Event Safety Management and Hosting Guidelines

BCHPA Event Safety Management and Hosting Guidelines

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PROLOGUE
This guidebook and associated forms are provided to assist organizers of Competitions Fly-Ins  and other events.
Contact: HPAC Competition Chair

Competitions and Fly-Ins have had a major impact on our sport: as proven method to improve pilot skills; promoting some of our most important safety standards and to provide a learning environment for our pilots who strive  to achieve personal milestones.

Without competitions, many of the performance or safety standards we take for granted would never have been implemented - including the use of helmets, parachutes, minimum pilot qualifications (our ratings system) and preflight checks (not to mention enormous increases in glider performance).

The HPAC formed the Competition Committee in 1977, to be responsible for the rules and regulations of HPAC sanctioned meets. The HPAC established three subcommittees:
1. to ensure fair implementation of HPAC rules, policies of competition and National team selection,
2. a scoring System sub-committee and;
3. the Worlds sub-Committee.

The World Championship Committee has full authority to make all decisions regarding the operation and organization of World meets, subject to the guidelines set by the HPAC. It will include at least two currently elected members (directors) of the HPAC. One of these two shall be the President of the HPAC or his delegate.

If you have modifications, improvements or ideas to contribute to this package, please submit them to the HPAC so this process can continue to evolve for everyone's benefit.

Certification Requirements:
All Hang Gliders and Paragliders competing in National or Provincial Competition must be  certified (1994-11 AGM).

Gliders not certified must provide the HPAC with documentation of the completion of equivalent standards for approval. The HPAC Certification committee will notify the HPAC within 30 days of receiving documentation of its decision. The approval by three members of the committee will constitute committee approval. The HPAC will then immediately notify the manufacturer. Documentation and the related committee decision will remain on file for reference by HPAC members. Deleted by 1994-11 AGM motion)

For a “Prototype” glider to fly in a sanctioned Meet, the owner should meet the following criteria:
be a member of the HPAC,
the glider must be flown by a factory test pilot and
no more than three gliders of that design are to have been built.
They must also provide load testing, pitch testing and structural documentation to a certification committee member (a copy of this information must be filed with the HPAC by that Certification Committee Member).

Transport Canada Regulations:
The HPAC passed a resolution at the 1994-11 AGM in support of Canadian Aviation Regulations as they apply to Hang Glider and Paraglider Pilots entering events.
All pilots entering an HPAC Sanctioned Event must present proof to the organizers of their HAGAR license and must comply with all requirements of the act.
Each pilot’s glider must be equipped with a functioning magnetic compass and altimeter and the pilot shall be familiar with the proper use of both instruments.
The flight shall be intended as a cross-country flight
The glider shall be operated in day VFR weather conditions only
Each pilot is individually responsible to advise the nearest FSS of the time of departure and planned duration of the flight in Class “E” airspace.
The Meet Director may prearrange to advise FSS of a “group” departure and planned duration of the flight in Class “E” airspace provided a list of competitors names and HAGAR license numbers is submitted to Transport Canada FSS.
A VFR flight plan must be filed for International flights.
The organizers shall specify in the local regulations, or at briefing, controlled airspace or other areas where flight by competing gliders is prohibited or restricted. Such areas shall be precisely marked on published maps.


TYPES OF COMPETITIONS
First Category Events
FAI World Championship
An international sporting event organised under the Sporting Code rules for Championships in one or more disciplines of FAI recognised activities, open to participants from all FAI Members and in which the winner is awarded the title of World Champion.

FAI Continental Championship
An international sporting event open to participants from all FAI Members within a specific region defined in the General Section and in which the winner is awarded the title of Regional Champion.

World Air Games
An international sporting event organized by one NAC involving several FAI air sports at the same time and open to all FAI members

Second Category Events
Other international sporting events organised by or under the authorisation of NACs. (example Pre?Worlds)

International Sporting Event
A sporting event in which entry is open to citizens of more than one country

National Sporting Event
A sporting event open only to citizens and residents of one country.

Canadian National Open Championship
(The HPAC encourages event organizers to utilize the FAI  Sporting Code and CIVL Rules and to include CIVL Record category tasks wherever possible. 1)
Is open to citizens of other countries.
to be held on a date and site selected by the HPAC. Location to be selected from qualifying bidders.
Site to alternate between eastern and western Canada each year.
Alternatives to the present structure of selecting the National champion in alternating East / West National Championships is be sent to the competition committee. (1988-3 AGM)
National Meets:
must be sanctioned by the Provincial Association
sponsored by local clubs or groups of flyers
minimum of 15 competitors (of a provincial Association), Maximum of 50 pilots unless authorized by the Competition Chairperson.
Each province will be able to send a minimum of 5 provincial representatives regardless of points accumulated.
the remaining 30 positions will be awarded on a pilot’s competition point accumulations in his best 3 finishes regardless of his home province.
50% of competition spaces to be assigned according to the pilot’s date of entry, competition record and any remainder may be decided by a fly-off.
Safety requirements of HPAC must be met.

Provincial Championships:
50% of competition spaces to be assigned according to pilot’s competition record for the year, remainder to be decided by a fly-off the day before competition begins.
Sponsored by Provincial Association, time and site to be chosen by P.A.
must be held at least 2 weeks prior to the Canadian Nationals.
Maximum of 100 competitors, minimum of 25. Competition space to be assigned based on the year’s competition record;
Provincial Team to be selected after completion of Provincial Championships as an option of the Provincial Association. Number on team is optional. Winner of the provincial championship is automatically selected. Others selected on overall year’s performance.

