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Racing airspace "violation" question
On Sep 10, 1:11*am, SoaringMaps Team wrote:
On Sep 9, 2:02*pm, "kirk.stant" wrote: But it's not that simple. *How does the scorer know where you declared your intention to abort? *The person that won the day was also thinking of aborting at the first turn and followed a similar route back to yours. Conditions then improved and he made a large detour to get back toward the second turnpoint. *Maybe you would have done the same thing. How would you have cancelled your intention to abort? I think the FAI rules would have handled this situation just fine. You would have been scores as landing out at the class C boundary and the distance on that leg would have been scored as progress toward the second turnpoint. Andy How does the scorer know where to score to if someone aborts normally? *Doesn't the scoring program look for the farthest logger point in the direction of the next turnpoint (that isn't actually reached) to determine how to score distance, after it determines that the task wasn't completed? *Then it would seem easy to not assess a violation for any airspace incursion after that point is determined. The scorer shouldn't have to do anything. But I admit I'm assuming a lot about Winscore, so may very well be completely wrong about this. Kirk I can definitely lay out some tasks in relation to restricted areas (like Class C's) where the pilot would be required to backtrack away from the next turnpoint (and home) to avoid the -100 point outcome if s/he abandoned the task and elected to traverse the restricted area. This would require careful piloting to ensure that your greatest progress towards the next turnpoint was outside the restricted area. To make this really obvious imagine that the second to last turn is across a Class C from home and the last turn is a steering turn just 20 miles abeam of the finish. *You'd have to do some clever trigonometry to figure out how to cross the Class C after making the second to last turn in order to get home without making progress towards the final turn within the restricted area. 9B But this answer displays some of the wisdom of current policy. We don't allow flight in or over class C because it would give a competitive advantage to those having a transponder. Originally, it seemed like "but the race is over, so there's no competitive advantage" was a good argument. But in this and a previous example, it's clear that being able to press on while keeping the option alive to glide home over the class C is a definite competitive advantage. Bottom line, though: Given the amount of complaining from many people about complex rules, carving out an airspace exception to fly over class C as "self retrieve" doesn't seem like a good idea. For a non-sanctioned contest, make up your own rules and do whatever you want. If a sanctioned contest really wants to do this, they should apply for a rules waiver. It might make sense at El Tiro given the very odd geometry of the Tucson class C relative to El Tiro and the soaring area. That lets you adapt rules to local conditions without us having to write some nightmare into the rules that apply to everyone. John Cochrane |
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