start window
Open
Start Interval* 30 minutes
3:30 PM* Launch window Close
Sunset* Goal Close
9:00PM* GPS turn in Deadline
* Times subject to change to produce optimum results
Schedule and rule changes, etc. will be posted to the official notification board.
Quest Air has high speed wireless access available to pilots with portable
computers as well as a common computer available to visiting pilots. Highly
sophisticated weather information is now available at
http://ozreport.com/2006worldsweather.php. Printed weather information
will be available each morning at a central site taken from
http://ozreport.com/2006worldsweatherprinted.php.
Tasks will likely be out and return, triangles and straight or dog legs to
goal. They'll be determined by the task committees. The winners' time will
most likely be between two and four hours. Tasks will be downwind when winds
are from the north or south over 10 mph. Tasks will be progressively more
difficult if possible during the task.
There is airspace to the east and west of Quest Air (red areas). The airspace
is easy to avoid. There is additional airspace to the south, which is like
wise easy to avoid. There will be a current US Sectional posted at a central
location. A version of the airspace map seen below or other similar map will
be given to each pilot. There are high power lines to the north and south
of the field, although not nearby. They will be pointed out so that pilots
may avoid them.
Area motels can be found at
http://www.questairforce.com/accom.html. There is on site camping available.
Breakfast, lunch and dinner will be available on site. The press can be found
at the Oz Report World Headquarters on site. Other press can contact the Flytec
office.
See site layout here: http://www.questairforce.com/site.html
A program for the opening ceremony will be given in writing to team leaders
on arrival (see date and time above). The program for the closing ceremony
and prize giving will also be published, in writing, at least four days in
advance of the ceremony.
There will be a paramedic/EMT with emergency vehicle on site during launch.
The 2006 World Championships are open to all Member and Associated Member
countries of the FAI who may enter up to twelve Class 5 (one six person team
plus six additional individual members), four Class 2, and six Women's Class
1 hang glider pilots. Official entry must be made with competitor's NAC. Pre-registration
and payments (or payment arrangements) must be made with the the official
on-line Pre-Registration Form (http://www.flytec.com/).
Entry deadline is February 1, 2006.
Entry and competition tow fees $725, per pilot and $375 per team leader and
assistant and must be made at the time of entry using the on-line form. For
late entry fee payment (after entry deadline) 25% surcharge will be applied.
For mentioned fee the organizer will conduct the Championships and provide:
the following – one month USHGA membership, launching field, pilot information
package, score keeping, GPS downloads, turn point and goal information, goal
refreshments (if goal at Quest Air), opening ceremony with refreshments, closing
ceremony and presentation evening with meal, and high speed broadband wireless
Internet access.
Applications, with fees paid, not received by the entry deadline may be refused.
The organizers will provide the following - aero tows up to maximum 2000 feet
AGL for duration of competition including the practice days, launch marshals,
aero tow ropes, weak links, tie down points, launch line and staging system.
Adequate tug support will be made available for the event.
Entry and towing fees shall be paid directly to Flytec at
http://www.flytec.com/
at the time of registration, except that
Switzerland, Austria and Germany shall pay their fees directly to the FAI
according to the provisions of Section 7A paragraph 7.1.3 and 7.3.
All pilots in the competition must become members
of USHGA, signing up available on site.
Registration Requirements
Pilot's national rating card (USHGA card, IPPI Card). Pilots must meet the
requirements of minimum "advanced" rating or IPPI 5; as well as
aerotow (AT), turbulence (TURB) and cross country (XC) sign offs or their
non-US equivalents. Aerotow rating or evidence of extensive aerotowing experience
is a strict requirement.
Evidence of pilot's nationality (passport)
Pilot's valid FAI Sporting License.
Receipt for payment of entry fees by the closing date. GPS of each competitor
for registration with make, model, and serial number available including backup
GPS, if any. See section 4.0
USHGA membership. The appropriate membership forms will be available at meet
headquarters.
Radio frequency used. The frequency list will be maintained by the meet director,
be publicly displayed and pilots will be allowed to change their frequencies
on the list.
Pilot and driver cell phone number. The phone list will be maintained by the
meet director and be publicly displayed.