Regional Meets
To be held between Jan 1st of each year and before the the Provincial Championships (1977 AGM).

National Fly-In:
Moved 1990-12 AGM: To promote a National Fly-In Weekend to promote sociability between pilots.

Fly-Ins
Fly-Ins are hosted as a low key competition to attract upcoming pilots who are reluctant to attend top calibre competitions. It features seminars on safety, competition strategy and racing, soaring and  cross country skills. It is intended to encourage the attending pilots to enter future competitions and to being one of the best avenues for them  to improve skills

Sanctioning of Meets
1993-3: All sanctioned competitions must be approved by the club controlling the site on which the competition is held. Provincial association must then approve the competition and forward the final request for all sanctioned competitions to be held in the Province to the HPAC Administrator and /or the Competition Committee Chairperson.

Organize the Competition with local flyers and volunteers.

Obtain the permission of land owners.

Applications for all sanctioned competitions with a longer duration than regular weekends or long weekends must be received by the HPAC Competition Chairman by March 1st of the competition year. All other events must be applied for at least 60 days before the start date.

First Aid and or ambulance coverage must be available for launch and landing sites.

All competitors must have their HAGAR and HPACinsurance and are recommended to have a level 3 rating or equivalent flying experience, a helmet and a reserve parachute.

Basic hang gliding safety procedures regarding Airpsace, equipment and weather must be observed.

Obtain special permission as necessary from Regional Transport Canada through the HPAC Airspace Committee for:
NOTAMs,
Special Aviation Event Orders,
Special Use Airspace (Airspace reclassification.)

Insurance
All competitors must be insured members of the HPAC. Short term temporary insurance is available and is mandatory  for Foreign residents only or:

Obtain Special Event Insurance as required:
Additional Named Insured if required
Competitor Requirements
Pilots must have insurance, their HAGAR, a rating and a logbook available for inspection by Meet Director.
Helmets  and reserve parachutes are mandatory.
Pre-flight Inspections
Shall be accomplished by the pilot before each flight,
In addition, the Launch Inspector shall check the hang glider to assure that it is in the proper configuration for launch take-off.

Flight limitations
A glider shall fly throughout the championships as a single structural entity using the same set of components used on the first day. Concessions to this rule are made to cover the case of essential repairs.

Each glider shall be flown within the limitations of its certificate of airworthiness. Any maneuver hazardous to other competitors shall be avoided.
Unauthorized aerobatics are prohibited.

Cloud flying is prohibited and gliders may not carry gyro instruments or other equipment permitting flight without visual reference to the ground. The organizers may include special instruments by type or name under this prohibition.

Circuit, turning and landing patterns shall be complied with and a proper look-out kept at all times. A glider joining another in a thermal shall circle in the same direction as that established by the first regardless of height separation.

Ballast.
A competing glider may carry jettisonable ballast only in the form of fine sand or water. A pilot shall avoid dropping ballast at any time or in a manner likely to affect other competing gliders or persons or buildings on the ground.


How to draw a crowd
Choose an experienced Task Master and Director who have the respect of the pilot population, experience at the sites chosen for the event and proven experience in competitions.

If this is not possible, obtain the assistance or advice of some pilots who do have this background.

Advertise as far ahead and as wide an area as possible.

Free advertising is available in Newsletters or magazines published by your local Club, Provincial and National Associations.

Include an information package about the site, valleys, roads with any noteworthy information about hazards.  Advise them of road routes to drive prior to the event in order to become familiar with tasks and routes.


Preliminary Planning Phases  for Competitions
This report will serve as a guideline for clubs organizing a meet. The success of a competition depends on many factors. These guidelines are provided as an overall format for local, regional and international competitions. It is the belief of the committee that competition should be an enjoyable, rewarding and educational endeavor.

Organize Competition with local flyers and volunteers.

SITES
Obtain permission from clubs and property owner(s) for flying site(s), landing fields and parking areas.
Ensure site access, parking, set up, take off and landing areas are upgraded prior to the event.
Ensure sites are adequate for the number of pilots expected to attend (multiple launches at take off are usually a requirement). Each site should:
Accommodate a variety of wind, weather and instability conditions. Expect the unexpected!
Each launch must be capable of launching one pilot every one or two minutes;
Have one take-off for every 25 Hang Glider and 10 Paraglider pilots entered

Select tasks for every site:
Choose a variety of turnpoints along each task route. Be prepared with tasks for marginal days right through to world record weather.
Choose carefully between an unattainable task for the day and one which proves too easy to challenge pilot skills.
Draw lines from your launches to turn points and goals on a map, measure each and mark each task leg distance.
Attach a string to a pin at goal and each turn point to measure back to the distance flown. Mark the string with distance units for easy reference.
Try to define tasks which will count towards FAI badge and record distances.

Provide FAI rule photographs of your chosen turnpoints.
“...Chose turnpoints with enough vertical features and other landmarks to allow corresponding points on a photograph and map to be matched. Isolated spaces such as the centre of airfields or road junctions in the middle of nowhere can be almost impossible to assess accurately.

