by MikeMike

In an earlier article the “leeches”, “backpacks” or “caravans” were mentioned. What exactly are they?

In every gliding competition you have pilots that fly the competition and pilots that follow those that fly the competition. Imagine a group of pilots milling around in front of a start point waiting for the optimum start time. The group slowly circles up to the top of convection but nobody leaves the thermal yet. The thermal now peters out but still all gliders keep circling as if there is a thermal there. After a while the whole group starts to descend slowly but nobody breaks away from the now negative thermal. Sounds familiar? This is a very common sight in gliding competitions.

The group now slowly descending in their negative thermal is composed of a few top pilots, who are well up in the standings, and the rest are backpacks. They are waiting for their idol to lead out so they can follow him around the task and hopefully, when the leader scores well or even wins the day, they will have a good score as well. It is the responsibility of the “leader” to find good thermals around the track and make sure that “followers” arrive back with a minimum of delay and little or no stress. Naturally all the decisions are to be taken by the leaders and basically the leeches or backpacks are taking a chauffeur driven limousine around the course. Now, the leaders think of this behavior as profiteering, the backpacks call it contest tactics.

Every leader knows the feeling. You fly out in front the whole day and every time you pull up into a thermal you look over your shoulder to check the little ducks that have been following you all day, and you see them streaming into “your” thermal. This happens over and over again.

Sometimes things go wrong for the backpacks. In a competition in the Swiss Alps many years ago a group of backpacks were clinging like glue to a well-known (and very good) competition pilot, who was racing around the task. Whilst looking for a good thermal the leader made a mistake and one of the backpacks ended up quite a bit higher (like several hundred meters) above the leader in a thermal. Having arrived at cloud base the question was what to do now. If he would head out on course he could loose contact with “his leader” who would no doubt rocket past him and all his chances of the day would be lost. That thought proved to be too much for our friend so he opened his airbrakes and continued to circle in the thermal (with the airbrakes fully open!) until the leader had caught up with him and left the thermal to continue the task. The backpack sighed a sight of relief, closed his airbrakes and dutifully followed his leader out on track. Order had been restored!

Another (rare) example of things backfiring for the backpacks. A competition in France and a top Belgian pilot is racing his standard class glider to the first turn point of the task. He is followed by a backpack whom he has trouble to identify. Who is it?? Then, after a while it strikes him that his companion is a 15m class glider and not another standard class. No wonder he didn’t immediately recognize him but the plot now thickens; “why is he following me?” the Belgian pilot asks himself. They round the first turn point together and continue on the second leg. The mystery is not solved until some time after they finish the task. The other pilot was indeed from same contest, but from another class that had an entirely different task that day. Probably the poor soul had lost contact with his original “leader”, and was all by himself (the worst that can happen to backpacks). When he saw our Belgian friend rocket past he must have thought his fortunes had turned and he gratefully “hooked on”. It was only later that is was confirmed that the backpack had zero points for the day because he had flown the wrong task!

Now, what has all this got to do with Thermal tax? Thermal tax is a system to charge profiteers for their use of thermals found by others. For those who have followed the latest European and World Gliding Championships with the help of v-Pos you can actually see these little strings of gliders move across the computer screen (a little bit like a radar screen); the leader of the pack followed by the backpacks. As the leader finds a thermal they all bunch up for a while, their little wings rotating like they are being moved around on their wheel. Then one leaves and the others duly follow until the next thermal. The leader provides a service to them by eliminating the need for the others to actually find thermals. For this service he needs to be compensated and this is possible with the help of today’s GPS systems.

Imagine the following system. A glider in a contest finds a thermal. He is followed by for instance five more gliders who join him in the thermal. It seems no more than reasonable that the followers now pay the finder of the thermal a small compensation, lets say 2 points. At the end of the day, after the scores have been computed, these are adjusted by adding the thermal tax accumulated by those who found thermals to the score and deducting the thermal tax levied by the user of already detected thermals. So, let’s say a pilot has scored 850 points for the day and has found 9 thermals for others totaling 18 units of thermal tax @ 2 points each. His score for the day will now increase to 886 points. Another pilot who has followed our leader the entire day, and thus has the same performance, also scores 850 points, but he has used nine times the thermals found by others. So from his score the deduction is nine times two points, being 18 points, reducing his score to 832 points for the day. This system is great because now leaders don’t mind a group following them, the more backpacks the better in fact. The more taxpayers the better!! The backpacks will still have a better score than they would have had on their own, but some may see the light and go out on task alone and learn something!! Winners all around, so lets introduce this system. We have the technology, just needs someone to sit down and work out the definition of finding a thermal, when the tax flagfall is and to write a program that automatically allocates (thermal)tax paid and levied based on logger files (place and time info).

