Two comments. First, I think your questions are good ones. They also point out several false claims often made about SGP and assigned tasks in general. Most importantly, SGP is not just about highly experienced sailplane pilots. It is also about novice and even beginner pilots as (I believe) it teaches critical cross country skills much faster than the alternatives while being highly rewarding and very fun (not just following the easiest weather possible, but learning how to deal with challenging weather and complete the assigned task). In SSA sanctioned competition, Turn Area Tasks (timed) are roughly 98% of the total annual tasks called in a season. In other words, SSA soaring "game" is extremely "one-dimensional." And for many of us, very annoying (and very boring).

POINT #1: SGP is an ideal format for novice pilots as well. All other forms of sailplane competition are (by definition) NOT racing due to 1) not having a simultaneous start and 2) not consisting of a set race track for all competitors to complete (imagine a marathon with different routes!). SGP "real" sailplane racing competition, therefore, provides a much more objective and measurable context for a novice (or even beginner) racing pilots to learn and comprehend the sport. SGP is an ideal training format for racing friends at a home club vs. just trying to fly as long and far as one can every day by following the easiest weather.

Examples of hyper-subjectivity/variability in non-SGP format sailplane competition:
1) the highly objective weather gambles required of wide area TAT tasks (98% of US tasking)
2) the start time decision "casino" roulette table (trying to start behind your competitors, so you have markers to follow or perhaps trying to start first hoping those behind start too late and then struggle to finish)
3) having to decide when and where to make your turns within several 60-mile radius turn areas (nearly 3000 square miles in area each) in order to time/maximize the flight to return at or just above the tasks minimum time. This complex series of decisions are yet another massive variable built into Turn Area Tasks (98% of US/SSA tasking in 2016) and strongly favors experienced pilots with very expensive flight computers and years of experience using them in such tasks (tasks they often are helping to call...).

These three variables alone often determine 90% of the TAT scoring result. The flying performance aspect of the competition is minimized by such tasks. Broad weather strategy decisions (guesses/gambles) are hypercritical to the result. In fact, these weather "strategy" decisions are often pure guesses as soaring weather is highly variable to predict on such a small scale accurately.

So, in regular sailplane competition, these enormous variables have huge effects on the results (making comprehension the subtle details and steadily improving performance (or being coached) very difficult). Often the winning decisions and strategies of the day are highly obfuscated from others (weather forecast accuracy, unpredictability, assumptions, etc.). Many pilots are quite turned off by the fact that while you are supposedly "racing" in the US (or Canada), you may never see another glider. If you do, it usually means absolutely nothing to you. Is this racing? Who are we trying to kid? That glider you see could have started well before or after you, could have gone further or could have just nipped the last turn area and caught up. You have no idea if they are ahead, behind, or even. Soon they will probably fly off in another direction likely never to be seen again during the flight. Then, at the end of the day, it takes many hours to get the scoring for a Turn Area Task completed. We are told that assigned tasks are blasphemous and irresponsible, and SGP is pure evil (demonstration pilots)! Again, 97% of US tasking consists of broad Turn Area Tasks. And the leadership wants 100% TAT's!

POINT #2: Becuase the turnpoints in SGP are all assigned, and quite small, it is very rare to have two gliders arrive at the 500m radius assigned turn point at the same time. This possibility can be further "softened" by making the first leg longer. But, even if two SGP pilots arrive at an SGP turn-point together, abreast, unlike US rules, both pilots know exactly what the other is going to do, and when, right down to the meter.

In contrast, in US rules, assigned task pilots are allowed (and encouraged) to turn at different times. Pilot A might decide to go to the back of the assigned turn (gaining two extra miles and the ability to leech on pilots who turn earlier), and pilot B might turn in the middle of the turn-point area. This can create (I experienced this last summer in Nephi during the 15m Nationals, and several times before) a dangerous, chaotic and unpredictable cris-cross-crash zone in which you never really know what anyone else is going to do or if you have somehow missed someone within all the chaos on a collision course. Just stupid. The US Rules Committee should take the ability for pilots to add distance in an assigned task or rename it what it is, another pseudo area task. But they refuse to leave the assigned task unmolested by their supposed US rules "genius." You have to keep a sense of humor when looking at all of this.

Anyway, I hope this helps you understand the SGP a little better. Or at least hear a different viewpoint. Oh, and the Europeans and most other soaring countries LOVE SGP racing. The USA has refused to participate in it or to sanction it for over a decade!

My .02 cents...

Best,

Sean