Specify your turnpoint, A school, a church, a bridge or a mountain (if a mountain make sure that you have all the mountain in the photograph.)”
Provide photographs of:
goals, confusing areas, hazards and
restricted areas such as:
do-not-land areas by land owner request.
IFR/VFR airways
Military/blasting areas et cetera

Secure Facilities and equipment:
Meet Headquarters
First-aid coverage, rescue team and equipment.
IBM compatible Computer with 3 1/2” disk drive.
Printer and Printer Paper.
Computer Scoring System.2 or
Use Total Time to Goal (TTG Scoring)
Film Development Facility
Awards Ceremonies
Banquets
Timing devices
Flags / wind socks, (extras for goal judges).


Go to: Prepare your Budget

Publicity
Invite the news media
Canvass for possible sponsors for the meet. See Economic Impact Survey
Encourage public participation. (Note: this would require a Special Aviation Event Order).


Procedure:
The organizing club should select a director for the meet whose duties are to co-ordinate and direct all aspects of the competition. Firstly, he or she should be an experienced pilot. They must be safety conscious and possess organizing abilities.

The Director then appoints their staff. When choosing the people for the various duties, one must remember that each task is important and the success of the event depends on the reliability of each and every volunteer whether it be the starter, judge or parking lot attendant.

Event Officials
Meet Director (Works out meet schedule)
First Aid Team
Grievance Committee
Judge (Scoring )
Jury
Starter / Launch / Safety Director
Official Observers and Landing Site Judges for FAI records
Parking Lot attendant
Search and Rescue Team.
Stewards
Task Master
Uphill Transport Driver
XC Retrieval

The organizing team now works out a daily competition schedule.
The task master will explain the point system and the various tasks to be performed by the pilots.
There will be a committee meeting daily during the competition to discuss that day’s schedule.

The task master and meet director will call a morning pilot meeting and brief all participating pilots.
The moring briefing will include:
Identification of Meet Headquarters and staff.
Starting times for each class or heat.
Airspace issues and HAGAR requirements
Tasks to be performed
Turnpoint identification criteria
Point system
Uphill transportation schedule and traffic advisory
Local conditions, including weather forecast, wind conditions, hazards along task route.
Other pertinent information to familiarize pilots with the task route, turn point information, hazards on route, landing areas, goal and fields to avoid landing in.

The following will outline some of the duties each organizing team member would have to undertake.

Task Master (starter) is required to:
have his launch sites prepared.
Delegate a task subcommittee from attending pilots.
Select tasks for every site, accommodating a variety of wind, weather and instability conditions. Expect the unexpected! Choose a variety of turn points along each task route. The Task Master must chose carefully between an unattainable task for the day and one which proves too easy to challenge pilot skills. Prepare with tasks for marginal days right through to world record weather.

Provide FAI rule photographs of the chosen turn points.] “...Chose turn points with enough vertical features and other landmarks to allow corresponding points on a photograph and map to be matched. Isolated spaces such as the centre of airfields or road junctions in the middle of nowhere can be almost impossible to assess accurately.
Specify your turn point, A school, a church, a bridge or a mountain (if a mountain make sure that you have all the mountain in the photograph.)”
Provide photographs of:
goals, confusing areas, hazards and
restricted areas such as:
do-not-land areas by land owner request.
IFR/VFR airways
Military/blasting areas et cetera

The Launch Director  (StartingTeam)
should consist of a minimum of two people.
Reminds each pilot to check his glider for proper set up and air worthiness.
May reject any pilot or glider which does not comply with established Safety standards.
Launch personnel should be in radio contact with the landing area and the meet Director wherever possible.
Safety Director is responsible to:
Ensure a NOTAM and Special Aviation Events Order (or exemption) are issued for the event.
Ensure FSS is advised of each days tasks and anticipated flight period.
Ensure pilots fill out registration forms with:
adequate (aircraft) identification
Radio type and frequency
HPAC insurance / membership number
HAGAR licenses required to access Controlled airspace.
Establish Emergency procedures.
Ensure that emergency radio / phone communications are established at all launch and landing areas.
Establish protocol with Emergency Services.
Fill out HPAC Site Form S-5 with detailed information for each launch site and goal you intend to use. Send copies to your local Emergency Health Services dispatch and any Ambulance service crew station likely to be called. (This can reduce emergency response times dramatically) Include:
Latitude, Longitude and location landmarks,
Altitude
nearest acceptable helipad (see form)
distance and time by road from Hospital
Accurate road directions - include road conditions and a map.
Radio type and frequency and / or contact phone numbers.
Inform the Emergency Health Services dispatch (using 911’s non emergency phone number) of the designated take off sites, routes and expected goal for the days task.
Remind each pilot to check their glider for proper set up and air worthiness.
Ensure that launch personnel are in constant (radio) contact with the landing area and the meet Director.
Perform a final preflight static check of harness, glider and mandatory safety equipment compliance. Any pilot or hang glider which does not comply with certification standards or Regulations may be rejected.
The First Aid Team should be stationed at the launch and landing areas.
An ambulance should be within close call at all times during the meet.
If the competition is to be held in a small town or a remote area, a rescue team would be advisable.
If access to the site is difficult, Helicopter Air Evacuation should be organised on a standby basis.