Satisfactory evidence of glider airworthiness as determined by Section 7A
paragraphs 13.2. If your glider does not have the usual airworthiness
certification or you are flying a prototype, you must present a letter from
the manufacturer authorizing you to fly it for the meet as per Section 7A
paragraph 2.13.2.1 and Annex A.
Pilot Qualifications
It is the pilot's responsibility to check they are qualified to fly in the
relevant Class. The WPRS can be consulted at http://www.fai.org/hang_gliding/rankings/newrankings/. There
is a separate list extracted from these rankings which will published as required
and which will be updated monthly. For exemptions or queries contact paula@fai.org.
A pilot must have an Aerotow sign off as per registration requirement and
either:
1. Competed in a Category 1 event (excluding Women’s Worlds after 1
January 2003) in the four years before the qualifying date, or
2. Or placed in the top 2/3 of pilots in a Category 2 event during the 3 years
prior to the Category 1 Championships (see Section 7A paragraph 2.11).
For exemptions see paragraph 2.12 of the CIVL Sporting Code Section 7A.
Registration Hours
May 15th and 16th, 2006 10:00am to 4:00pm. The end of the official Registration
period is considered to be the official start of the championship.
Registration duties
At registration pilots will have their documents checked, receive supplementary
regulations and information, obtain GPS download, sign a waiver and obtain
USHGA membership if needed.
Pilot numbers
Pilot numbers will be provided at registration. No physical numbers will be
provided and none are required on pilots’ wings. Pilot numbers will
be an arbitrary number assigned by the scorekeeper.
Safety Director
There will be a Safety Director with the responsibilities detailed in this
section below and in Section 7A paragraph 2.6.2.1 and 2.6.2.2. The Safety
Director will monitor for overcrowding and weather conditions near Quest Air.
Safety Advisory Committee
As per Section 7A paragraph 2.6.4.
Stopping and/or Suspending Launch
See Section 7A paragraph 2.20.10
Task Cancellation and Task Stoppage
The Safety Director or the Meet Director has the authority to cancel or stop
a task in the event of perceived unsafe flying conditions only after the launch
window has opened.
The Safety Director has the authority to cancel (before the start window opens)
or stop the task (after the start window is open), after pilots have launched,
if he becomes aware (in his opinion) of dangerous conditions that have developed
on or near the course.
The announcement to cancel (before the start window opens) or stop a task
after all or part of the field has launched will be made by the Safety Director
on the official meet frequency as well as the frequencies provided by pilots
at the time of registration.
PLEASE NOTE: The Safety Director cannot be responsible for canceling or stopping
a task in every case of potentially dangerous flying conditions. Pilots are
solely responsible for keeping themselves safe at all times by using sound
judgment and airmanship.
The Safety Director shall carry a two-meter radio at all times and shall have
a list of all competitor and team frequencies. He shall immediately notify
the pilots on all listed frequencies if a task has been stopped.
Listen for the voice of the Safety Director as notification of cancellation
or stoppage. Pilots are requested to communicate to other pilots that the
task has been canceled/called off by unzipping their harness and hanging their
legs out while flying. It is highly recommended that pilots land at the first
safe landing position if dangerous weather is in the area
Gliders
See paragraph 13.2 of the FAI Sporting Code Section 7A.
Switching Gliders
Pilots may switch gliders within their class in the circumstances permitted
by Section 7A once the meet director approves the request.
Radios and Phones
Radios are not restricted. Pilots are recommended to have a license for the
radio that they are using and are responsible for any problems created by
illegal use.
Pilots must use proper radio etiquette. The USHGA provides 151.925 for use
in hang gliding competition; this is the official competition and safety frequency.
Pilots are not allowed to use VOX on the official competition frequency. Penalties
apply.
It is requested all pilots and drivers submit radio frequency and mobile telephone
numbers at the time of registration. This information is confidential and
will only be used for meet purposes. In an emergency situation this information
may be distributed.
