Minutes of Fall 2014 USA Rules Committee meeting posted on SSA website

On Wednesday, January 21, 2015 at 11:30:47 AM UTC-6, Andy Blackburn wrote:

I agree with your geometric assessment Steve. I'd rather not have a MAT with no steering turn to a gate finish. Not sure if that's what you were arguing for. The 10 mile steering point may be too close to get a good altitude spread however.

9B

I am not arguing for a MAT with a gate finish. If you use a MAT, for goodness sake just use a finish cylinder and keep it high enough and in close enough so there is time to sort out who lands first. Pretty sure we agree on this.

However, if I am forced to pick between two evils, I would rather have a MAT with a finish line and set direction, let the pilot choose if he wants to use a last turn that requires a gate hook or not than have a MAT with a mandatory last turn that is within 10 miles of the finish (as would be required for a steering turn under the present rules). Why? If I am setting myself up for a hook the end of the gate finish, I personally will add another 2-300 feet to my finish energy to be able to make the turn. I won't do it on the deck. I will be outside the area of the opposite direction traffic and probably above what they will get on their pull up when we might pass. And my eyes will be in the direction they will be coming from. I won't likely pick a final turnpoint that requires the gate hook, either. I would rather not have the chance of driving to a point and then heading home with someone driving for that same point, opposite my heading, at my altitude (I tend to fly final glides with more margin than most).

But just to be doubly clear. If I am flying a MAT, I want a finish cylinder, not a gate finish.

I am of the opinion that a final turnpoint in very close is something that should be avoided whenever possible, with the US finish rules.

The lesson learned from that terrible accident at Uvalde is to not do a near 180 degree course reversal close to home (even 20 miles out), as the altitude difference inbound to outbound and fat to squeaking is so little that you will almost assure near head on passes at minimal altitude separation. And it has been interesting to watch as a Task Advisor how this can be applied in the middle of a task to the point where the CD is on some days afraid to have a large direction reversal even with a large turn area. And other days, it never seems to enter his mind. Human Nature, I guess.

Steve Leonard