Just a final story on how backpacks can be a real nuisance. An open class contest in France, and the going is tough. A group of gliders, actually two leaders and six or seven backpacks, carefully progress along the task. The weather is deteriorating and the leaders are getting lower and lower. There is a very weak thermal at maybe 200 meters above the ground. The leaders must stop to circle if they do not want to land out. They are both dumping water to stay airborne, but close the taps when two backpacks arrive a little below them. Some more gliders join the pack including a notorious backpack who always manages to be in the way. He joins the group at the top of the gaggle. Backpacks sometimes do that because they do not need to think about centering the thermal. We are all still milling around without gaining much height when the aforementioned backpack, who is a little bit higher, decides there is no merit in carrying all this water and consequently opens all dump valves of his Nimbus, pouring water over a highly frustrated and muttering group of pilots who really don’t need this complication to stay airborne. This behavior of the man was not malicious by intent, just plain stupid and selfish, and from that perspective levying thermal tax is more than reasonable if that’s the sort of behavior one has to put up with in a contest.

Long live the (thermal)tax man!!

by MikeMike

This is the 3rd and last article reflecting on World Gliding Championships and some ideas how this institute could possibly develop in the future. Let’s start with developing a policy on locations of WGC’s.

The location of World Championships has, up to today, been decided by allocating the contest to one of the available bidder airfields. The allocation takes place by a simple voting process and certain amount of lobbying takes place in IGC circles. Now this is a good system in one way, as it gives the organization of the venue (WGC) to a country and site that actually wants to organize the Championships. As a consequence of this selection system the suitability of the volunteered site for competitive soaring is of much lower importance. So the selection of a WGC site is something like “the best of the available”, or “the most practical for the bulk of the competitors”, but not “one of the best sites available on earth”.

Maybe we should create a list of eligible sites for World Gliding Championships and maybe we should set weather standards for sites to get admitted to this list. The objective of course being that very important gliding competitions should be held at sites (airfields) where the chance of the contest becoming a lottery due to unreliable (weather) conditions is minimal. Let me just name a few places or area’s in various continents that could fit the requirements.

In North America: Odessa, Uvalde, Hobbs, Marana, El Mirage, Minden, Ely and the many other sites that fall roughly within the area covered by these mentioned sites.
In Australia: Waikerie, Mildura, Leeton, Narromine and Forbes. This is basically the southeastern part of Australia, well away from the Great Dividing Range.
In Africa: The area roughly from Bloemfontein (South Africa) to Bitterwasser (Namibia) with Gariep Dam as a very desirable site in the middle. There may also be good (but unrealized) soaring possibilities in Morocco (south of the Atlas mountains) for the future.
In Europe: Fuentemilanos, Ocana, (central Spain), Mengen, Klippeneck (southern Germany), Lesno (Poland) and Rayskala (Finland). Some of these places have some issues with available airspace, which is something that is becoming increasingly difficult in Europe.
In Asia: There must be some great locations in Russia and Kazakhstan, but I have no knowledge of them (yet). Further to the east I can imagine good soaring possibilities in India roughly between Bangalore and Nagpur and of course in China, on the edge of the Gobi, the weather conditions could be expected to meet the requirements. All of these areas need to be opened up in future to allow big gliding contest to take place.
In South America: The area comprising northern Argentina and southern Brazil. There are a number of sites there (like Junin and Bauru) that would be good for big contest from the weather point of view.

All the mentioned sites and areas have in common that they are NOT mountain soaring sites. Over the years it appears three different sorts of flying have emerged; normal flat country soaring, mountain soaring and wave running. Although the absolute performances achievable in wave running are quite exciting it is not for contests, and I think almost everyone agrees about this. Who wants to sit for hours at 8 or 9 thousand meters height, redlining most of the time, sucking oxygen all the time and trying to avoid your feet from freezing off. Great for record flying, lousy for contest purposes.

Then we have the mountain competitions. I have flown a few and there is no denying that the Alps or the Apennines are lovely to fly through, but I have my doubts about staging World Competitions there. The risks in mountain flying are quite a bit higher than in flat country soaring and many a top pilot has lost his life enjoying the mountains. Some sites, like Minden, have a mixture of terrain. You can’t really call it mountain flying because there is almost always an escape possible to the very wide valleys, where people live a normal life and out landings are quite feasible most of the time. The conditions in this mixed terrain can be stunning. I remember a well known French pilot (Gabriel Chenevoy) flying his “camion” (ASH25) from Minden over something like 908 km in just 5 hours one day. What a buzz…!!

We need to be thoughtful to select World Championships sites. Eliminate the unnecessary risks and try to get sites that give every pilot an even chance. Soaring is a sport and not exercise in heroism. So …, long live flat country World Gliding Championships!!

Tasking has improved a lot over the last ten years or so, although a tendency to revert back to normal speed tasks seems to be appearing lately. The reasons for this are easy to understand. There is very little thinking by the pilot required to fly a set speed task, and these tasks lend themselves extremely well for following top pilots by the also-rans. The practice of following other pilots is often called leeching or backpacking. There are (quite a few) pilots that have flown entire contests without ever taking a decision, other than who to follow. Obviously the “backpacks” rather feature relatively high on the score list, because they followed the right pilot, than go at it themselves and get into trouble and learn about the atmosphere and racing. They are quite content to follow someone around the entire course and bask in glory, after finishing, for a placing that was created by someone else.