Helmets
Helmets must be worn on the heads of all competitors during flight, except
per Section 7A paragraph 2.20.3
Ballast
See Section 7A paragraph 13.3
Parachutes
A reserve parachute is required. See Section 7A paragraph 13.2.5
GPS receivers
Most Garmin GPS models including 12, 12CX12XL, 12map, II, II+, III, III+,
72 76, 76s, MAP 76 and a select subset of eTrex models are required for flight
verification during the competition. MLR, Galileo, Compeo, 5030, 5020, Top
Navigator are also supported. Pilots may be required to provide necessary
hardware, cables, software and knowledge to the scorekeeper to make sure that
flights from their instruments can be downloaded.
Registering GPS Units
See Section 7A paragraph 16.2.4.
1. Pilots are required to register the make, model and serial number of all
GPS devices that they intend to use during the competition with the competition
scorer. If the device a pilot registered is damaged during the competition
the pilot may wish to use an alternative device. Alternative devices have
to be registered prior to a pilot launching to fly a round for which the pilot
hopes to use the device's track-log for verification. Team leaders may provide
units registered to the team to their team members if their primary device
fails.
2. The meet director will ensure that each pilot has a unique make; model
and serial number combination (i.e. no pilots are sharing devices) and they
or their assistants may check the device's make, model and serial number prior
to every task verification. Any GPS submitted which does not match the lodged
information will be rejected for verification.
Skill requirements
Pilots must meet the requirements of minimum "advanced" rating or
foreign equivalent (IPPI 5); as well as aerotow (AT), turbulence (TURB) and
cross country (XC) sign offs or their non-US equivalents.
Pilots must have extensive experience aerotowing behind trikes and/or Bailey/Moyes
Dragonflies. Pilots must have previously aerotowed the glider that they are
flying in the competition or one substantially similar and be able to produce
witnesses to that effect if questioned.
Pilots who do not have the aerotow skills required to compete as determined
by the meet organizer will not be allowed to compete in the competition. Pilots
who misrepresent their aerotow experience will be ejected from the competition.
FARs/Clouds
FAR 103 (U.S. Airspace Law/ Federal Aviation Administration Air Traffic Rule
violations). All competitors are required to comply with FAR 103 at all times.
A copy of FAR 103 will be provided to all competitors. Any verified
infraction will result in a penalty for the associated day or possible ejection
from the contest. Pilots are expected to familiarize themselves with all controlled
airspaces in the vicinity of course lines.
It is illegal and un-sportsmanlike for competitors to fly into clouds. Competitors
who fly into clouds will incur a penalty for the day. A competitor is deemed
to have flown into a cloud if he/she is observed by a meet official or videotaped
going into and disappearing into a cloud, or videotaped appearing out of a
cloud, or: If two witnesses near the accused witness the accused going up
into the cloud and completely disappearing from their view, and attest to
this fact in writing and if barograph traces from the accused and a witness
show the accused above the witness at the time of the incident. If the accused
cannot produce a barograph trace for that day, only two witness statements
are required. It is highly recommended for all competitors to fly with a recording
barograph at all times. If a competitor does not have barograph recording
capabilities - the pilot may ask organizers to provide an instrument for the
pilot.
Right of Way
Pilots will follow right of way rules and thermal/flying etiquette as per
Section 7A paragraph 18. During the period when the launch and start window
is open, pilots within or before the start circle will make all thermalling
turns in the direction announced daily. Start Circle thermal direction may
alternate from left to right depending on the day..
Appropriate aerotow bridles
Competitors must use appropriate aerotow bridles as determined by the Meet
Director and Safety Director and their designated officials. Bridles must
include secondary releases (as determined by the Safety Director). Bridles
must be able to be connected to the tow line within two seconds. Appropriate
bridles can be found here: http://www.ozreport.com/9.039#0 and http://ozreport.com/9.041#2.
Pilots must bring their bridles to the first pilot briefing and have them
reviewed. Pilots with inappropriate bridles may purchase appropriate bridles
from Quest Air at reasonable prices.
Weaklinks
Pilots must use weaklinks provided by the meet organizers and in a manner
approved by the meet organizers. All weaklinks will be checked and use of
inappropriate weaklinks will require the pilot to go to the end of the launch
line to change the weaklink.
