The 2009 version of nationals rules can be downloaded in printable (Word) format from here
National Hang Gliding Competitions Handbook 2008
Compiled by the BHPA Hang Gliding Competitions Panel, January 1978.
Revised annually and including amendments to April 2009.
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Table of Contents
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1. GENERAL
1.1 AIMS OF THE NATIONAL HANG GLIDING CHAMPIONSHIPS
1.1.1 To select British Champions in FAI classes 1, 2 and 5.
1.1.2 To select the British Women's Champion.
1.1.3 To provide a pool of pilots from which teams for international events may be selected.
1.1.4 To provide a safe and fair competition in which to encourage a spirit of sportsmanship between pilots.
1.2 PREAMBLE
1.2.1 These competition rules are subsidiary to the British Hang Gliding Competitions Handbook and are intended for use by pilots and officials in the British National Hang Gliding Championships. Please familiarise yourself with the contents as this will lead to better results for pilots and easier, more succinct briefings.
1.2.2 The Nationals rules are based upon those in Section S7A of the FAI Sporting Code but vary in some areas to suit the nature of UK competition. They are intended to provide a framework for a safe and fair competition. They cover problems which have arisen to date but situations are bound to occur which are not strictly covered by the rules. In dealing with new situations due regard shall be paid to precedent, safety and a fair result.
1.2.3 The Hang Gliding Competitions Panel (the Panel) reserves the right to amend the rules as it sees fit in the interest of fair competition.
1.2.4 The official language of the championships will be English irrespective of the individual pilot's nationality or the location of the particular competition.
1.2.5 All references to pilots by gender in these rules (e.g. his/her, he/she) shall be taken to refer equally to pilots of either gender.
1.2.6 All rules, definitions and interpretations shall apply to all classes except where indicated otherwise.
1.3 COMPOSITION OF THE CHAMPIONSHIPS
1.3.1 A maximum of 50 pilots, each having satisfied the conditions of entry, may compete in the Class 1 championship. Further places may be available for women pilots who have not qualified in the normal way. The number of guest places for pilots (foreign or others) will be at the Panel's discretion. Similar limits will apply in other classes.
1.3.2 Championships in any class may consist of several separate competitions in any one year. The aggregate of scores accumulated over the separate competitions, or as many of such scores as shall be determined annually by the Panel, will determine the British Champion and the British Women's Champion. The same number of aggregated scores will also determine the final ranking of all pilots.
1.4 PRINCIPLE COMMITTEES AND OFFICIALS
1.4.1 HANG GLIDING COMPETITIONS PANEL - responsible to the BHPA Executive through its Competition Director, who holds ultimate responsibility for appointments to the Panel. A list of current Panel members and their responsibilities can be found on the website http://rogallo.co.uk/comps-panel.
1.4.2 MEET DIRECTOR (MD) - responsible for the running of Competitions within the championships. He is responsible to and appointed by the Panel. He is responsibility for stopping or suspending a task if conditions become dangerous and the Safety Committee is not available and should always have a radio tuned to the safety frequency.
1.4.3 COMPETITION LOCAL ORGANISER (LO) - responsible for the organisation of sites, accommodation and the efficient setting up of a competition.
1.4.4 SAFETY OFFICER (SO) – head of the Safety Committee, ensures all necessary accident/incident reports are submitted to the BHPA Office. Reports to the Competitions Panel on any adverse trends in competition safety.
1.4.5 METEOROLOGICAL OFFICER - responsible for collating the best available weather forecast and ensuring this is briefed to competitors before the task is set. This information must also be available to the TC, SC and MD.
1.4.6 Task Committee (TC) – a maximum of three pilots selected by the Competitions Panel Chairman or the Meet Director from a pool of suitable pilots; every effort should be made to include a knowledgeable local pilot. Responsible for advising the MD on setting the day’s task subject to ratification by the Head of the SC.
1.4.7 SAFETY COMMITTEE (SC) - the Safety Committee is responsible to and appointed by the Competitions Panel. It will have 5 members and these should be selected to give a broad range of experience in competition flying. Temporary members of the SC may be appointed if permanent members are unavailable. No person shall be a member of both the TC and the SC.
1.4.8 SCORER – responsible to the MD for all scoring matters and publication of daily and overall scores.
1.4.9 MARSHAL(S) - responsible to the Meet Director and the Panel for fair and impartial judgments in assessing tasks. Appointed by the Organiser in consultation with the Meet Director.
