Rules of the Northern

Illinois Soaring

Championships

SPONSORED BY THE CHICAGOLANDGLIDER COUNCIL INC.

Last Updated: April 24 2008

Rules changes for 2008

1. We have removed the pilot handicap. It was not doing anything to bring in new people, and it was annoying to many of the regular crew.

2. The start radius is now 2 miles. Hinckley asked for this change to keep them further from parachutes. We might as well keep it simple and change it for everyone. The finish remains at 1 mile. (Note, it has always been legal to start/finish at any airport. If it’s really raining parachutes, consider a start/finish at Wade)

3. Distance points are now 600*(your distance)/(best distance) up to 1000 points. If there are no finishers, distance points are still 1000*(your distance)/(best distance). In the past landouts counted for nearly nothing. Now you can beat people and even tie a day with a landout, if you go far enough. (Note: if you finish a long task slowly, you may get more “distance” points than “speed” points. You will then get the “distance” points automatically – you don’t have to land out one mile from the airport to improve your score)

4. The turnpoint penalty is changed to 25 + 100 x miss distance, and zero if missed by more than 1 mile, as in SSA rules.

5. You must climb after tow and before starting. This was always tradition and good sportsmanship, but now it’s in the rules. In particular, if you land out and come back by cross country tow, you can’t start a second attempt from 6,000’ off tow – you have to climb in a thermal first. Nobody ever did this, but the scorer noticed the temptation one day when he got back to CGC well over cloudbase.

6. We have added a number of RLAs as turnpoints in the database. Up North, these are Aero Lake Estates (30IS), halfway from Dekalb to Sky Soaring, Hendrickson (IL93) halfway between Dekalb and Rochelle, near Creston town (not on sectional) and Ramme (6IL0) halfway from DeKalb to Poplar grove. Near CGC, these are Curanda (LL39), halfway between Dwight and Morris, Classic Landings (05IL), John Slack’s place about 1/3 of the way from Kankakee to CGC. These will be especially useful for shorter tasks on weak days. We also added Bennett halfway from Illinois Valeey to Gen-air. We deleted Frankfort, Howell, ZeaMays, which are no longer airports, and we reloaded the landable fields from the FAA database.

7. “Equipment” now strongly suggests but does not require transponders. Power traffic simply does not see us, especially overtaking from the rear.

8. The distance bonus formula is changed and increased. Before, you got 5% more speed for every additional hour on course. Now we also add 20 minutes to your time. Too many days were being won by 1 hour flights (including by the rules-writers). Here’s how it will affect your flights. Suppose you go 50 miles per hour. Here’s how the old rules worked:

Hours	1	2	3	4	5
cred speed	50.0	52.5	55.0	57.5	60.0
Pts/5hr	833	875	917	958	1000
Pts/3 hr	909	955	1000
Speed to = 5 hr	60.0	57.1	54.5	52.2	50.0
Speed to = 3 hour	55.0	52.4	50.0	47.8	45.8

As you can see, your credited speed goes up 5% for each hour you can keep going at 50 mph. The second row shows how many points you earn if somebody goes 5 hours at 50 mph to win the day. The third row shows a more common day for us, if somebody wins the day at 50 mph for 3 hours. As another way to look at things, ask how fast would you have to go in the shorter flight to equal the 5 hour or 3 hour winners. The “speed to = 5 hour” row shows that you can equal the guy who flies 50 mph for 5 hours by going 60 mph for one hour. The “speed to = 3 hour” row shows that you can equal the guy who wins by flying 50 mph in 3 hours by going 55 mph in one hour.

The problem, you can now see, is that on a day that supports a 50 mph 3 hour flight, it’s pretty easy to beat 55 mph on a one hour flight. Two refinery thermals and a long final glide do the trick. So here are the numbers in the new rules.

Hours	1	2	3	4	5
cred speed	37.5	45.0	49.5	53.1	56.3
Pts/5hr	667	800	880	944	1000
Pts/3 hr	758	909	1000
Speed to = 5 hr	75.0	62.5	56.8	53.0	50.0
Speed to = 3 hour	66.0	55.0	50.0	46.6	44.0

As you can see, the big change is on the shorter flights. A day in which you can do 50 mph for 5 hours is pretty good around here. You’ll have to do 75 in the refinery tour to equal that! On a more typical day in which the winner goes 50 mph for 3 hours, you have to do 66 to equal that in the 1 hour refinery tour.