Weaklinks will consist of a single loop of Cortland 130 lb Greenspot braided
Dacron Tolling line http://www.cortlandline.com/catalog/braid.html and should
be placed at one end of a shoulder bridle. The tow forces on the weaklink
will be roughly divided in half by this placement. Pilots will be shown how
to tie the weaklink so that it more likely breaks at its rating breaking strength.
Following instructions from meet officials
Pilots are required to follow instructions given to them by meet officials
expeditiously or risk penalty. Pilots will be instructed where to set up their
gliders in the staging lines, where to enter the launch lines, and how to
be prepared to launch safely. Pilots need to follow these instructions carefully.
Staging
The take off area is Quest Air. Its location is given on the introductory
page. There are at least four takeoff directions and runways, with the longest
runways north/south. The lengths of the runways are 1900' and 1600'.
1. The daily launch and staging areas will be determined by the Meet and Safety
Director with consultation of the Safety and Task Committees after the morning
pilot's meeting and will be set-up by launch crew as soon as the optimum direction
can be determined.
2. For the purpose of expediency, pilots must stay away from the launch crew
and are not allowed talk to this launch crew while they are setting up the
launch and staging lines. Any pilot who in anyway interferes with the launch
crew setting up the launch and staging area will be subject to the penalty
of having your launch delayed or moved to the end of the line.
3. After the launch and staging lines have been fully set-up (as signaled
by the ring of a bell) it is permissible for pilots to stage their gliders.
4. There will be separate Class 2 and Class 1 staging areas in the front end
of the staging area because Swifts and Women will launch first.
5. Class 1 pilots will stage in the general staging lines on a “first-come-first-serve”
basis.
6. Gliders must be staged as close as possible to the “outside boundary”
(as defined by cones). As a courtesy to all pilots, please stage your glider
as close as possible to the glider in front of you. Any pilot who stages his
glider in a manner other than optimal to other competitors in the designated
staging area will be subject to the penalty of having a delay or being moved
to the end of the line.
7. The members of the task advisory committee shall be allowed to place their
gliders in the staging line at their discretion.
Launch
1. Pilots may enter the launch line starting at fifteen minutes before the
start of the launch window and not before.
2. The line leaders will signal when the launch window opens to the pilots
near the beginning of the launch lines. At this time (and not before), any
pilot who is “ready” may move to the ready-to-launch box which
will be defined by orange cones (see graphic at the end of these local regulations).
Ready is defined as: Pilot is completely suited up with helmet on, hooked
in with vario, GPS and other instruments turned “on.” Once in
the launch line the pilot must advance forward to the end of the launch line
(towards the ready-to-launch box).
3. Swifts and Women will stage at the front of the staging area.
4. To give adequate space for the tow planes to land, as pilots advance forward
to the ready-to-launch box, they must stay as close to the staging line as
possible. This is very important.
5. Pilots in the staging line have launch priority over all pilots who are
behind them in either the staging or launch line. If at any time the launch
line overlaps a pilot in the staging line who wants to move into the launch
line (and is “ready” to fly), the blocked pilot in the staging
line may enter the launch line immediately behind the pilot that is blocking
him when the blocking pilot moves forward.
Example (see diagram as the end of the rules.): If pilot B is ready to fly
and wants to enter the launch line he/she must address pilot C and inform
him/her that he/she will be entering the launch line as soon as pilot A moves
forward. Pilot C must let pilot B into the launch line in front of pilot C
or pilot C will be not be allowed to launch until all other pilots have launched
in the current task or for the reminder of the meet.
6. All pilots must stay in their “fore and aft” position while
in the staging line. Pilots may only move forward in the launch line. Pilots
may not move from the launch line to the staging line without moving to their
original position in the staging line unless given permission by the launch
or meet director. If a pilot moves forward in the staging line, that pilot
is subject to not being allowed to launch until after all other pilots have
launched in that task.
Towing
There will be an adequate number of tugs for towing. The tow rope will be
spectra 750+ pounds strength. Weaklinks will be provided and will be constructed
from 130 lbs test line as stated in the previous section.
You will be towed to 2,000' AGL. There will be a standard pattern of being
towed upwind or to the nearest thermal in light winds. The use of dollies
in winds under 10 mph is required. You may foot launch in a wind at or over
10 mph if you have a base tube with skids or wheels.