1.5 ELIGIBILITY
1.5.1 In Class 1 those who are placed in the top 25 places of the preceding championship. Eligibility for Class 2 & 5 shall be at the discretion of the Competitions Panel.
1.5.2 The top twenty five pilots from the previous year’s British Open Hang Gliding Series (BOS).
1.5.3 Relegated pilots will be included as non-championship pilots for immediate re-entry from the BOS.
1.5.4 Any remaining Class 1 places will be known as discretionary places, to be filled by those who, in the opinion of the Competitions Panel, are worthy of a place in the championships but have failed to qualify in the normal way.
1.5.5 Selection for additional Women's places. The bottom 3 women pilots (if placed below 25 in the preceding year) will be relegated and replaced by the applicant who is highest placed in the BOS and 2 discretionary places.
1.5.6 All entrants must be members of the BHPA and, if UK based, members of the BHPA club in the area they usually fly. They must also be willing and eligible to fly for Britain at FAI Category 1 competitions.
1.5.7 Applications and subscriptions from eligible pilots received by 1st November (or as otherwise announced in Skywings) will be accepted. Cheques should be made payable to "British Hang Gliding Competitions". Applications received after this date will be accepted on a “first come, first served” basis subject to eligibility.
1.5.8 The Competitions Panel reserves the right to refuse entry to a pilot, subject to appeal to the BHPA Executive Board.
1.5.9 An Advanced Pilot rating is required for all pilots competing for the title of national champion in Class 1.
1.5.10 A FAI Sporting Licence is required for the Class 1 championship. It is also mandatory for all BHPA members competing in any meeting outside the UK to have insurance cover for medical expenses, emergency rescue and medical repatriation.
1.6 GUEST PILOTS
1.6.1 At any championship event places will be open to other entrants, including foreign pilots, at the invitation of the Competitions Panel. A guest pilot cannot become British Champion. They will be eligible for the individual competition trophies but not the overall National Championship trophies.
1.6.2 All foreign pilots in championship competitions must have proof of current membership of their national association and of 3rd party liability insurance.
1.6.3 Applicants must hold a minimum pilot rating of Pilot or its equivalent. For pilots holding a qualification awarded by another nation’s hang gliding association this must be equivalent to the international Safepro 4 standard. A FAI IPPI card may be required as proof of this.
1.7 SAFETY
1.7.1 Personal Safety is the personal responsibility of each pilot. The pilot himself has the best knowledge of his experience and capabilities and must exercise his own judgement as to whether or not conditions are safe for him. No pilot should assume that, because other pilots fly in certain conditions or certain terrain, it must be safe for him to also do so. Nor should he abdicate personal responsibility for his personal safety to the Safety Committee; its members are not infallible and may not be experiencing the same conditions as himself so to reason that because they have not vetoed a task or called for it to be stopped then it must be safe to continue could be a potentially serious error of judgement.
1.7.2 There are paragraphs elsewhere in these rules concerning particular aspects of fitness to fly and suitability and serviceability of equipment but it remains each pilot's personal responsibility to ensure that he and ALL parts of his equipment are fully fit for flying competition tasks.
1.7.3 The SC must review each task before it is briefed to the competitors.
1.7.4 The SC has full and final authority to veto, suspend or stop any task at any time and a simple majority of those present is sufficient for this. The SC members should also express any other safety concerns to the MD, though the Head of the SC if he is present, but directly if he is not.
1.7.5 The Safety Committee must attempt to communicate by radio during tasks as much as possible using a common frequency. They should make reasonable efforts to stay in touch with the MD throughout the task. Other competitors may also be on the safety channel but must not interrupt any safety discussion.
1.7.6 Any decision to stop a task will be communicated to the MD and subsequently relayed to other competitors.
1.7.7 The MD should have a radio tuned to the safety frequency throughout each task.
1.8 TASK PHILOSOPHY
1.8.1 To run tasks that will help prepare pilots for World Class competition.
1.8.2 The philosophy behind championships flying is that the future of hang gliding lies in the racing skills of pilots in cross country flight. Tasks are set on the day of the competition and depend on weather and terrain conditions, rather than being set months ahead and adhered to even if conditions dictate other tasks would be better tests of skill.
1.8.3 Where practicable, all tasks should be either closed circuit, or flights to goal as determined by 1.8.1 above.
1.8.4 Open distance should be declared rarely.
1.8.5 An alternative to Open Distance which may be set is a race to any point (the goal) beyond a set distance. This “Race to Anywhere” will enable time points to be earned and is more in keeping with Rule 1.8.1 than an Open Distance task.