Emergency Preparedness Recommendations:
First Aid Attendant.
Level 2 or equivalent First Aid “Jump” kit, including
Oxygen Therapy Unit,
Cervical Collar set, splints,
Approved Helicopter Spine Board (see plan included) with 6 stretcher straps, 6 blankets (for padding) . 4
Rescue Team should be familiar with task routes and local bush roads and should establish specific emergency radio procedures and frequencies for emergency usebe provided with:
Pilot list including Radio type and frequency used by each pilot, and
Their  glider colors.
Reliable four wheel drive vehicle(s);
Current forestry maps;
Information on how to access keys to locked roads;
Basic mountaineering training and rewcue equipment to lower pilots from unusual predicaments and
chain saws, shovels et cetera to traverse unused roads.

Landing Judge(s)
The number of landing judges depends on the complexity of the task. Two judges are required at target landing circles for exact measurements. If pylons are used for turn points, additional judges may be required for accurate scoring.
Landing judges have one of the most boring chores in a competition. It is essential that that reliable personnel are selected. It is recommended that they be paid for their time. If the position was vacated without warning an entire round could be invalidated - even a world record!
It is recommended that official judges be HPAC Observers to encourage badge and record attempts.
The time keeper should be stationed close to the target. The time keeper must be in radio contact with the starter in order to obtain exact take-off times as required.

Parking Attendants:
Access to the landing area and launch site must be kept open as traffic jams in an emergency are unacceptable. The parking area should be well away from landing area and should never block through traffic or landing approaches.

Transport Drivers: are required to
have a valid drivers license for the vehicle used.
drive only insured, registered vehicles.
meet transportation laws including seat belts, speed limits and red flag over length loads.
establish radio clearance for active (logging) roads.

Grievance Committee
A grievance committee consists of three experienced pilots chosen by preference competing pilots by the pilots or the meet director, when possible including International or Interprovincial members.
At the end of each day, there should be a pilots meeting where landing forms, official complaints and other problems are brought by the pilots and other problems that arose during the day are handled. Local Rules may permit complaints to be given when turning in Forms and may not require a meeting.
Any such complaints must be brought forward in writing with a $25.00 deposit after each day’s flying. The decision will be made between the judges and meet director.
Grievances must be filed in writing within 24 hours of the incident
If the decision is in favor of the pilot the deposit will be refunded.
If the decision is not in favor of the pilot the deposit will go to the local club.
Safety decisions by the meet directors are final and not subject to grievance.

Scoring Judge
Competition Rules: The International Hang Gliding competition rules must be applied to all provincial and national meets to familiarize pilots with these rules.
The preliminary results of all meets must be submitted to the National competition director within two weeks of the competition and complete documentation should be submitted by September 30th of the same year.
Points system amendment: The 1.2 multiplier formally applied to FAI quality competitions will now only apply to the Canadian Nationals.
Obtain an IBM Does machine with a 3 1/2” disk drive and a printer.
Practice your scoring program of choice. Recommended systems are available on disk from the HPAC.
Daily results must be available for scrutiny of competitors at meet headquarters and on launch each morning.

Scoring:
In the absence of any day validation in the scoring system, a championship task is defined as one in which not fewer than 20% of the gliders in the class fly the minimum scoring distance as stated in the scoring formula. This distance may be varied by agreement with CIVL as the performance of gliders improves, but in any case, shall be a constant throughout a championship.
The overall results shall be computed from the sum of the daily scores for each competitor, the winner having the highest total score.
A score given to a competitor shall be expressed to the nearest whole number, 0.5 being rounded up.
All distances are measured via correctly controlled turn points and are rounded up to the next 0.5 km. All times are taken to hours, minutes and seconds.
A pilot who did not fly scores zero and is indicated DNF on the score sheet.
A pilot who is disqualified will be indicated DSQ on the score sheet.
A pilot who withdraws for illness or accident or is disqualified from the competition shall no longer be counted in the group or class for the purposes of scoring.
Deduction of penalty points shall be made after scoring is completed.
If a pilot’s score is for any reason negative, including penalties, his score for that task shall be taken as zero. Negative scores may not be carried forward.
Special handicap scoring systems may apply to certain competition and Fly-In events to encourage novice and intermediate pilots to participate and become involved in competitions.
Normalizing scores of separate groups
Normalization is needed in championships where a large entry makes it necessary to divide the pilots into approximately equal groups for the preliminary rounds of the competition. The groups fly the preliminary rounds at different sites or at different times. At the end of the preliminary rounds (“the cut”) the leader of each group is given the same score and the scores of the other pilots in each group are adjusted proportionately to that figure. The resulting scores are carried forward to the final rounds. The following safeguards must be applied when the final competition group is formed:
The score allotted to the group leaders, from which normalizations are calculated, should approximate to one-half of the value of the rounds flown.
The leaders of each group must enter the final rounds with equal scores.
If the groups of the preliminary rounds have not flown an equal number of tasks, scores must be averaged across the groups before applying the normalization factor to individual pilots’ scores.

Measurement of Distance.
The scoring distance is the sum of the legs of the course completed in the designated order.
An uncompleted leg is the length of that leg less the distance between the landing place and the next turn point, or goal, with the provision that any subtracted distance cannot be greater than that to the last correctly controlled turn point or start point.
Open Distance is measured from the start point to the landing point.
The Individual winner shall be the pilot gaining the highest total points in his class.
The Team winner shall be the team as defined in the scoring rules gaining the highest total points. Team scoring.
A team’s score shall be determined form the total scores of the top 3 pilots of a team calculated on each scoring day. Alternative formula may be proposed at the time of making the bid.