Short guide to flying the contest

This guide applies for a typical pilot using GPS and not simultaneously going for a badge or record. See the rules for details, scoring, and “what if” questions.

The start is a two statute mile circle with no height restriction.

The basic task is a PST (pilot selected task) with a maximum of 8 turnpoints. Valid turnpoints are public use airports (not RLAs) on the Illinois sectional, plus the extras listed below. The rules disallow any turnpoint under class B or C airspace and they’re no longer in the database. We strongly suggest that you get and use the Northern Illinois database from John Liebacher’s website.

You must have two intervening turnpoints before you use a turnpoint again. The start and finish do not count. For example, CGC(start) – Morris – CGC – Joliet – Morris – CGC (finish) is OK, since you have two turnpoints (CGC, Joliet) before you reuse Morris as a turnpoint. CGC(start) – Morris –Joliet – Morris – CGC(finish) is not ok.

Tunrpoints are one mile circles, and you get credit for distance inside the turnpoint. Chicago Glider Club, Hinckley, Sky Soaring, Morris, DeKalb and Skydive Chicago can also be used as turn area turnpoints with a 5 mile radius. (All distances are in statute miles.) However, to use this option, the angle between your inbound leg and your outbound leg (airport to airport) must be 90 degrees or less. For example, you can’t get credit for the 5 mile Morris turn area on the way from CGC to Cushing.

You can also fly a turn area task using larger circles and different turnpoints under the assigned task option. Read the rules below.

Minimum task time is 1 hour and minimum distance is 30 handicapped miles. There is a bonus for longer flights, and minimum distance drops to 25 miles after October 15. There is also a 3% bonus for declaring your flight ahead of time. To get this bonus, post your flight in the departure airport and announce your start on the declared task. You can bail out of a declared task and submit the flight as a regular task, but you won’t get the 3% bonus unless you complete it or land out.

The finish is a one mile circle with a 500’ AGL minimum. If you cut through the finish circle at less than 500 feet you will be scored as if you landed out at the finish airport. The point of this rule is to discourage low and slow final glides.

You can use any GPS. IGC blessing and altitude recording are not required. You can use photos if you don’t have a GPS. Please find a way to convert your trace to igc or cai file formats.

After your flight, send your trace to john.cochrane@chicagogsb.edu promptly. State what glider you are flying, if you have water, and what you think your task was. Don’t expect John to pore over your trace and figure out what combination of the 30 airports you flew over makes for the best task. Normally, scores will be e-mailed back to contestants within a few days of receipt, depending upon how long it takes to receive results from most pilots. If you want prompt results, submit your flight right away.

Basic safety issues:

Don’t count on RLAs! We have no idea if the RLA turnpoints are landable! RLAs are private property and often narrow. They are often misplaced on the map and database, and some of them have reverted to corn or housing developments.

Chicago airspace is very congested, power planes are not looking for gliders, do not expecting them away from our airports, and gliders are very hard to see. We strongly suggest that you purchase and install a transponder. In any case, keep a sharp lookout. It is a good practice to occasionally take some turns on long glides so you can see behind you. When possible, you’re your flights to take you away from common approach routes, class B and C airspace, and the 30 nm veil.

All pilots are expected to follow FARs, including cloud clearance and visibility requirements. You must wear a parachute on NISC flights.

Ask for help. Any of the NISC pilots at your airport will be delighted to guide you through the rules and procedures.

TABLE OF CONTENTS

PARAGRAPH TITLE

1. PURPOSE
2. COMPLIANCE
3. CONTEST PERSONNEL
4. PERIOD OF CONTEST
5. AWARDS
6. PROTESTS
7. SAFETY
8. CONTEST FLYING
9. SCORING

1. PURPOSE
1. The purposes of the Northern Illinois Soaring Championships are
1. to provide an entry level for pilots new to competitive sailplane racing to learn the skills and procedures used in cross-country soaring.
2. to provide a vehicle for experienced competition pilots to hone their skills,
3. to determine the Council Champion for the overall season.