1.8.6 The aim is that all tasks should be achievable (when set) and ideally 30% of competing pilots should reach goal.
1.8.7 Races should usually be by elapsed time but straight race starts may also be used. Starts will usually be air starts utilising a virtual cylinder and may be either entry or exit starts. GPS logging is the only method to be used for checking times and validating the course flown.
1.8.8 The Meet Director may call a rest day in any competition after a minimum of five consecutive days flying providing not less than two further task days would be available after the rest day.
1.9 PENALTIES
1.9.1 Where penalty codes are shown in this rule book in bold italic print penalties for a first offence shall be awarded as follows:
(a) At the Meet Director’s discretion.
(b) 5% of the winning pilot’s score, up to a maximum of 25 points.
(c) 10% of the winning pilot’s score, up to a maximum of 50 points.
(d) Disqualification.
1.9.2 The penalty for cloud flying is zero points for the task for the first offence and exclusion from the competition for any further offence.
1.9.3 No pilot’s task score may reduce below zero as a result of applying penalties.
1.9.4 Where a rule is infringed and no penalty (or range of penalties) is specified in this Rule book 1.9.1(a) above shall apply
1.9.5 Where he has discretion the Meet Director is to ensure equality of treatment and give regard to both the severity of the offence and to precedent.
1.10 COMPLAINTS AND PROTESTS
1.10.1 Any complaint about scoring must be in writing and submitted to the Meet Director or Scorer by noon the day following that on which the task is flown. Complaints about other aspects of the competition must also be in writing and submitted by noon the day following the decision or event giving rise to the complaint. On the last day the deadline for all complaints shall be 2 hours after the results are published.
1.10.2 If the complaint is not dealt with to the satisfaction of the complainant he may submit a protest.
1.10.3 Protests must be made in writing and handed with a 20 Euro bond to the Competitions Panel Chairman who will appoint a Jury President; the President will appoint a further 2 jury members.
1.10.4 If a protest is about scoring it must be made by noon on the day following rejection of the complaint except on the penultimate day when the deadline is noon on the following day irrespective of the time of rejection of the complain and on the last day when the deadline for both complaints and protests is 2 hours after the official scores are posted. Other protests must also comply with these deadlines. The Meet Director or Competitions Panel Chairman may allow an extension of this period where appropriate.
1.10.5 The protest will be considered by the jury at the earliest possible opportunity and the jury must make a judgement on the day the protest is heard. The protesting pilot should have his score recorded but set aside, pending the result of the protest.
1.10.6 If the protest is lost, the pilot forfeits the 20 Euro bond which will go to competition funds. If the protest succeeds, the pilot recovers the bond.
1.10.7 The result of the protest must be given in writing to the Meet Director who will inform the protesting pilot and the Competitions Panel Chairman.
1.10.8 The Meet Director may appeal to the Competitions Panel if he believes the Jury has made a decision which is outside it's remit or contrary to the rules published in this document.
1.10.9 Further guidance on protest procedures and submissions can be found in the Competitions Handbook.
2. FLYING RULES
2.1 GENERAL
2.1.1 INFRINGEMENT OF FLYING RULES - Codes of guidance on standard penalties for infringements are shown after the rule in bold italics (See Section 1.8 for details).
2.1.2 RETROACTIVE RULES - There will be no retroactive rules.
2.1.3 LOCAL RULES - Local rules take precedence over this rule book.
2.1.4 RESPONSIBILITY - A pilot accepts sole responsibility for his decision to fly any task.
2.1.5 FITNESS TO FLY - A pilot must be fit and able to fly without endangering himself or other pilots. (d)
2.1.6 AIRWORTHINESS - Every hang glider used in the championships must be airworthy. They must also have either a Certificate of Airworthiness recognised by the BHPA or be registered with the BHPA as a prototype. All other equipment must be of a suitable standard and comply with any existing BHPA standards. (d)
2.1.7 DAMAGE - A hang glider is deemed to be damaged if it requires any part replaced to ensure airworthiness.
2.1.8 REPAIRS - A hang glider may be repaired as a result of damage provided its material characteristics are not altered. (d)
2.1.9 HANG GLIDERS
a. All pilots must fly gliders appropriate to the Class entered. Current FAI Class definitions will be applied. (d)
b. Once a pilot elects to fly a particular glider in a competition, he must use the same glider throughout the competition unless he receives specific dispensation from the Meet Director. (a)
c. All gliders and other equipment must conform to the Hang Gliding Safety Standards specified in Section 7A of the FAI Sporting Code. (a)
2.1.10 TASK DETAILS - Details of each task will be displayed on the task board at or near launch. It is every pilot's responsibility to ensure that they have checked the task board before take off for any last minute changes.
