Proposal to change MAT to HAT

John thanks!

All,

I truly make these arguments with the highest respect. I think everyone means well. I would not bother flying glider contests if I did not deeply respect the caliber of the other pilots. Any day flying a sailplane cross-country is, in my opinion, an awesome day. The few times I have flown out west have been highlights of my life. Incredible!!! I am certainly trying to compete but still very much understand that I have a great, great deal to learn. I am 20 years behind most of my peers of the same age. I have 4 or 5 years competing in gliders now and many have 50 or 60! In sailing we call that a cupcake!

I am "tongue and cheeking" the HAT a bit (if you did not "get that" in my posts). I did not originate that term by the way. I completely understand that when the weather sucks (I fly in Ionia, btw) it is very challenging to call tasks. I get it and I accept it. I also get that some of us truly want to fly TAT's and One/Zero turn MATs on strong days to test a different skill. They would see an AT as a waste of a good flying day as much as I see the TAT/short MAT. I am also fine with that. I am not looking for absolutes here. I just want to preserve SOME pure AT tasking. More than 2% and rapidly trending down towards ZERO.

I think ATs teach a very important skill. I believe that this skill is most finely honed in a competitive (AT) task with great pilots who are skilled in AT tactics. I think the US has essentially already lost that skill. I think our best US pilots would perform better at the World Championships if we ran more AT's. I truly love the purity of ATs when they are well called and the weather is decent or better. They are the highlights of my time racing gliders. I can remember every minute of every one! Fantastic!

All I am really arguing for is that we should try and preserve some ATs! Something like 8-12% AT vs. 2%. I think we can do a few more ATs easily with the weather we have (even in bad years) and have fun, become more complete pilots and not landing out the whole group. We have to try to do slightly more ATs at all levels. We also have to WANT to do more.

Even a modification the US task rules for a US AT would be better than no more ATs. Perhaps allowing a struggling pilot to come home anytime (without any additional penalty) would be OK. I know that is what a long MAT is trying to do (basically), but the minimum time component of the long MAT really affects the task tactics if the assigned turn-points are completed with significant time remaining. This forces the leading pilot to choose a last minute strategy to use up additional time based on circumstances at that moment. In turn, this also allows the trailing pilots to see the tactic of the leader and quickly consider alternative combinations to catch up (take a chance, etc). All of these complex rules and tactical decisions at the end of a long MAT often result in the final moments of the "not long enough" MAT task changing the results significantly. This is very deflating to the pilot who earned the "extra time" by flying the fastest. With a AT you have a common race track and no minimum time. No other remaining US task is a true race. ATs encourage flying as fast as you can (and far as you can with a potential US modification) to a real finish. Simple, pure, exciting...

Sean

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.