Welcome to Competition Enterprise

Maximise the Day with adventurous gliding!

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"Anyone with any glider from vintage to supership is welcome at Enterprise "
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Competition Rules

One of the inevitable results of running a competition where tasks are intended to be enterprising and different is that there should be the minimum of rules laid down and simple scoring which can be adapted to the local conditions on the day of the contest. The results may not always seem to be fair (whatever that means) on all occasions, but they will be sporting. The scoring will endeavour to prevent any day from having an excessive value.

To address these matters and those arising from gliders with engines, we drew up the following entitled Competition Enterprise Etiquette. This was trialled at the Mynd in 2009 and worked well so will continue.

Competition Enterprise Etiquette

1>        Competition Enterprise encourages all types of gliders, of all ages, with & without engines, to take part in the same competition for the same trophies, on as fair and equal footing as possible.
To achieve this, certain protocols are essential, including the use of the usual BGA handicap system for scoring.
2>       Trophies: (1) “Enterprise Challenge” - overall winner, (2) “John Cadman” - most enterprising flight and (3) “Blunt Nails” - best performance for pilots flying low performance gliders and/or considered novices.
Determined on the basis of the actual gliders entered this could e.g. include an SL, SF28 Falke; Gull  etc.
3>       No glider should join the launch ‘queue’ nor request a start order until ready to launch i.e. until they could launch within 5 mins notice!  Anyone not ready or willing to launch within 5 mins must pull out of the launch queue into a rigged glider parking area set aside for the purpose or move to the back of the queue.
This is to avoid frustration for those further back in the queue who are ready to launch – it is a fact that many have their gliders on the grid early but are not always ready to launch when their time comes and others want to go.
4>       When there is any kind of ‘queue’ self-launchers  (SL) will “take their turn” along with all other gliders simply by asking for and complying with a start order obtained from the “Launch Priority Marshal” !

N.B. Subject to the host club’s local rules. Some clubs may prohibit self launching for safety, noise and other reasons.

This allows SL to launch from another part of the airfield for practical and safety reasons etc. However, pilot selected launch times are fundamental to the concept of Enterprise so that ‘normally’, when there is no ‘queue’1, they may select a launch time of their own choice.
5>       Restarts for motor equipped gliders will only be permitted if the engine of SL or SR has not been used to return to the start sector.
This avoids jamming up the launch system with unnecessary relights. The start sector will usually be a 5km radius from the launch point but may be changed on specific days at briefing.
6>       Restarts using engine to regain start height may be used on reaching the start sector as in 5> above.
In this context, turbos can also take a low aerotow or winch launch then motor to launch ht. within the sector.
7>        Gliders landing back and complying with 5> will be allowed relights.
Pilots in this situation are encouraged to remain flying and continue on task or explore the conditions. A separate, new for 2009, Enterprising Flight Award will be given for the most enterprising flight of this nature during the competition, where the engine has been used.
8>       Once out of range of 5> above and ‘on track’ no further score will be accrued once the engine has been restarted but there is then the potential to win “Enterprising Flight Award”.  
9>       All or any of these protocols can be overruled at briefing e.g. when a specific task (or tasks) is being set to allow competition flying in difficult conditions.  

Abbreviations:  SL = Self Launcher  SR = Self Retriever

Scoring

The scoring system which follows is an adaptation of the "ladder" system of scoring. It is intended to avoid an excessive value for each day by announcing a "Daily Factor" for each task. This means that every pilot will know his/her approximate score at the end of each flight especially since 2002 when we introduced a self scoring sheet to be completed by each pilot each day. This then forms the basis for the days' scoring to be checked against the logger etc.

1.      Straight or nearly straight distance tasks - 1 point per kilometre

2.      Bonuses may be added for certain Turn Points, Goals or landing back

3.      Wind and/or task factors - may be announced at briefing e.g.

4.      Aggregate score of the above will be subject to handicapping with reference to the current BGA Speed Index

Questions and Answers

Why is there no BGA rating for the Competition Enterprise (CE)?

Mainly because of the type of task, and the cost and infrastructure, but also to some extent the variety of glider performance catered for. Rated competitions seem to require mostly closed circuit tasks of defined length with only a small proportion of pilot-selected elements such as defined area or POST tasks. CE has mostly pilot-selected elements, varying more widely than those allowed for in rated comps. They can include very long selections to stretch Ash 25’s and short to suit a Gull or Capstan on a strong wind day. All CE tasks allow pilot-selected take-off, sometimes before briefing to allow record or badge attempts. Rated comps require enough tugs to launch every competitor in a limited time, which adds to the fixed costs. Rated comps have a large support team of scrutineers and other competition officials who normally cannot fly themselves, CE has minimal organization, self-scoring, and limited scrutiny.

Why are scoring/bonuses not based on 1000 points for the day winner?

The aim is to have the winning scorer around 500 points or less if the task and weather go according to plan. The choice of bonuses also allows poor performance gliders to accumulate a respectable number of points, whereas fixed routes and handicaps do not adequately compensate for wind or other factors. The system also encourages more flying – the CE leading pilots usually have more hours than most other competitors, whereas in conventional competitions the winner is the one with least time on task.

Why is self scoring used?

It was introduced to enable a quick preliminary result to be posted with minimal work for the scorer and others who are also flying as competitors. Only the leading scores for the day need to be checked at first if time is short. It is part of the low cost, minimal non-competing staff scenario.

What is the process of evidence scrutiny?

If everybody has loggers, the traces are downloaded and checked on Task Nav or similar software. If barographs/photographs are used, for other than leading pilots the pilot’s own declaration of result is taken at first. Physical evidence e.g. film is checked after a few days to allow for off-site processing, to keep costs and infrastructure to a minimum.

Why is there so much emphasis on pilot selection of turnpoints?

To encourage people to stretch themselves within the limitations of weather and their glider; to encourage weather and condition reading by each pilot instead of only the task setter exercising those skills; to enable record or badge flights to be attempted whenever possible; and above all, to encourage enterprising flying.

Why is a straight speed task sometimes set, and why are the speed points computed as 3 points per kph above one third of current BGA Speed Index?

It is a mystery enshrined in the enigmatic history of CE, but one enterpriser is convinced that it is when the task setter thinks nobody will get back, so it should be irrelevant - then gets a surprise when some do.

Download Self Scoring Sheet