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#17
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"The process requires a pilot survey of any significant changes, rather than a r.a.s. discussion. I think that's prudent due process.
9B" Andy, the problem was that this years survey was so poorly worded that there is no meaningful data to be had. I write exams for a living and I can tell you that this question was one of the worst ever written. I don't know if it was designed to confuse on purpose or just poorly written but the results from it told us nothing about what pilots actually thought about the new rules implemented with the hard deck. The survey has become a whole lot of double talk and the committee ignores clear results when they get it. Next year maybe they will ask a few pilots to review the survey before it goes out. TT " The current rules for finish cylinders specify t hat for the first 200 feet below the minimum finish height (MFH), the pilot receives a mild penalty of 20 points per 100 feet low. More than 200 feet below MFH, the pilot is scored as if he landed out at the home ai rport. The intent is to make it transparent to the pilot when he gets no points benefit from cont inuing a marginal final glide. However, it moves the end of the race for speed points from landing at the airport to crossing a point at MFH-200'. Which philosophy do you favor? When a cylinder finish is used (i.e. task scoring ends at the finish cylinder, with a specified minimum altitude): A: The penalty for crossing the finish cylinder below the finish height should be the same as the penalty for a high start, all the way to the ground. B: The penalty for crossing the finish cylinder below the finish height should be more severe than for a high start, since safety as well as fairness is a concern, but it should remain a linear penalty all the way to the ground. C: Scoring for crossing the finish cylinder below the fini sh height should be the same as coming up short on a line finish - if you come up short you are scored as a landout (with an allowance for instrument error)" |
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