Proposal to change MAT to HAT

Pure Assigned Tasks (ATs) are very unfavorable to the lower performing gliders in the contest, even when taking into account the handicaps. If pilot A takes 3 hrs to complete the task, and the same proficiency pilot B in a lower performing ship takes 3.5 hrs, Pilot A will usually beat B.

Pilot A spends a higher percentage of his flight flying during peak conditions of the day.
Pilot A has more flexibility as to when to start
Pilot A has more time/opportunity for a re-start if desired

TATs are much better in that each pilot can complete the task in the same minimum time (if the TAT is called properly) and therefor get the same window of opportunity with the weather that day. At the same time, they both have the opportunity to show more skills in choosing the best energy line, or risk extending the flight to take advantage of a particularly good cloud street, etc. This is especially important with mountain flying.

Perhaps that is why they are so rarely used by CDs.

Matt

On Wednesday, January 28, 2015 at 4:06:19 PM UTC-7, Matt Herron Jr. wrote:
Pure Assigned Tasks (ATs) are very unfavorable to the lower performing gliders in the contest, even when taking into account the handicaps. If pilot A takes 3 hrs to complete the task, and the same proficiency pilot B in a lower performing ship takes 3.5 hrs, Pilot A will usually beat B.

Pilot A spends a higher percentage of his flight flying during peak conditions of the day.
Pilot A has more flexibility as to when to start
Pilot A has more time/opportunity for a re-start if desired

TATs are much better in that each pilot can complete the task in the same minimum time (if the TAT is called properly) and therefor get the same window of opportunity with the weather that day. At the same time, they both have the opportunity to show more skills in choosing the best energy line, or risk extending the flight to take advantage of a particularly good cloud street, etc. This is especially important with mountain flying.

Perhaps that is why they are so rarely used by CDs.

Matt



Guidance supports task called.

A10.3.1.2 ‡ Task-calling considerations for the CD.
General
- Select good (i.e. knowledgeable, fair and decisive) task advisors, and use them.
- Use the best available weather sources; get weather updates as appropriate.
- Using the help of weather forecasts and task advisors:
-- Estimate the times at which soarable conditions will start and end.
-- Estimate the times when tasks are likely to open (depends on launch order, class size, launch efficiency, etc.).
-- From these estimates, calculate a maximum time on task (from task-opening time to the estimated end of the day).
-- Estimate the speed that the winners will achieve.
- Select three tasks appropriate to the predicted conditions. At the pilots' meeting, name the longest of these as the primary task.
- Aim for a mix of tasks, balanced across all task types.

A10.3.2.1 Assigned Task
This task has been in use for many years and is thus understood by most CDs.. It is best in contests where pilot skill is reasonably uniform,
and on days when the weather forecast is thought to be reliable and does not include problems such as thunderstorms. Using the help of the
weatherman and the task advisors, the CD should estimate the speed that the day winner is likely to be able to achieve, and the amount of
time available from task opening to the end of soarable conditions. The right task length is then the distance that a pilot who maintains 75% of
the winner's speed is able to cover in the time available.
The Assigned Task is appropriate when sailplane performance, pilot skill and weather uncertainty are all within a range that the CD feels is
acceptably small. As an alternative, consider a MAT with a sufficient number of designated turnpoints that the assigned part of the task will
consume most or all of the minimum time as this choice allows pilots who do not achieve projected speeds to return home after any turnpoint.

A10.3.2.2 Modified Assigned Task
The MAT is especially well suited to contests in which pilot ability varies considerably, and to days where the weather may be significantly
better or worse than the forecast. Because it is time-limited, it "scales itself" to the actual conditions of the day, and to the abilities of individual
pilots.
The CD has many options he He can assign a large number of turnpoints - so many, in fact, that it is impossible for any pilot to complete
them all, in which case the task becomes like an Assigned Task but with the option for those who are slow to return after any turnpoint. He
can assign few or no turnpoints, which makes the task like the old Pilot-Selected task. (Note that when no points are assigned, the CD can
restrict the choice of the first turnpoint, for example to send the pilots into the same general area without specifying just one point.)
Some care is needed when assigning turnpoints. It is best for the increment in distance for completing assigned turnpoints 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, which can be luck-prone.



""Hope and guessing"" is not a winning strategy demonstrated by the World's top competition soaring pilots. Practice, experience, wisdom and knowledge, along with high ethics and morals, are what leads the way to a podium finish and a World Champion.

Theirs much to be learned, in our sport, as in any sport. Sportsmanship is one and where ever my travels take me, its demonstrated by the folks met. Our sport exists because of it.

Best, #711.

Matt,

I'm mainly arguing for ATs in pure classes or US Club Class (a significant portion of the reason they wanted to break from Sports class).

In the case of significant handicap range (or advanced to beginner pilots), absolutely, TATs and even one turn MATs are reasonbly tasks designed to provide a means for those classes to compete. Absolutely ATs would not work. Long MATs however could work.

In a perfect world remember we would all compete in the exact same gliders with exactly the same wingloading and equipment! This would isolate the pilot as the key variable.

Handicap classes are an effort to fix the problem of gliders of varying performance and therefore not ideal/perfect forms of competition. The more variables introduced into a competition (different gliders, complex tasks, complex rules) the less ideal the competition is.