2.1.11 TASK BOARD - Task details promulgated on the task board are considered to be rules for that task.
2.1.12 LAUNCH WINDOW - the window will be opened by the Meet Director or a Launch Marshal at the set time after the Task Briefing. It will remain open for the set period unless closed by the Safety Committee on safety grounds or by the Meet Director on extraordinary grounds; in the event of such closure the Meet Director may authorise a window extension.
2.1.13 TIME LIMITS - Pilots must comply with time limits set by the Meet Director and failure to do so may be penalized in the range a – d except that early starts will be dealt with in the following manner: where a track log shows that the pilot started before the first permitted start time he shall be given a start time equal to 10 times the amount of time between his actual start time and the first permitted start time; this time penalty shall be added to his total task time. The maximum amount of early start for this rule to be applied is 5 minutes; any pilot starting earlier than 5 minutes before the first permitted start time shall be scored to minimum distance only. This penalty function is provided for as an option in FS.
2.1.14 METEOROLOGICAL INFORMATION - Met information and weather forecast should be given by the Panel member responsible before each task.
2.1.15 VALIDITY - The task will be valid if it meets the minimum requirements for launch and distance i.e. both:
a. Launch The launch has remained open for at least thirty consecutive minutes of launchable conditions or has remained open for at least one minute of launchable conditions per competitor (including guests)
or 80% of all pilots (or nearest whole pilot% less) listed as current year nationals pilots and present, have launched successfully
– whichever is the less.
b. Distance The activating distance has been flown by at least one pilot.
2.1.16 STOPPING A TASK – The Safety Committee or the Meet Director may stop a task that is in progress if conditions are unsafe. A task that has been stopped will be scored providing a minimum of one hour has elapsed since the first start time taken by a competitor or at least one pilot has arrived at goal.
2.1.17 BALLAST - Ballast which is capable of being jettisoned must be of dry loose sand or water. (d)
2.1.18 MARSHALS - Pilots may not approach Marshals on duty over a disagreement about scoring. (a)
2.1.19 SPORTING SPIRIT - All pilots are expected to conform to the spirit of the competition. Any pilot caught cheating faces expulsion from the championships. (a or d)
2.1.20 REPORTING TO BASE - Pilots are required to telephone the competition base by a set time after the task to ensure that all competitors are safely accounted for. In addition all competitors must report their landing positions and times in person at the competition base as soon as practicable after flying a cross country task. (a - b or c)
2.1.21 LANDING VERIFICATION FORM - must provide a place for each pilot to state whether he considered the task to be Safe or Unsafe, plus a score from 1 to 10 to rate the safety of the task. These forms are to be available to the Safety Committee.
2.1.22 PARACHUTE & HELMET - Each pilot shall wear a protective helmet and carry an emergency parachute system on all flights. The parachute must be capable of being deployed by each of the pilot’s hands and the helmet must comply with EN966. (d)
2.1.23 WHEELS - When launch is by means of a tow system the glider must be equipped with wheels on the base bar except where a trolley is used to support the glider on the ground. (d)
2.1.24 GROUND SIGNALS - when used the following signals will be displayed in the take-off area and must be obeyed as soon as is safely possible: (a)
DAYGLO X Task is cancelled or suspended (e.g. conditions getting dangerous or rescue helicopter arriving). Land safely ASAP.
DAYGLO T Pilots in the air to top land ASAP (e.g. task to be changed).