Point Awarding Procedure:
After a competition is completed, the organizers, or anyone appointed by the organizers, will submit a report to the competition committee. This report must include the defined in the HPAC Competition Sanction package:

The HPAC Competition Committee will review the final report and determine the meet “Level” and award points to pilots accordingly. Meet results should be published as soon as possible.

On the competition schedule for rating the meets in section B the following change will be made, “one pilot must make goal”  to qualify as a race.
Canadian National Team Selection
Canada’s best pilots should represent our association in international competition. For this reason a point system was devised which rewards pilots placing high in meets that are judged to be more “meaningful”.
A deposit set by the Competition Director by December 01 is required to secure a position on the Canadian Team.
Canadian Team will be selected after the Nationals. (The winner of a nationals is automatically is part of Canadian Team). The National team selection is be decided from accumulated points based on a pilot’s total points for their three best meets.
Pilots are not required to have a rating in order to enter a meet, however there is still a requirement that pilots wishing to receive competition points must have a rating.
High-level meets require a certain minimum number of level IV (experienced) pilots. If not, then major competitions may be devalued. This may encourage pilots to obtain their ratings.


TASKS

The Task Master works out different tasks to be performed by the competitors. All tasks must be designed to test the flying abilities and skills of all pilots fairly and most importantly safely. Therefore, they must be an experienced pilot themselves and they must be familiar with the flying site.

Tasks should stress “Flying Ability” as opposed to “Landing ability”. Tasks should be designed to test a pilot’s ability to use both ridge and thermal lift and their ability to perform predetermined skills, including Cross country tasks into the wind or cross wind, identify or correctly photograph distance pylons or turn points.
When possible, alternative tasks and start formats should be prepared to account for extenuating circumstances or inclement weather, however to ensure competitors fly in the same air conditions it is necessary to ensure all pilots launch or enter a race within a strictly limited time period - usually between 1 to 1 1/2 hours.
To count as a championship task all competitors in the class shall have the opportunity of having at least one competition flight in time to carry out the task.
If a championship is held in more than one class, each class shall be regarded as a championship in its own right and the organizers must, as far as possible, avoid interference of one class by another.

Cross country races have proven to be the best overall test of pilot soaring skills. The Task Master must select a number of suitable sites facing into various prevailing wind directions. A variety of tasks for each site will allow for varying wind directions and atmospheric instability. Task can range from long distance triangles to short races to goal.

Task Masters should provide encouragment to pilots who are new  to the area, to competitions or cross country flying by:
Ensuring the first Task leg is:
down wind or
along a ridge facing the prevailing wind if possible
along any route which promises a high completion rate of the primary leg.
(Sending a first Task leg into any significant head wind is discouraging to entrant level competitors at a time when they are most exited about participating.)
Providing a familiarization lecture for each Task route, the conditions and hazards expected en route.
Establishing a “Buddy” or coach system to train pilots.
Task Masters must simultaneously design tasks to challenge experienced competitors — especially those with international ambitions. The HPAC supports and encourages FAI Badge and Record attempts. Tasks which comply with FAI Badge and Record distance requirements provide additional challenges to competition pilots:
Pilots who have paid their FAI Badge and Record fee may make attempts on National and International records when tasks meet record requirements. (Barographs are not required for several tasks which take place in a competition.)
Pilots with or without FAI Badge and Record documentation will be able to judge their racing skills against National and World records set by top caliber pilots.
The FAI Sporting Code Section 7 Hang Gliders Class 0 section 2.6 states: A sporting license is not required for badge flights.”
NOTE: Event officials may be given temporary Observer status for the duration of the event in order to expedite FAI Badge and Record attempts.

Task validity is secured by:
Ensuring 20% of the competitors can complete 20% of the total task distance or other approved validity formula;
Establishing attainable minimum distances;
Placing large tarps (in specified shapes as an example) for competitors to identify;

Using photographic evidence for air starts or designated turn points for each Task set each day including:
Task (day) Board,
Their air start (if soaring an air start time it is permissible to use an Air Clock),
All designated task turn points
The race finish clock if used (and numbered glider for record claims).

All film becomes the property of the event organizers.
Fixed focal length lens and 35 mm Film only
The organizers may choose to develop the films of only those pilots who have finished above a specified cut position.
Normally all film of this finish group is turned in at the end of the second last day of the event for developing. For high calibre meets the film will be required daily.
No competitor may take off during a competition day from the competition site without the permission of the Director.
Permission may be given for test flying however, if the task for that class has started the pilot must land after the test flight and make a competition take-off on the task.

The task for each class may be different and a task may be set for one class only.
A competitor is permitted more than one start for a task if so stated in the local regulations.
The competitor must have landed in a designated bomb out field and:
must relaunch within the specified launch window.

The Director shall state at briefing the times at which takeoffs start and turn points and any finish line closes.
If the start is delayed all given times will be delayed by corresponding amounts.
The closing time (last landing time) for tasks is sunset plus 30 minutes unless all competitors have already landed.

Suspension or cancellation of a task.
The Director may cancel a task before any competitor has taken off if the weather becomes unsuitable.
The Director has the power to suspend or cancel a task after some or all pilots have taken off only in an emergency resulting from hazardous weather or other conditions which could not be avoided by the pilots and which would endanger their safety.
If flying is suspended only for a short period the Director need not cancel the task.
Information on how any cancellation would be announced shall be stated in the local regulations.

Tasks
The Director may give alternative tasks at briefing for use if the weather deteriorates, but may not change the task once flying has started.