Re-launch and re-flights
Pilots who land at the Quest Air facility may make re-flights. A diagram of
the boundaries of the facilities will be posted at a central location. Re-flights
are allowed only during the time the launch window is open. Pilots may relaunch
as many times as they need to as long as the launch window is open.
If a pilot’s weaklink breaks below 1000’ AGL, the pilot may land
according to the procedures above, and will be placed back in line at the
end of the ready to fly box (not the end of the launch line).
All pilots needing a re-launch, except those with weaklink breakages below
1000’ AGL, must go to the end of the launch line.
No pilot may land on the active runway during the launch window unless it
is an emergency. Pilots setting up a landing approach onto the active runway
are subject to the penalty of not being allowed to launch until after all
other pilots have launched.
Pilots must be ready to get on a launch cart when they move into the launch
line, even if a launch cart is not immediately available. Failure to be completely
ready may result in the penalty of having to launch last for the task.
Once on the launch cart, pilots must be prepared to immediately get into the
prone position and be hooked up to the towline at all times. Tow bridles must
be hooked up to the release with the proper “V” being formed for
hooking the end of the towline into.
Push Rule
A pilot at any point in the launch line, with harness and helmet on, and hooked
in, may "push" the launch. The pilot must identify himself and announce
that he is pushing. When the launch line is being pushed, each pilot in the
launch line preceding the pushing pilot in the launch order, will have 30
seconds after they are attached to the tow line in which to start take off
or decide not to launch.
A pilot who declines to take-off during his decision period must immediately
go to the end of the queue. A pilot who fails to take-off within the completion
period will be scored zero for the task.
The 30 seconds referred to in the above paragraphs must be uninterrupted by
unacceptable launch conditions, as determined by the launch official. The
launch official will tell the pilot when the 30-second period begins and will
count down the last 10 seconds before it ends.
Start Procedure
We will be using a virtual start cylinder. This method allows pilots to start
when they fly out of or into a predetermined size cylinder that is centered
on the start point or first turn point. Multiple starts are permitted. The
size and center location of the start cylinder will be determined every day
by the task committee and will vary due to winds and safety considerations.
The latest start gate time recorded during the start window will be used.
Start times will generally be scored on 30-minute intervals. This will be
announced at the task briefing. (Example: 3:19:33 will be scored as 3:15:00)
and are applicable to the official start cylinder start times for the daily
task.
Pilots may start at any time after the start window opens. Pilots who start
before the start window opens will be scored for distance only.
Task display
Times of launch and start window open and times for the closing of the launch
window, turn points, goal and goal closing will be displayed in writing on
a task board at the pilot briefing and on a task board near the launch area.
Waypoints (and maps and satellite photos thereof) can be found here: http://ozreport.com/coordinates.php?select=region:Flytec+2005
Any launch or start window time extension policy will also be displayed in
writing. The minimum period of time that the launch window will remain open
for the day to be considered valid is 60 seconds per pilot for each class.
The launch window will be extended for the total number of minutes that the
launch window is closed. If the launch window is closed, one start time interval
will be added over every fifteen minutes of continuous closure.
Meet director/his designees will call it out with a bull horn while driving
down the line. It will also be posted at the entrance to the ready-to-launch-box.
Task Selection
There shall be two Task Advisory Committees, one for class 2 and 5, and one
for Class 1. Pilots shall nominate three rigid wing pilots and three women
pilots to join the Meteorologist, Safety Director and Steward on each on the task
advisory committees. The three pilot members of each task committees
shall be voted on and selected by the pilots in their respective classes at
the first pilot briefing which is the mandatory safety briefing also. The
meet director delegates to the task advisory committees the responsibility
to determine the task, launch window, start interval, start windows, start
point, and start circle/turn point cylinder circle radius. The task advisory
committees shall coordinate to avoid inference with each other's tasks. Task
setting and selection remains the ultimate responsibility of the Meet Director,
but a task will not be flown without prior reference to the task advisory
committee or Safety Committee (Section 7A, paragraph 2.6.4).