So to find the best pilot in a contest it is better to fly variable distance tasks, ie speed tasks with very large turn areas (beercans), so the competitors can distinguish themselves by flying larger distances and flying faster as well. It is the Qutback Shootout formula where the longer the distance flown by the winner is, the fewer speed points there are available to everyone. The fatigue factor can be limited by setting maximum en route times.

One of the drawbacks of current competition flying is the severity of penalty for outlanding (no speed points). In the Outback Shootout formula outlanding pilots still get speed points, but their speed is adjusted down by 10% because they landed out. This has two effects. Firstly there is a lower tendency to try to scratch away from ridiculously low altitudes, so the flying can become more safe because all is not lost as a result of an outlanding, and secondly, the pilot is still in the running for the prizes, even after an outlanding. The mechanism of actually almost eliminating someone from the scores just because he one day lands out has always been an excessive penalty, but only now, with data loggers, can we revert back to a fairer system. We should do so.
Next article will be on “Thermal Tax” !!!!! Don’t go away….

By MikeMike

Gender. For many years we have had World Gliding Championships organised for glider pilots, regardless of gender. Male or female, hetero-, homo-, or transsexual,it didn’t matter; Every human was welcome to compete for the title. This is still the case but at the very end of the 20th century World Gliding Championships especially for women were organised. Why?

Women are clearly as capable (glider) pilots as men or other sub-genders are. There is no great physical strength required to operate a sailplane, so where is justification for having special women-only world championships. The one thing we can say about female glider pilots is that, sadly enough, there are few of them around, and we want more of them to compete against. Because female contest pilots are rare, they need encourangement and protection to grow their numbers.

One of the very good mechanisms to achieve this is to give them a shot at winning a world title (or a ladies cup or title at a national level) in their own right. So yes, we do need world gliding championships for females, but the number of classes may be limited to two or three (exclude open class and world class) to achieve reasonable numbers of competitors per class. A (female) junior title could be embedded in the rules to try to entice the younger females to get more contest experience.

Classes. It’s funny how things develop over time, and this is certainly true for the class structure developement over time. Originally (75 years or so ago) there were not so many competition gliders around so to get thirty of them competing in one contest was already no mean feat. During the next twenty years various class formula’s appeared and sometimes disappeared again (the 2-place class).

Open class was always there, being the top of the line gliders with the greatest potential for long, and often daring, flights (remember cloud flying was still allowed in those days). Open class must always remain because it represents the pinnacle of technology, i.e. the best performance that can be squeezed out of current materials and aerodynamic state of the art, albeit at sometimes astonishing costs.

There will always have to be an Open Class World Gliding Championship contest, just like there is Formula 1 for racing car drivers, and America’s Cup for sailors. In all cases the “top” class vehicles are superbly capable but shockingly expensive to build. It is just a pity that we still have weight restrictions in Open Class. Wouldn’t it be great to see a future Open Class without this, perhaps leading to 35 meter wingspan gliders with an all-up weight of 1500 kg or so (of which 800 kg could be water!). Unlimited category gliders as the americans so aptly describe this class.

Almost fifty years ago, in Lesno 1958, the Standard Class appeared. The first Standard Class World Champion was Adam Witek from Poland, flying a Mucha Std. After Helmut Reichman won the Standard Class title in 1974 (Waikerie, Australia) flying an LS2 and Ingo Renner won his Standard Class title in Finland flying (and winning) a PIK-20 things needed to change again, as both the LS2 as the PIK20 had wing flaps to improve performance. So Standard Class stayed, but without flaps, and 15m Class came into being because the 15m gliders were already there. It was a hasty decision and one that would be regretted, because even then some enlightened minds already foresaw the need for an 18m Class as that would give a much better performance base than the hastely decided 15m class. Thirty years later we are still stuck with the 15m class for no good reason other than that there a lot of 15m gliders around. In the meantime we did get the 18m class as well, so one could wonder how long 15m will still remain as a World Championships class. Then there are two other classes left, one which is a really good way to compete in older (cheaper) gliders, the Club class; and one which I regard as a complete flop, te World Class. The latter was the result of a desire (by whom?) to design a class where pilots all fly in exactly in the same (low-cost) glider of a single type (PW-5). There is no problem with the World class PW-5 as such, nor with the concept of competing on exactly equal terms, but why would one want to buy one of these gliders? I really wouldn’t know. Any old Libelle, ASW15, LS1 or Cirrus has better performance at half the purchase costs. LS4’s and Discus second hand prices are moving towards PW-5 costs, and these gliders have vastly superior performance and much wider appeal.

A competent pilot can fly a 1000km triangle in an LS4 or a Discus, and although probably some hero will fly one in an PW-5 one day, it is not even fun trying. Looking at the numbers of PW-5’s in World Championships it seems that the only reason people bother with them is that there are only a few competitors between them and a World title, so the chances of becoming a World Champion are better then in any other class. Great pity of all the efforts put into the World Class but maybe we should call it a day with this class.

A few more issues to cover but I will have to write these from the other side of the world probably next week.

Cheers, MM