A task from the following list shall be set on each flying day:
Distance, straight or via one or more turn points. The direction in which a straight distance flight shall be flown may be designated.
Area distance. Distance within a set area bounded by 4-10 turn points which may be turned in any order except that a return to the point immediately preceding the last turn point is prohibited, or in which a turn point may be used only once.
Distance out-and-return via one turn point or one of several turn points within a 30 degree sector.
Speed to goal either straight or via one or more turn points or speed around a closed circuit course.
Race over a designated course.
Speed around a closed circuit course followed by distance either around the same course or in a straight line.
Duration via one or more turn points with landing at goal.
The organizers may propose additional tasks at the time of making their bid for the championships provided they have satisfactory experience of the new task(s) in national championships.
The task for each class may be different and a task may be set for one class only.
 Task Masters must recognize and encourage pilots who are new to competitions and / or cross country flying by:
Ensuring the first Task leg is down wind or along a ridge facing the prevailing wind if possible or along any route which promises a high completion rate of the primary leg.
(Sending the first leg of Task into a significant head wind is discouraging to entrant level competitors at a time when they are most exited about participating.)
Providing a familiarization lecture for each Task route, the conditions and hazards expected en route.


Task Formats

 Race to Goal:
Most often used on poor weather days or when an early finish is required (thunderstorms, other planned events or last day ceremonies). Pilots must start within a tight time “window” in order to reduce the effect of weather on results.

  Out and Return or:
 Race to Goal via Single Turn point
Most often used on fair to good soaring condition days. This task has proven to be the most reliable and consistent judge of pilots skills. Down wind legs are followed by head wind XC challenges.

  Triangle (Polygon) Races
Most often used in good to excellent conditions or at sites which have limited distance potential. Triangle courses provide excellent challenges to competitors with downwind, head wind and cross wind legs as well as long (i.e. valley wide) glides.

Tarp (Air Gun) Starts are the most valid.
Any number of turn points may be used however Pilots may not return to the immediately preceeding turn point
Tasks may be set to follow a specific direction around the course or:
At the Task Masters discretion, Pilots may chose their own direction around the course.

Triangle Distance
Tarp (Air Gun) starts are the most valid.
Any number of turn points may be used however pilots may not return to the immediately preceding turn point at any time during the course.
Tasks may be set to follow a specific direction around the course or:
At the Task Masters discretion, Pilots may chose their own direction around the course (including random or non sequential order).
Distinct and easily identifiable turn points are essential.
The film will be required from all pilots to validate distance claims.
Pilots are scored on maximum combined distance.

Area distance.
Distance within a set area bounded by 4-10 turn points which may be turned in any order except that a turn point may be used only once.
It shall be stated at briefing if the start and finish points are or are not considered as a turn point.
 

Pilot choice
Data-Back Camera timed races. (Popular in Europe)
All turn points and the finish line (goal) are determined by the Task Master
Pilots individually choose in flight which task legs are attainable in existing conditions
a pilot may not use the immediately previous turn point / start gate
Competitors launch in Tarp (Air) start format.
Individual race legs are timed by data back camera and allocated points
Pilots may photograph the finish line and continue on with recreational flight provided:
the flight proceeds outside of the task area.
the pilot does not interfere with or assist competitors still on task.
All film must be handed in to the scoring judge by closing time that day.
Timing judges may be placed at each turn point  as well as the landing field.
Should no pilot reach goal the longest attained distance wins the combined task
Any number of legs may be flown any number of times provided the previous turn point is not used.

 Open Distance via Dogleg Turn point or:
Unattainable Race to Goal via Single Turn Point Tasks attempt to send pilots along specific routes or valleys and provide easier retrievals.
Scoring systems do not easily accommodate Open distance tasks.

 Unrestricted Open Distance tasks
...while fun, are an unreliable test of overall skill, as too much is left to chance.
Retrieval for such tasks can be difficult and pilots are often too tired to compete effectively the next day.
Scoring systems do not easily accommodate Open distance tasks.
A race to goal or race involving one or more turn point in which no pilot makes goal is scored as straight distance task with no time bonus points.

Other. New proposal by an organizer.
Requirements.
The new organizer shall produce his proposals in detail before acceptance of their bid.
This system must have been used successfully in at least one championship of similar size to the event for which the bid is being made.


Start Formats

Open Window:
Free take--off without any set order within a predefined time period.
This time period is normally limited to 1 to 1 1/2 hours to ensure pilots compete in the same conditions.
Open window requirements:
A large enough rigging area for competitors with enough marshals to ensure easy entry into the take-off corridors.
There should be at least one ramp or take-off place for each 25 competitors, and competitors should be able to take off at a rate of at least two per minute.
  Designated Start Order Window
Pilots choose their take-off time on a time board.
Requirements. A board marked with suitable time intervals (e.g. 30 seconds) with a nail or hook at each time space. The board should have spaces for about 3-4 hours time. Each pilot is given a small disc bearing his contest number.
Each pilot hangs his contest number disc on the take-off time hook of his choice. Only one disc is permitted on any hook. Pilots may rehang their discs on any empty hood until ten minutes before take-off, If a pilot is not ready to go at his time he must pull out of the line and hang his disc on an empty hood giving a time at least ten minutes later.

Start list.
Pilots take off in a scheduled order which advances automatically each day.
Requirements.
A take-off order is made by lottery before the first task. This order advances each day by a proportion of the competitors (say 2/7). If space allows (as in an aerotow launch competition) the gliders can be placed on numbered spots before first take-off time.