2. COMPLIANCE AND RELEASE OF LIABILITY
1. These rules are the agreement between contest officials and the contestants, by which fair and consistent competition is maintained.
2. Each pilot is responsible to ensure that he is adequately prepared for cross-country flying, and shall comply with all FARs and other applicable laws and regulations.
3. By flying in the contest each contestant agrees to be bound by these rules and releases, on his or her own behalf, and on behalf of his or her heirs, successors, and assigns, all claims of any sort against the contest organizers or officials by virtue of their role in connection with the contest.
4. Please address any comments on these rules to Neal Ridenour, nealride@comcast.net, Mike Shakman, mlshak@aol.com or John Cochrane john.cochrane@gsb.uchicago.edu

3. CONTEST PERSONNEL
1. Competition Director: Mike Shakman, mlshak@aol.com or someone he appoints in his absence.
2. Scorer: John Cochrane john.cochrane@gsb.uchicago.edu

4. PERIOD OF CONTEST
1. The contest runs from April 1 until Thanksgiving (not including Thanksgiving itself). Any day that 3 Contestants fly a Handicap Distance of at least 30 Statute Miles will be scored as a completed task. The minimum task length drops to 25 miles after October 15.

5. SAILPLANES AND EQUIPMENT
1. Any Sailplane may be used and scoring will be based on the most recently published SSA sports class handicap list. If your sailplane is not listed, contact the Competition Director for a handicap.
2. Ballast - Water ballast that can be discharged in flight is permitted and encouraged. The handicap will be multiplied by 0.96 on days when water is carried.
3. Multi-place sailplanes may be used, but only one pilot may receive a score for each task. (A multiplace glider may fly two tasks without landing, with pilot A receiving the score for the first task, and pilot B receiving the score for the second task.)
4. Motorized sailplanes are permitted, provided the pilot certifies that the engine was not used during the task. If the sailplane has a flight recorder that records engine use, the pilot may claim a task with distance calculated to the point of engine use.
5. Each occupant of the sailplane must wear a parachute.
6. As we fly in high traffic airspace, competitors are strongly encouraged to install and use transponders.
7. Cameras for turnpoint identification can be of any type. If it is mounted, it must show the left wingtip of the sailplane.
8. Traces from any flight recorder are allowed. Handheld and non-FAI certified recorders are allowed, so long as the pilot can produce an IGC file or otherwise agree with the scorer on a method of evaluation. The trace must capture time and position for the start, each turnpoint claimed and the finish. Altitude recording capacity is not required. Pilots are encouraged to use GPS flight documentation if at all possible.

6. AWARDS

A Traveling Trophy will be awarded to the overall season winner

7. PROTESTS
1. A contestant is expected to follow the rules and the rulings of the Competition Director who is enforcer and arbiter of these rules. In the event that the Competition Director was a contestant on the day of a flight or circumstance giving rise to a protest, he shall appoint an experienced contest pilot who was not a contestant on that day to serve as Competition Director with respect to the protest, and that individual shall fill the role of Competition Director with respect to that protest. Protest against a ruling of the Competition Director will ordinarily not be allowed unless there is clear evidence of a gross inequity.
2. If a pilot feels that an incident or interpretation of these rules has caused an inequity, a formal protest, in writing, must be delivered by mail to the Competition Director within one week of the incident or act. In arriving at a decision, the Competition Director may ask for statements from witnesses, etc. The Competition Director will make a prompt response by telephone, giving the reason for the decision.
3. There is no competition committee. However, if a contestant wishes to appeal the decision of the Competition Director a local experienced competition pilot, agreeable to the contestant and the Competition Director (who did not compete on that day), will be asked to resolve Rules Interpretation, Assessment of penalties, and Resolution of protests.

8. SAFETY
1. It is imperative that this contest be run with the greatest emphasis on safety. No phase of the operation of the contest or interest in competition can be allowed to infringe on or lessen safety. Each contestant, Crewmember, and Contest Official must carry out their responsibility to prevent unsafe practice.
2. Aerobatics and flying within clouds are prohibited. Contestants must be aware that there will be sailplanes near the approved sites that are not part of the contest and may not be observing these rules.
3. Contestants are required to be familiar with all local air space restrictions and hazards, including parachutes at Hinckley, Morris, and Skydive Chicago, jet flight paths to the Joliet VOR, flight in the vicinity of nuclear powerplants, Aurora class D airspace, Ohare Class B, Midway Class C, 30 nm veil, and so forth.