Secondary Task
The task advisory committees may decide to call a secondary task depending
on the weather forecast. If a secondary task is necessary, it will normally
be presented with the primary task at the pilot meeting. That decision will
be communicated to the pilots prior to any pilot starting the course.
Task Format
All tasks will be cross-country tasks to goal, with or without turn points.
The task advisory committees will attempt to call tasks so that the estimated
time of the fastest pilot will be between two and four hours. When possible,
tasks will finish back at the Quest Air landing zone.
Cylinders
Virtual cylindrical sectors around start points, turnpoints and if desired
around goal points will be used in the competition. The radii of the cylinders
will be publicized at the general briefing, and if this is to be changed during
the competition, the new radii will be publicized at the pilot briefing prior
to the task. The default value for turnpoint cylinders will be .25 miles (402
meters)
We will give turnpoints in miles first then meters. Same with goals. Start
circles will be in meters, then miles. Tasks will be in miles and kilometers.
Rest days
The competition director may declare a rest day after not less than four days
of consecutive flying, unless this is the last day of the competition.
Assisting injured pilots
As per Section 7A paragraph 2.31.5.
Finish at Goal
Virtual cylinder goals will be used exclusively. Goal cylinders will be .25
radius by default, but can be changed by the task committee.
While flying the pilot's GPS must show the pilot crossing over the virtual
circumference of the goal cylinder. GPS goal crossing times, as determined
by verification and scoring software will be used to determine time of crossing.
Finish Short of Goal
All pilots not completing the task may mark his/her landing point as a waypoint
with their GPS receiver(s), and then should TURN OFF THE GPS. Failure to do
this may result in improper scoring and slow downs.
Reporting In
Competitors should report back to headquarters by the daily determined pin-in
time. Pilots must either present their GPS for scoring or phone in reporting
their landing coordinates by the 10 PM. Failure to do this will result in
penalties. Pilot landing point is not valid until valide gps track log is
turned in.
Pilots must submit their GPS receivers for downloading when they report back.
All pilots must have GPS track log verifying that each of the required portions
of the task was achieved (except as seen below). Landing position, either
at goal or landing short may be supported by a track log.Goal crew (when present)
may verify goal landings (but not time) and landings short of goal must be
supported by landing coordinates or track log.
Datum and coordinate format
The mapping datum is WGS 84 Datum and the standard format used for designating
waypoints is dd mm.mmm (i.e.) N 26 17.888 W 82 12.456. Official meet time
is -4 UTC.
Backup GPS
Backup approved GPS receivers are permitted and recommended. A pilot may use
multiple GPS's for verification and backup and may submit multiple track-logs
to the scorer. The evidence will be chosen so that the pilot's best possible
score, from all correctly obtained data, will be taken for flight verification.
Pilots may submit evidence for a flight using data from two (or more) GPS
units, each covering part of the flight as long as the Meet Director is satisfied
that the data is genuine.
Track log
See Section 7A paragraph 16.
1. The pilot must provide an unambiguous track log that shows without doubt
that the data was collected; by the pilot of the hang glider on the flight
in question, of the declared turn point from the correct location in the correct
sequence, between the takeoff and landing, with all relevant information being
present on the track log.
2. The track log must show for any start, goal or turn point that is claimed
for the flight, one of the following: a point within the cylinder, a pair
of points or a point and a way-point not more than 60 seconds apart for which
a straight line drawn from the first point to the second point passes through
the allowable cylinder.
3. Where the point being claimed is a start point (and the task allows the
pilot to choose their start time) and the track-log has two points either
side of the start or goal line at most 60 seconds apart, then the start or
end time is then interpolated from these points (constant speed being assumed).
Otherwise a start time is taken from the last (in time) point within cylinder
of the start point.
4. The goal time will be interpolated from the pair of track-log points prior
to and after crossing the edge of cylinder gate (a constant speed is assumed),
or from the extrapolation of a pair of points immediately prior to the goal,
provided that the extrapolation crosses the goal line (a constant speed is
assumed).
Errors in Coordinates
Start point and turn point coordinates may be named in any way the competition
organizer deems appropriate. If any are named for nearby physical features,
the coordinates and NOT the physical feature will define the turn point location.