The “Tarp Start” is the most relevant timed race.
Tarp starts can provide spectacular finishes on short races, creating great gaggle racing and tight finishes. These often requiring large goal fields to accommodate multiple landings and reliable goal judges for timing.
Tarp (Air Gun) starts are most effective when accompanied by a short launch Window following the start time. Timed starts are often considered to have poor validity due to changing soaring conditions
Pilots launch before race time, soar and try to climb out as high as practicable and photograph the tarp when it is laid out at a predetermined time. The pilot may then cross the start line.
Conditions must be soarable in a large enough three dimensional block of airspace to avoid dangerous congestion.
Pilots left on launch are given a strictly limited time period to take off after the tarp start time.

  Timed Races
Timer starts, while labor intensive, are excellent for difficult launch conditions. The more lengthy the start window, the poorer it is at assessing how individuals perform against the group. (Weather becomes a factor)
Timers at launch and finish are labour intensive and require reliable timing pieces and officials. Timed races are good at testing pilot skills against their own past performances. A heat system should be used with large number of entrants to reduce the effect of inconsistent weather conditions. Contests should be designed to reward the best pilots.
Timing devices must be synchronized.
Clocks and other time recoding equipment shall be checked over a period of 3 hours against official time signals, the 10 AM CBC time signal, or the NRC Atomic Clock at 1-613-745-1576 both immediately before and after the event to factoru out errors put into scoring calculations.
A Speed Task
(or speed section of a distance task) shall be timed from:
take-off; or
from a pilot’s photograph from the air of a (tarp) clark laid out at a defined position and adjusted at predetermined time intervals.
or, if approved time-recording cameras are used, of a marker. (If a pilot’s camera prints a time on the film this time shall not take precedence over a time shown on the official clock.)

The Launch Window
(Duration of time in which pilots may start their race) for all tasks should be strictly limited. Should pilots wish to relaunch they must do so within the designated time period and may only relaunch after landing in designated bomb out LZs. (ie 30 min timed start

Finish Formats
Start and finish lines are gates of maximum length 1 km, either clearly marked on the ground or between two vertical features, with a maximum height of 1000 m. For championships any reduced length and height shall be stated in the local regulations. (FAI Section 7 Annex 4 5.7.1) 5
In classes 1 and 2 a pilot is considered to have crossed the finish line when the nose of the glider cuts the finish line in the correct direction, using only the energy of the glider but not of the pilot. In class 3 the line is crossed when a pilot’s foot cuts the line under the same conditions.
A precision landing task may not be combined with a distance task.
In championships, verification of the landing place may be made from photographs taken by the pilot.
For records evidence of the landing place must include the signatures and addresses of at least two witnesses.
Official observers on the ground may time competitors across a finish line.
Flight terminating beyond the boundaries of the organizers’ country or state shall score only to the point where a straight line between the start point or last turn point and the landing place last cuts the boundary, unless permission to cross such boundaries is given in the local regulations.

Out landings
If a pilot lands away from the designated goal for the task he must inform the organizers by telephone, or radio (if permitted), with the minimum delay, at the latest by the closing time for the tasks.

On return to base he must go to retrieve control with his report and films.
Failure to follow this procedure without good reason may result in:
the pilot not being scored for the task, or
in charges for any rescue services which have been called out.

Turn Points:
See  example: HPAC Form C-11 “Local (Meet) Rules”


Time Planner

FAI Sanctioned Events
World or Continental Championships
Preliminary Bid received by CIVL 3 Years (recommended) before event - 2 years required.
Detailed bid: Accepted by CIVL 1 year before event.
As soon as possible afterwards an invitation together with a request for a reply giving intention to enter should be circulated to all NAC’s.
The NAC shall appoint a meet Director at least six months before the event.

Nationals and all Major Competitions
By March 31st each year apply:
For event approval from:
The controlling club and;
Provincial Association.
To the HPAC Competition Committee Chairman  for Sanctioning of events lasting longer than a long weekend.

60 Days Prior to Event (Minimum):
Apply to HPAC Competition Committee Chairman for Sanctioning of all other events;
Apply through HPAC Airspace Committee to Transport Canada at least 60 ahead of time for a:
NOTAM 6;
SPECIAL AVIATION EVENT ORDER (or an exemption) 7
required where spectators are invited (i.e. the Grouse meet)  or:
apply for an exemption to the order if the public is not invited.
Class “F” SPECIAL USE AIRSPACE 8 may be applied for in conjunction with NOTAM application.)9

One Month Prior to Meet
Ensure site access, parking, set up, take off and landing areas are prepared and adequate.
Order the Insured Members List  from the HPAC Administrator (mailed one week before the event starts)
Provide Site Form to EHS dispatch including take off, road access directions, helipad information
Transportation:
Organize uphill transportation for pilots and gliders.
Organize adequate XC task retrieval procedures.
Provide adequate road (including Forestry) Maps for the complete task areas for retrieval and Search and Rescue crews.

Daily Tine Planner
Obtain Meteorological report, Sources:
Environment Canada Weather Services
Regional Weather Office (see Blue Pages) Prearrange time of calls and weather details required.