9. CONTEST FLYING
1. Pilots meetings
1. There is no required pilots’ meetings. Pilots are encouraged to meet before the day’s flight to discuss weather, tasking, safety issues, and to offer advice and encouragement to less experienced pilots.
2. Pilots are responsible to discuss with the site manager the start/finish procedures, airport operations and any local rules or procedures in effect.
2. Tasks
1. Minimum Course Length for speed points is 30 Handicap Statute Miles. After October 15 it is 25 Statute miles.
2. Minimum Time on Course is 1 hour. Tasks finishing in less than one hour are scored for 1 hour of time.
3. As a matter of sportsmanship, experienced pilots in high performance gliders are expected to attempt longer tasks on good days rather exploit these bare minimums.
3. Pilot Selected Task (PST).
1. Any eligible turnpoint may be attempted in any order, except that no turnpoint may be claimed a second time unless at least two intervening turnpoints are properly identified and claimed.
2. The maximum number of Turnpoints that can be used during one task is eight (8).
4. Turn area option
1. Chicago Glider Club, Hinckley, Sky Soaring, Morris, DeKalb and Skydive Chicago are designated turn area turnpoints.
2. When using the turn area option, a pilot may use as a turnpoint any point within a 5 statute mile radius of these airports.
3. This option is only available for GPS scoring. The pilot need not select the qualifying turnpoint. The Scorer will utilize a scoring program that selects a turnpoint within the 5 mile radius so as to credit the pilot with the maximum distance flown.
4. The start/finish airport cannot be used as a turn area option turnpoint for the first or last turnpoint of the task. For example, a contestant may not use up excess altitude on a final glide by declaring a turn area turnpoint just before landing.
5. The turnpoints designated in 9.4.1 may also be used as traditional 1.0 mile radius turnpoints.
6. A turn area may only be claimed if the angle between the center of the last control point (start or turnpoint), the center of the turn area, and the center of the next control point (finish or turnpoint) is less than 90 degrees. For example, Chicago Glider – Morris Turn Area – Cushing is not valid. Chicago Glider – Morris Turn Area – Joliet is valid.
5. Declared task option with bonus.
1. Any pilot who declares his task in advance will receive a 3% bonus. The 3% bonus applies to completed tasks and distance points for incomplete declared tasks.
2. The declared task should be posted at the departure airport. If multiple pilots fly distinct declared tasks, label the first one “task A” the second “task B” etc. If the pilot uses a flight recorder that allows task declaration, he should declare it in the flight recorder as well. Each pilot must also announce his start on the declared task by radio on 123.3. (“Alpha Bravo, starting Hinckley at 12:32 on declared task alpha.”)
3. After start, a pilot may abandon the declared task and continue as usual. Such flights can count for regular scoring, but will not receive the 3% declared task bonus.
4. The following task types may be declared.
1. Assigned task. A set of turnpoints is declared. They must be flown in the declared order and the pilot may not extend the flight past the finish.
2. Modified assigned task or MAT. A set of turnpoints is declared and a minimum time. The pilot must round the declared turnpoints in order. He is then free to add additional turnpoints. If the pilot finishes under the declared minimum time, his speed is computed as if he finished at minimum time.
3. Turn area task or TAT. The declaration includes one or more turn areas to be rounded in sequence, with a radius of 30 miles or less on each one, and a minimum time. Successive turn areas must not overlap. (If the task is Start, A, B, C, Finish, areas A and C may overlap, but not start and A or A and B). All NISC turnpoints may be used as turn areas for an assigned task, and the 90 degree rule does not apply. The pilot may not add more turnpoints after completing the task.
4. Any badge, record, or Hilton cup attempt that includes a preflight task declaration.
5. Assigned tasks must conform to the following guidelines:
1. Minimum task time must exceed 2 hours, and task length must exceed 50 handicapped statute miles. (These are SSA regional standard minimums.)
2. The task should “make as full use as possible of the available weather.” Task times and lengths should in general be substantially longer than the above minimums.
3. MAT: The assigned turnpoints should cover a large fraction of the anticipated flight. A good target is at least 50% of the flight at the winner’s anticipated speed. For example, if minimum time is 2 hours and the winner is likely to fly 50 mph, then the assigned turnpoints should cover at least 50 miles.
4. This is a minimum; the MAT may also assign more turnpoints than anyone can hope to complete, since pilots may finish at any point in the task. If many points are called, the increment in distance for completing assigned turnpoints should decrease for successive assigned points. If this is not the case, then late in a flight a pilot can be faced with the choice of coming home early or having to fly a large extra distance.
5. Turn area task. (From regional rules A10.3.2.3 ) The CD should set reasonably large turn areas (using radii of 8 to 10 miles or more). With small turn areas, the difference between the minimum and maximum possible distances may not be large enough to cope with weather variability. It is important to look at the minimum and maximum possible distances. In general, the shortest possible distance should be about how far a pilot would fly in the declared minimum time if he maintained half the winner's estimated speed. The longest possible distance should be almost impossible to achieve in the minimum time, requiring perhaps 150% of the winner's estimated speed. [Explanation: If the weather gets good, even the Nimbus 3 should be able to comfortably finish over time without being forced into one point in the far part of the circle.]
   A well-designed TAT will generally have a reasonably large (say, 10- to 15-mile radius) final turn area located so that the distance from its closest point to home is about 10 miles. This will allow pilots to "tune" their distances near the end of their flight. If the minimum possible final leg is long, pilots must turn for home without much certainty as to conditions during the final hour of their flight.
6. The goal of the assigned task is to challenge pilots beyond what the standard one hour 30 mile PST minimums allow. Assigned tasks should be ambitious.
7. Abuse of the assigned task and especially the turn area will result in more restrictive rules. Don’t just call CGC-Hinckley-Morris-CGC with 30 mile turn areas and a 2 hour minimum and then go wherever you want. The contest manager and scorer may disallow the assigned task bonus and disallow a turn area claim altogether if it grossly violates these guidelines.
6. Other task types. Other task types, including the CGC boomerang, are allowed at organized events if approved by the contest manager.
7. Long Flight Bonus. Whereas it is harder to maintain as high a speed on longer tasks, and to encourage those pilots who want to fly longer tasks, the Handicap Speed will be increased by 5% per hour after the first hour to produce the Credited Speed. In addition, the credited speed will be computed based on distance divided by time + 20 minutes. See formula in 10.3.2.1
8. Turnpoints
1. Any public-use airport that appears on a current sectional or Illinois State aeronautical chart may be used as a turnpoint, except airports underlying class B or C airspace. If a contestant leaves Illinois, the contestant may use airports in other states that appear on the current sectional chart and are not RLAs. The following additional private airports are allowed as turnpoints: Chicago Glider Club, Sky Soaring, Wade, Niznik (Riley), Prairie Lake, CasaDeAero, Egland, Hendrix, Hugh Van Voorst, Lnadings, Meadow Creek, Olson,Praire Lake, Read, Rothrock, Spring Brook, Sweedler, Bushby (Rossi), Woodlake (Sandwich), Sky Soaring, Hugh Van Voorst, Read, Woodley, Aero Lake Estates (30IS), Hendrickson (IL93), Ramme (6IL0), Curanda (LL39), Classic Landings (05IL), and Bennett.