2.1.25 PILOT NUMBERS - these will be allocated to championship pilots by the Organiser.
2.2 FLYING THE TASK
2.2.1 CLOUD FLYING - Cloud flying is prohibited and proven cases of cloud flying will be penalised. (d)
2.2.2 ASSISTED FLYING - Dual flying is not permitted and no engines may be used in flying tasks. (d)
2.2.3 LAUNCH ORDER - Pilots must take off in the correct take off order (if any is stipulated) to score. (a - d)
2.2.4 PUSHING - A pilot who believes that his launch is being unreasonably impeded may "Push" to hasten clearance of the launch point. When a "Push" is initiated all pilots in front of the "Pushing" pilot will have one minute of launchable conditions each to clear the launch point. A pilot who initiates a "Push" and fails to launch within one minute of reaching the launch point shall be disqualified from that task. A pilot may only “push” when he is clipped in and ready for flight. While a “push” is active no other pilot may enter the launch queue. (a)
2.2.5 AIRSPACE AND TASKS - Pilots are to observe airspace restrictions as defined in air law but the Meet Director may impose additional requirements or restrictions. (d)
2.2.6 REFUSAL TO FLY - If a pilot refuses to fly, solely on the grounds that conditions are, in his opinion, too dangerous, he should appeal to the Meet Director. If the Meet Director considers that launchable conditions exist the pilot must comply with the order and timings for that task, or withdraw from the task. (d)
2.2.7 LANDING - A pilot will be deemed to have landed at the first point of contact with the ground by either the pilot or the glider.
2.2.8 GOAL LINES - Where a task finishes with the crossing of a goal line, the crossing will be deemed successful when the nose of the glider crosses the line without a landing taking place.
2.2.9 PILOT REPORTING - It is each pilot's responsibility to correctly complete a Flight Verification Form, including any safety comments. If a pilot is unsure of his landing position he should consult the scorer or other pilots to check this. (a - b or c)
2.2.10 RIGHT HAND 360'S - These are obligatory whilst flying within the start cylinder or within such other boundaries as the Meet Director shall specify at the Task Briefing.(c – d)
2.2.11 RADIOS – radio receivers may be used by competing pilots and are mandatory for members of the SC.
2.2.12 DISQUALIFICATION - In the event of a DSQ being given to a pilot for an attempt at a task, the DSQ applies to every attempt at that task, even if the DSQ was given for a second or later attempt.
2.2.13 RE-FLIGHTS - Pilots are permitted more than one attempt at the task, subject to the rules laid down for that task. If a pilot chooses to make a second attempt at a task that is the flight that will be scored.
2.2.14 ASSISTING INJURED PILOTS – A competitor who lands specifically to assist an injured pilot should not be disadvantaged by this action. However any points awarded in compensation are at the discretion of the Competition Director who should take all the circumstances into consideration before awarding them.
3. SCORING & RESULTS
3.1 SOFTWARE & FORMULAE.
3.1.1 SOFTWARE. The latest version of the CIVL combined flight verification and scoring programme FS in conjunction with GPSDump, will be used to score all championship flights.
3.1.2 SCORING FORMULAE. The GAP 2007 formula will be used throughout the championship. Head counts of pilots for launch validation purposes apply only to those present at launch and competing at each round of the championship.
3.1.3 CHANGES. All pilots competing in the championships will be informed in writing of any changes to these formula at the start of the round to which they apply.
3.2 CROSS COUNTRY TASKS
3.2.1 MEASUREMENT OF DISTANCES:
(a) Scoring distance will normally be measured from the launch point.
(b) All distances will be measured via any turn points included in the course
(c) For pilots landing in a set course section, Scoring Distance for that section is calculated by measuring from the landing position to the next turn point. This distance is subtracted from the distance of that turnpoint from the previous one.
(d) For a pilot landing in an open distance section Scoring Distance for that section is measured from the start of that section to his landing position.
(e) Activating Distance is the Scoring Distance that one pilot must exceed so that all pilots may start to score.
(f) Minimum Distance is the Scoring Distance all pilots who do not achieve this distance will be scored to if they launch during the task launch window.
3.2.2 MEASUREMENT OF TIMES. This will be by GPS logging and rules for GPS verification are at Appendix A.8
3.2.3 PROOF OF START TIME. Where there is no time recorded in sector at the start gate or start of speed section but some other form of evidence complying with the rules is available to show the pilot was in sector within the start window times, the pilot may be given distance points only for that flight.
3.2.4 VALIDATION OF COURSE FLOWN. GPS logging will be the method used. Detailed rules for GPS flight validation at Appendix A.
3.2.5 SCORING OF STOPPED TASK. When a task is stopped and subsequently scored, the pilot's scores will be determined from their GPS track log position at the time the task was stopped except that, where the Safety Committee has been consulted in flight, all pilots shall be scored from their position 10 minutes before the task is stopped.
3.3 PUBLICATION OF RESULTS
3.3.1 Results will be published and displayed at the end of each task and will subsequently be published on the Hang Gliding Competitions website.