To set up contracts below, Fax to 604-664-9081 (BC)
Consultation:  1-900-451-7004 (BC) $3.95 / first 3 minutes., $1.50 each additional minute.
To set up contract, Fax to 604-664-9081 (BC)
Weather Fax: 1-900-451-3007 Press. 0000 for full product catalog, 9001 for new users. $2.95 for first 2 minutes. $1.50 for each add. minute. Info Faxed back to you. Environment Canada pays the fax charge.
WeatherBoard AVIATION BBS - Up to 1/2 hour access per day. 1 Month @ $24.95/mo. 3 Months @ 19.95/mo. 6 Months @ 14/95/mo.
WeatherBoard PROFESSIONAL BBS: Setup Fee = $150.00 + $96.00/ hour.
NOTE: 1-900 Phone numbers are for BC only. Contact Environment Canada for numbers valid in your province.

Flight Service Stations (Phone collect if necessary)
Flight Service Advanced Weather Briefings are free to all pilots. You may also phone 1-800-INFO_FSS across Canada. This accesses your Regional Advanced FSS Weather Office.
TV Weather Reports (US Regional stations are Best)
CBC AM/FM morning weather (good)
(Internet) Online Computer Weather Services

Weather Information Details required:
General Weather  Météo Général
Severe Weather Turbulence et Orage
Stability  Stabilité Inversions
Freezing Altitude Point Congilation
Temperature Maximum for day
Projected surface winds
Winds Aloft for AM & PM forecasts:
3000’ 6000’    9000’  12000’
Type & % Cloud Cover Couverture Nuaguise, Dew Point
Inversions, Inversion break temperature.

Obtain any NOTAMs issued by Flight Service Station.
Notify Flight Service Stations of Launch and Landing Site(s), Task routes and projected take off times
Advise them of flights into Controlled Airspace (HAGAR exemption required by each pilot)
Notify the Emergency Health Service dispatch (using Non-emergency phone number of Launch and Landing site(s) and task route(s).
  Set Task
Notify pilots of take off time and site for the day (use notices, recorded phone messages, word of mouth)
Organize drivers, provide advice on road access restrictions.
On launch:
Give Weather Briefing
Provide site and route briefing
Identify officials,
Identify “Line of Death” (launch access lane where no gliders are placed unless in final launch order)
2nd to Last Day of Event
All Film to be turned in. 10
Develop Film negatives
Analyze film for correct Air Start, turn point(s) identification and landing verification (where required).

Final Day of Event
Choose a short task, usually race to goal.
Ensure the Jury has reached all final decisions, no further grievances are pending and dissolve the Jury
Awards Ceremony
At predetermined location
Hand out awards.
Thank volunteers and sponsors.

After Event
Notice of Results
Preliminary results of all meets be submitted to the HPAC competition chairman within two weeks of the competition
Complete documentation to be submitted by September 30th of the same year.
Forward individual daily results 11  and attach:
each days specific Task, weather forecast and actual weather (if different from forecast) attached.
Each days committee decisions
any grievances filed (specifying decisions)
Write thank you letters to
volunteers
sponsors, equipment providers, EHS
Landowners
Foreign competitors (inform of next years events)
Have party for volunteers, sponsors, local supporters et cetera.


Total time to Goal (TTG Scoring)  by Ron Bennett
Basic Scoring
Lowest total time wins
pilots landing short of goal relieve last time to goal (LTTG) plus 1 penalty minute for each kilometre short.

Zero Completion
all pilots receive 1 minute for each kilometre short of goal

 Positional Times
The last 2 pilots to goal will receive ‘positional’ times, each one getting a maximum of 1 additional minute more than the pilot preceding them to goal. For example, if the time for the 3rd last pilot to goal is 147 minutes, then the 2nd to last pilot to goal gets 148 minutes, and the last pilot to goal gets 149 minutes. (Note: the LTTG is 149 minutes for purposes of calculating scores for those pilots short of goal.)

Maximum Time Zone
All pilots will be deemed to have flown at least glide distance (distance determined by the Meet Director) even if they didn't launch.

Minimum Distance
The Meet Director will declare a minimum distance required to validate the day which should be approximately 3 times glide. At least one pilot must make this distance or the day is invalid.

Devaluation Rule
If less the 2/3rds of the pilots (Q) make Minimum Distance (MD), the day is devalued. All times are recalculated based on the percentage of Q who do make MD. For example, with 60 pilots entered, Q equals 40. If only 30 pilots make MD, times are recalculated to 30/40ths or 75% of actual. If only 20 pilots make MD, times are recalculated to 20/40ths or 50% of actual.
The Benefits of TTG
You don’t need a computer! One kilometre is one minute, and minutes can be added such that you need only keep a running total for each pilot. (a pencil and paper will do!)

Each pilot can look at the score board daily and know exactly ho many minutes he or she is behind.

The last two pilots to goal receive positional times, so they don’t screw up the scores for those pilots who didn’t make goal. Also, they don’t have to decide if it would be better for them to land just short of goal.

No one has to launch in bad conditions just to get a score.

A pilots who just makes a glide can not out-score the pilot who attempts to work the available lift but ends up sinking out.

The day is invalidated if conditions aren’t good enough for anyone to go more than three times glide.

The day is devalued if conditions aren’t good enough for the majority of pilots to make three times glide, and no single pilot or small group of pilots can walk away with the meet because of a “Lucky” thermal on an otherwise marginal day.

All days are not created equal (From and Hang Gliding and Paragliding point of view) and TTG ensures that marginal days don’t weigh as heavily in the overall outcome.