2. A Northern Illinois Contest turnpoint database has been created on the worldwide turnpoint exchange website. Pilots may use any turnpoint in the turnpoint section of this database. Pilots are strongly encouraged to use this database, as it has the coordinates that will be used to score the contest. Please notify the scorer promptly of any problems with the database. If a pilot uses a turnpoint allowed by rule 9.8.1 that is not in the database, he must provide the scorer with the coordinates of that turnpoint. (Including the turnpoints in the flight log is sufficient.)
3. Pilots declaring a badge flight or a record attempt may use any turnpoint, not necessarily an airport. The pilot must supply the scorer with the coordinates of the turnpoints. (Including the turnpoints in the flight log, or submitting the badge or record claim documentation is sufficient.)
9. Film procedures
1. The first frame for each task must have the date. Take a picture of a piece of paper with the date on it, or take any picture with a DataBack camera recording the correct date. The pilots’ name helps, but is not absolutely required. This frame starts the roll, and separates tasks.
2. The turnpoint photos follow. Extra pictures are OK, but discouraged.
3. Use the center of the airport for the turnpoint, and use standard FAI badge rules for the photo.
4. The last frame must include the tail number. Take it up close so it fills the frame. You don't need a tail number picture for each task.
5. If you fly more than one glider and use the same film, you must finish each task with a tail number picture.
10. GPS turnpoint procedures
1. The standard turnpoint is a 1.00 statute mile cylinder centered at the turnpoint. At least one fix must appear in this zone. Pilots will be credited for distance achieved within the turnpoint zone.
2. A pilot who is attempting a badge or record and is using FAI sector turnpoints for that claim may claim a turnpoint in the FAI sector, but outside the 1.00 statute mile cylinder.
3. GPS pilots may use photo backup, and may turn in tasks with partial GPS and partial photo evidence.
11. Launching
1. Contest flights may start from any airport or soaring site in Northern Illinois.
12. Start Gate
1. Photo procedures: The start gate is a vertical rectangle 1 statute mile wide, perpendicular to the track to the first turnpoint. Hinckley pilots must take care to avoid parachutists.
2. GPS procedures: The start gate is the wall of a cylinder 2 statute mile in radius centered on the start airport. There is no maximum start height.
3. A GPS pilot making a badge or record claim may use the vertical rectangle specified by the badge or record rules.
4. Each pilot must climb after release from tow and before start. A pilot may not take a high tow and then start directly. This will be verified by looking at the GPS trace.
13. Finish
1. Photo procedures: The finish gate is a one statute mile wide plane perpendicular to the last task leg, centered at the GPS coordinate of the finish airport. Finishes for speed points must be made at an altitude of 500 feet AGL or greater.
2. GPS procedures: The finish gate is a one statute mile radius circle centered at the finish airport. A finish for speed points must be made at an altitude of 500 feet AGL or greater. The altitude must be 500 feet AGL or greater for the entire distance from 2 miles out to one mile out – you may not blast in at 50 feet and 120 knots, then try to pull up over the 500 foot finish.
3. A GPS pilot making a badge or record claim may use the vertical rectangle finish gate required by badge or finish rules. He must still finish at least 500 feet AGL, even if the badge or record does not require this.
4. Any pilot who finishes below 500 AGL feet but still lands at the home airport earns distance points only.
5. GPS pilots whose trace shows turnpoints but does not show start or finish due to GPS failure may be scored based on their own time measurements. Photo pilots must keep track of their own start and finish times.
14. Radio:
1. Pilots with an operating radio should announce their start, turn points, 4 miles out, and going through the finish gate. Photo pilots should also announce IP, and other pilots may also announce “IP” one minute before start in order to alert traffic.
2. Use of radio between competitors during the flight is encouraged, provided it is sportsmanlike. In particular, advice by more experienced pilots to newer pilots is encouraged, and newer pilots are encouraged to request advice. Unsportsmanlike communication includes communicating in codes, communicating on frequencies other than 123.3 and 123.5 to keep information secret, and communicating for the purpose of hurting another pilot’s performance.
15. Landouts
1. Photo pilots: Take a photo of your contest number or your N-number at the landing site to close out that flight. Record the latitude and longitude of the landing site, or the name of the airport, for scoring. No observer or witnesses are required.
2. GPS: The trace will show your landing location and is sufficient certification.
16. Multiple tasks
1. A contestant may fly more than one task attempt on any day. He may use a different glider.
2. Unlike SSA contests, if a contestant finishes a task, starts another task, and lands out, the first task is still valid for speed points.
3. A pilot may pass over the home airport, try for another turnpoint, and later call the first passage of the home airport a “finish.” However, the scorer will not automatically try all possible “starts” and “finishes” to find the most advantageous one.
17. After Landing
1. Fill out the Flight Certification Sheet, turn it in, mail it in, or email its contents to the scorer within one week of the task date.
2. Email to the scorer is the preferred method of communication. Your email must include date, day, pilot name, glider, water ballast, start point, turnpoints in sequence, which turnpoints are claimed as turn area turnpoints, landing point, time on course, and whether the task is complete or a landout. Send the information in the body of the email; do not send it as an attachment. All tasks claims must include the sequence of turnpoints claimed by the pilot, and which if any turnpoints are to be treated as turn area turnpoints. Don’t just email in a trace and expect the scorer to figure it out!
3. Film, or a trace, or flight recorder information (printout from evaluation program) may be turned in with the above task information or later. All scores will be tentative until the film or flight recorder information is evaluated. Maintain the data from each flight until the end of the contest season and results have been announced.
4. Photo evaluation procedures: Have your film developed. Send the negatives, prints, or a contact strip to the scorer.
5. GPS evaluation procedures:
1. Official results will be computed by the Scorer’s evaluation of the flight log using a common program for all contestants. However, it is helpful to the scorer to see your evaluation, and this can help to reduce scoring errors. If you use an evaluation program, make sure you set it up as per the rules, with a two statute mile radius start gate, a one statute mile radius finish gate with 500 foot minimum, 1.00 statute mile turnpoints and “maximize distance” or whatever your software calls the option to give you credit for the actual distance flown rather than the line connecting the turnpoint airports, and 5 statute mile turn area points. Make sure the program subtracts two miles for the start and one for the finish gate. Make sure the units are statute miles.
2. You may send the GPS trace to the scorer by email attachment, floppy disk, or transfer to his computer. IGC format is preferred, cai is ok, check with the scorer for other formats.