4. INTERPRETATION – RULES & PRECEDENTS
4.1 SECTION 1
4.1.1 AGGREGATE OF SCORES, (R1.3.2). All task scores will be counted for every pilot in the current season.
4.1.2 RACE TO ANYWHERE, (R1.7.5). This task consists of a race from a specified start point to any point a specified distance away, in any direction
4.1.3 APPEALS, (R1.9.1).
(a) In the event that the Panel Chairman is unavailable an appealing pilot may hand his appeal to the Meet Director.
(b) An "incident" in this context includes a ruling or publication of a penalty.
4.2 SECTION 2
4.2.1 LOCAL RULES, (R2.1.3). Individual competitions may, for various reasons, have local rules. These rules will either be announced at the briefing, written on the task board, or/and published on the pilots’ notice board at the competition base - they will operate for the duration of the competition concerned. These local rules will be effective immediately they are announced/published and may cover any aspect of the competition. They will take precedence over the rules published in this rule book. Local rules may be introduced at the discretion of the Meet Director, to be ratified by the Panel when time permits.
4.2.2 RESPONSIBILITY, (R2.1.4). Neither championship officials, the Hang Gliding Competition Panel nor the BHPA can be held responsible for the consequences of any pilot's decision to fly a particular task.
4.2.3 FITNESS TO FLY, (R2.1.5). Every competing pilot must have a sound muscular & skeletal system. A pilot is responsible for producing a doctor's certificate attesting his fitness to fly if, in the Panel's opinion, there is any reason to query his fitness.
4.2.4 AIRWORTHINESS, (R2.1.6). The required badges and placards must be displayed. In the European meeting the Meet Director has discretion to accept foreign guests flying gliders which comply with their own nation's airworthiness standards. All harnesses and other equipment, including helmets, must be airworthy. Gliders and equipment may be checked during competitions and pilots disqualified from all tasks in which they fail to meet airworthiness requirements.
4.2.5 HANG GLIDERS, (R2.1.9). All pilots must fly FAI Class 1 hang gliders except those who have entered the Class 5 event, where Class 5 gliders shall be flown.
4.2.6 CHANGING GLIDERS, (R2.1.9). Pilots may change their glider at the Meet Directors discretion; normally the only reason would be damage or loss of a glider. Pilots may change back to their original glider if it is repaired or recovered.
4.2.7 TASK DETAILS, (R2.1.10). It is each pilot's responsibility to attend the task briefing and to have checked the task board for any relevant details that may affect their flying of that task.
4.2.8 TASK BOARD, (R2.1.11). All the details written on the task board should be treated as rules. Special attention should be paid to timings, the dimensions of cylinders, airspace and re-flight rules. Penalties will be imposed for infringements as laid out in the rules - or if not covered, at the MD's discretion.
4.2.9 LAUNCH WINDOW, (R2.1.12). Closure:
(a) Extraordinary grounds are the anticipated arrival of a helicopter, statutory authority intervention etc. In addition the Meet Director may close the Window if members of the Safety Committee have already launched and he considers that conditions at the launch area have become unsafe.
(b) A decision by a simple majority of the Safety Committee (3 out of 5) will be authority for the Meet Director to close the Window.
4.2.10 TIMINGS, (R2.1.13). Failure to comply with time limits, whether on take-off, landing or any other part of the task, may mean the loss of all points for that task.
4.2.11 TIME LIMITS & LAUNCHABLE CONDITIONS, (R2.1.13, 2.1.17 & 2.2.3). For the purposes of deciding "launchable conditions" the Meet Director, or in his absence the Launch Marshal, will maintain a timed total of what is, in his opinion, reasonably launchable. Pilots are advised to maintain an approximation of this time. No pilot may discuss times with the Director/Marshal except through the Safety Committee.
4.2.12 REPORTING BACK, (R2.1.20). Failure to do so delays scoring for all competitors and may result in a reduced score or disqualification for the pilot concerned. "Telephone the base" in this context includes sending an SMS message. If pilots will be reporting back in person before the stated deadline it is not necessary for them to telephone as well. However if they will arrive close to the deadline it would be helpful to call or send an SMS.
4.2.13 CLOUD FLYING, (R2.2.1). Gliders must stay visible from outside of the cloud, it is not acceptable that the pilot can see down through the “wispy bits”. Flying up the sides of clouds should also be considered a risk.