Goals will be based on the coordinates. Changes to turn point coordinates
may be made or new turn points added at or prior to the task briefing.
General Verification Rules
1. The track-log must contain an average at least 1 point for every five minutes
of on course flying time (points taken prior to the start and after goal are
not counted). E.g. a two-hour flight must contain at least 24 track-log points
between the start (launch or start point) and goal or the end of the flight.
2. The verification software will confirm that all points used to verify the
flight occurred at reasonable times (e.g. on the day in question, between
the start of the task and the end of the task, and showing the correct chronology
of start and turn points).
Claiming best distance on task
A pilot not landing in goal will be scored distance according to their best
in-flight track log point or their landing point, whichever gives a better
result. In either case, the timestamp of this point must be consistent with
the flight being claimed and any "land by" times that may be in
force.
Rejection of track log
The meet director has the discretion to reject any track-log, or part thereof;
if she/he feels it does not show sufficient evidence that the claimed data
is genuine.
Stopping the task
If a task is stopped, the pilots will still be scored up at the point in time
when the day was stopped.
For those pilots not in goal at the task stop time, distance points will be
awarded based on best in-flight track log point or landing point recorded
prior to or at the stop time. No other means of flight verification will be
accepted if the task is stopped. Pilots without a valid GPS track will be
at a disadvantage.
Time based dispute
1. If the launch is within the start cylinder, and a pilot fails to provide
proper evidence of his start time, but there is sufficient evidence that a
pilot launched during the launch window and did not start prior to the opening
of the start window, then the pilot is awarded a start time equal to the start
window open time. The pilots elapsed flight time is then moved so that it
begins at the time of the first start time of the pilots in goal (so that
the Departure Point system is not compromised). If the pilot's new (artificial)
goal time is outside of the advertised goal closing time, the pilot is awarded
goal distance only.
2. If a pilot cannot provide evidence that he launched and or started during
the start time window, either by correctly obtained GPS evidence or by the
records of the competition, then the pilot is awarded minimum distance for
the round.
3. If a pilot fails to provide evidence of finish time when required, then,
the pilot is awarded distance points only. If a "land by time" is
in effect, any pilots still in the air at the land by time will be scored
distance according to their best in-flight track log point prior to the land
by time.
Performance Measurements
Performance measurement will be by GAP 2002 utilizing
the RACE scoring program and/or CompeGPS.
Penalties and disqualifications
A penalty may be imposed or a competitor
removed,
for violation of any rule contained, announced or referred to in the rulebooks
that pertain to this meet. The Meet Director at his discretion will assess
penalties.
Minimum/Maximum Rounds
To be valid a world championship must have not less
than eight participants in a Class representing not less than four countries
with entry fees paid and available to fly on the first day.
The title of World Champion shall only be awarded if the sum of the daily
winner's scores is equal to, or more than 1500 points, as determined by the GAP
2002 scoring formulas.
Daily Score
The scorekeeper will determine a competitor's score
based on distance flown or time required to complete the task as reported by
their GPS. Each pilot's daily score
will be computed using GAP 2002.
Team Scoring
See Section 7A paragraph 14.3
Results
The scorekeeper shall publish provisional task results in the evening of the
day the task was flown. Updated results (with all competitors reporting) shall
be published by 11 AM the next day. Competitors are asked to ask for correction
of mistakes in the results as soon as possible.
Complaints
A complaint is a written request by a meet leader or individual pilot to the
Meet Director, to investigate any matter with which the competitor is dissatisfied.
No fee is required for a complaint. A complaint must be filed within twelve
hours of the operational matter becoming announced at the pilot or team leader
meeting. The meet director will attempt to rule on a complaint within one
hour of receiving it.
If the team leader is still dissatisfied; he may file a protest.
Protests
Protests must be made in writing no later than twelve hours after the complaint
is acted upon and the result of the complaint announced at the pilot or team
leader meeting.
A $50US Dollars fee is required will be refunded if the protest is successful
in any part. The Jury president shall call a meeting of the International
Jury within 24 hours and will rule on the protest in a timely manner.
If the protest fails, the protest fee will be retained by the FAI. All failed protests may be appealed to the FAI.