10. SCORING
1. General
1. Entrants may compete as many times as they wish. If at least 3 entrants competed 8 times, the eight best points for each entrant will be used to determine the overall final standings. Otherwise the number of days used will be the greatest number (less than 8) that 3 entrants competed.
2. In case of ties, the Entrant’s 9^th, 10^th etc., highest scores will be used to break the tie. If still tied the contestant with the highest handicapped speed during the contest will be declared the winner
3. A competition day is a day on which at least three (3) contestants have been scored a minimum handicap distance of at least 30 statute miles or 25 miles for flights after October 15. Each day will have a value of 1000 points.
4. For a flight to be scored the pilot must turn in a properly completed Flight Certification Sheet or provide the equivalent information by email or other communication with the scorer, and the film or GPS FR information.
5. It is in a competitor’s best interest to turn in every attempted task since the eight best scores will be used to determine a winner, and any additional scores (in best to worst sequence) will be used in breaking ties (if necessary). It is unsportsmanlike to only turn in good scores. In addition, poor scores this year will lower your handicap for next year.
6. If the contestant has flown more than one task on a given day, only the best flight on each competition day shall count towards the pilot's final point score.
2. Task Distance Scored
1. For completed tasks, the distance scored will be the sum of all legs achieved, less two miles for start and one mile for finish gate radius (if GPS rules are used). All turnpoints are calculated in the way most favorable to the pilot.
2. For incomplete tasks, the scored distance scored will be the sum of the lengths of all the legs completed plus the distance to the landing point.
3. Scoring equations
1. Nomenclature
1. (DS) Distance Scored. Actual Distance flown (see 10.2.2), less two miles for GPS starts and one mile for GPS finishes,
2. (TOC) Time on Course. Finish time minus Start Time, but not less than one hour.
3. (HF) Sailplane Handicap Factor. As shown in the SSA handicap list for regional Contests, multiplied by 0.96 for gliders that start the task with water ballast.
4. (HD) Handicap Distance. Actual distance scored times the handicap factor DSxHF.
5. (CS) Credited Speed. Handicap speed plus long flight BONUS, plus, where applicable, the 3% Declared Task Bonus.
6. (HS) Handicap Speed. Actual speed times the Handicap factor.
2. Score
1. Score for those that finish the task:

HS = DS/TOC x HF

CS = HS x ( 1 + 0.05 x (TOC -1 )) x TOC/(TOC+1/3)

If declared task, CS = HS x ( 1 + 0.05 x (TOC -1 ) ) x TOC/(TOC+1/3) x 1.03

SCORE = l000 x CS/BEST_CS

If this score is less than the distance score calculated from part b, the distance score shall apply instead.

2. Score for those that didn't finish task:

SCORE = 600 x HD / (BEST_HD by a finisher), but not more than 1000 points

3. In the event that nobody completes the task, but at least 3 pilots exceed the minimum distance, it will be scored as follows:

SCORE = 1000 x HD / BEST_HD

3. Each competitor's daily points will be rounded off to the nearest whole number. Values of .5 and more will be rounded upward.
3. Publication of Scores
1. Score sheets will be published periodically and will be maintained on the above internet sites. Ranking on sheets will be by cumulative points. Notations will be made for any score:
1. Where a contestant has used water ballast.
2. Having been reduced by a penalty
3. For which film has not been developed
4. Not official due to pending protest
4. Penalties
1. Turnpoint Photo taken outside permissible limits - 10% of maximum daily score before any penalties are applied.
2. GPS turnpoint outside 1.00 mile but less than 2.0 mile – 25+100 x (miss distance)
3. Unsafe Flying (Including Launch, Aero tow, Start, General Flying, Finish/Landing Pattern, and Landing) - Penalty as determined by the Competition Director
4. Unsportsmanlike Conduct - Penalty as determined by the Competition Director
5. Other penalties: As per SSA regional contest rules.

Notes:

The Competition Director reserves the right to change rules as necessary. Notice of any change will be sent to each contestant at least seven days in advance of the date on which the rules change becomes effective.