4.2.14 LAUNCH ORDER, (R2.2.3 & 2.2.4). When an ordered launch is taking place or another pilot has “pushed” the pilot at the front of the take off queue has one minute of launchable conditions to take off. He will then have to move to the back of the queue or lose his flight for that task, depending on the rules for that task. The procedure is:
(a) When a pilot pushes the Launch Marshal will mark the pilot pushing and the pilot at the back of the queue at the time of the "push".
(b) Each pilot in front of the pushing pilot has one minute of launchable conditions to take off. If he fails to launch within his minute he must immediately vacate the launch point and move to the back of that queue, as marked, or to another designated launch point.
(c) This procedure will continue until the pushing pilot reaches the front. He then has one minute of launchable conditions to take off or be disqualified.
(d) Only a pilot who is ready to launch may push and he/she must remain ready throughout the “push”. The pilot who has initiated the "push" is not free to move to another launch point while there is another pilot in the queue for the original Take Off.
4.2.15 AIRSPACE, (R2.2.5).
Task setting will try to avoid restricted areas, but pilots are responsible for ensuring that they have the appropriate maps to enable them to both fly the task and avoid infringing restricted airspace. It follows that they must make themselves fully aware of air law and provide themselves with current Air Charts in advance of each round of the championships.
4.2.16 BALLAST (R2.1.16). Dry loose sand is defined as being of fine consistency with granules no larger than 2 mm in diameter.
4.2.17 REFUSAL TO FLY, (R2.2.6). The Meet Director will act as arbiter of launch conditions and may use his discretion, if in his opinion conditions become dangerous, to close the window. The window may then be re-opened at his discretion. In the event of a stoppage made in the middle of a pool he may only re-start that pool and count that pool's task as valid if the remaining pilots fly in similar air to their pool opponents. The Meet Director may stop flying in mid task if he considers flying to be unsafe. He may subsequently be called upon to justify such decisions to the Competitions Panel.
4.2.18 LANDING, (R2.2.7). At that time all flying manoeuvres will have ceased and all subsequent action will be deemed part of the landing process.
4.2.19 GOAL LINES, (R2.2.8)
(a) The goal line will be deemed as crossed on the far side of the goal line, if the line has a width aspect.
(b) To constitute crossing a goal line a pilot must fly across it in the direction specified or into the specified goal sector.
4.2.20 PILOT REPORTING, (R2.2.11). Pilots should be able to read OS grid references and latitude and longitude. Inaccurate flight reporting delays scoring, it is each pilot's responsibility to ensure that he completes a Landing Verification Form correctly.
4.2.21 RIGHT HAND 360’S, (R2.2.12). The debate on which direction to turn has been held often and the nationals rule is Right AT ALL TIMES in the defined area. There is no discretion allowed in these rules for pilots, only for the Meet Director. On very weak thermal days, if a pilot is low and finds a thermal on his left hand side, the Meet Director might not penalise a left hand 360, provided that there is no one else in the vicinity, turns do not continue above ridge level and the pilot reverses direction the moment another pilot launches or flies to join him. The pilot makes this decision at his own risk.
4.2.22 RE-FLIGHTS, (R2.2.15). Multiple attempts will only be allowed if the pilot has landed within the designated landing area; this is normally the general top landing area, the general bottom landing area and from an upslope landing on the face of the hill. Retrieve drivers are obliged to pick up other pilots on the route back to the hill. Where cylinder start gates are used re-flights may be allowed after a landing within that cylinder.
4.2.23 STOPPING A TASK, (R2.1.16). A majority of the Safety Committee can decide to stop the task if conditions are regarded as unsafe. If committee members have launched the Meet Director will use reasonable attempts to contact them by radio to co-ordinate the safety committee's recommendation. The Meet Director may abandon the task himself in extraordinary circumstances. In the event that a task is abandoned the Meet Director will attempt to contact competitors in the air and advise them of this. See Appendix A for scoring a task which has been stopped.
4.2.24 WHEELS, (R2.1.22). Discs which enclose and are free to revolve around the base bar. These are to be a minimum of 125 mm in diameter and located at each outer section of the base bar. Wheels are to be of sufficiently robust construction to provide the control frame with a chance of rolling in the event of an early line break or the glider contacting the ground while still on tow. If the Meet Director is not satisfied with the suitability of a particular set of wheels he is to refer to the Safety Committee for a ruling.
4.3 SECTION 3
4.3.1. Minimum Activating Distance, (R3.1.1(e)). This distance will default to 10 km if not specified at the task briefing.
4.3.2 Minimum Distance (R3.1.1(f)). To qualify for this a pilot must launch and demonstrate controlled flight.
4.3.3. Scoring Formulae, (R3.1.5). The formulae are based upon the Official FAI Scoring Formulae to be used at all FAI Championships for hang gliding
Appendix A – GPS FLIGHT VERIFICATION
A1 GENERAL
A.1.1. 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.
A.1.2 The verification means must show any start points and turn points claimed in the order specified on the task board, and some evidence of landing location.
A.1.3 Pilots are required to correctly set up the operating parameters of their GPS instruments. Failure to correctly set up their GPS may lead to penalties being applied.
A.2 GPS USE
A.2.1 Pilots must ensure they are using a GPS that is secure and compatible with the flight verification software that is being used. The makes and models that will be accepted for flight verification during a competition will be publicised prior to the start of the competition. The name and version number of the flight verification software should also be published.
A.3 SECTORS
A.3.1 For GPS verification all sectors may have 0.5% added to allow for any possible GPS error.
A.3.2 Cylindrical sectors may be used for start gates, turn points and goals; those for turn points will generally be 400m radius and those for start gates will default to “Exit” starts unless specified otherwise during the task brief.
A.3.3 Start, Goal or turn point features. GPS evidence is to be used for flight verification and physical features on the ground are to be taken as a guide only, however competition directors should ensure that the coordinates supplied relate as closely as possible to the named feature. Coordinates supplied will be the Start, Turn and Goal Points that the pilot should fly to, except that where manned goals are used pilots must cross the physical marked goal line (2.2.7 & 2.2.8).
A4 TRACK LOG
A.4.1 Start, Goal or turn point verification. 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 feature from the correct location in the correct sequence.
• Between the takeoff and landing.
• With all relevant information being present on the track log.
A.4.2 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 stipulated sector, plus the allowable sector additions for possible GPS error.
• A pair of consecutive points not more than 30 seconds apart for which a straight line drawn from the first point to the second point passes through the allowable sector, plus the allowable sector additions for possible GPS error.
A.4.3 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 2 points either side of the start or goal line at most 30 seconds apart, then the start time is interpolated from these points (constant speed being assumed). Otherwise a start time is taken from the last (in time) point within sector of the start point, plus the allowable sector additions for possible GPS error.
A.4.4 If a pilot can produce no track log, verification by launch officials of take off within the authorised launch window will result in that pilot being scored to minimum distance rather than given a zero score.
A.4.5 Where the point being claimed is a goal (and the goal line is not manned or the task is a “Race to Anywhere” ) and the track-log has 2 points either side of the goal line at most 30 seconds apart, then the end time is interpolated from these points (constant speed being assumed). Otherwise a finish time is taken from the first (in time) point within sector of the goal sector, plus the allowable sector additions for possible GPS error.
A.5 GENERAL VERIFICATION RULES
A.5.1 Each pilot's track log must contain sufficient track log points to verify all control features of the task that has been set, except that A.4.4 may be applied for a start. In the event of doubt about track log validity A.5.4 will apply.
A.5.2 If goal is not achieved, the end of flight may be taken to be the point within the track-log closest to the next target (not achieved), or if the task is an open distance, the end of flight will be the point within the track-log that gives the pilot his/her best position according to the type of open distance being used. The time of the track log point chosen as the finish of the flight must be consistent with the flight being claimed.
A.5.3 The verification software will confirm that all points used to verify the flight occurred at reasonable times i.e. on the correct day, between the start of the task and the end of the task, and shows the correct chronology of start and turn points.
A.5.4 The competition director has discretion to reject any track-log, or part thereof, if he feels it does not show sufficient evidence that the claimed data is genuine.
A.5.5 Where vertical infringement of airspace, cloud or altitude limits imposed at the task briefing is considered possible it is the responsibility of the pilot to produce track log or barograms evidence that this did not occur. Failure to produce such evidence will result in the flight being scored up to the point of entry or suspected infringement.
A.5.6 If a task is stopped (see 2.1.16), the pilots will still be scored up to the time the task was stopped (see 3.2.5), subject to other task validation factors and the 10 minute rule. The pilots may submit their track logs to claim their finish of the flight as being the last valid track-log point prior to the task being stopped, or their best position on course prior to the task being stopped. No other means of flight verification will be accepted if the task is stopped; pilots without a valid GPS track log will be at a disadvantage.
A.5.7 Pilots will be required to correctly fill out a landing form with all relevant flight and landing information. Failure to do so may lead to penalties being applied.
