2006 SSA CONTEST RULES CHANGE SUMMARY This document contains draft text of rules that may be recommended for implementation starting in 2006. In some cases, paragraph renumbering will be necessary. It should be noted that prior to incorporation of these changes, a review of rule organization and numbering should be done. In view of some paragraph and section reorganization, all internal references to other rules should be checked for consistency prior to publication. Note that there will be a significant number of changes to the Rules Guide document. When necessary, a letter in brackets indicates the “level” of a rule, as follows: N – National FAI class R – Regional FAI class S – National sport class X – Regional sport class Note that R and S “inherit” rules from N, and X inherits from S. -------------------------------------------------------- Maximum number of entries This is a re-wording of the old rule to update it with the original intent; the limit is attached to the number of sailplanes on the grid. The old rule wording linked the maximum to the number of pilots, however with team entries or shared gliders there could be more pilots than the number of sailplanes (entries) in the contest. Intent is to limit the number of sailplanes on the grid to 65. 5.1.1.2.1 The total number of sailplanes is limited to 65, unless a different maximum number is requested by contest organizers and approved by the SSA Contest Committee Chairman. This is a maximum for all classes in all contests being held at one site simultaneously. Entry fees With the rising fuel prices, the maximum entry fee is raised by $3 per tow. This is to avoid negative impact of rising fuel costs on organizers. N5.3.2.1.1 The maximum fixed entry fee shall be $625 per entry. N5.3.2.1.2 The maximum variable entry fee shall be $290 per entry plus $44 per aerotow. R5.3.2.1.1 The maximum fixed entry fee shall be: • For a scheduled 5-day contest, $340 per entry. • For a scheduled 6-day contest, $380 per entry. • For a scheduled 7-day contest, $415 per entry. R5.3.2.1.2 The maximum variable entry fee shall be $190 per entry plus $44 per aerotow. Preferential Entry for Teams It is now made explicit that the team qualifies based on the least favorable ranking score of any team member. This was done so a pilot could not ‘hire' another pilot with a more favorable ranking. For a national contest, the highest ranked pilots are to be granted entry. This rule is expected to be fair to the larger majority of the competitors. N 5.2.2 An applicant's Preference Number is the Pilot Ranking score of Rule 5.2.1. In the case of a team entry, the least favorable Pilot Ranking score of any team member is used. Combined 15-Meter/Standard class This is being tried on an interim basis to help contests where they do not have enough 15meter or Standard Class gliders to make a valid contest, and allow the standard class to race on a closer to level playing field. The task will be called a Combined 15-meter Class. This option is available by waiver for Regional contests. Contests requesting this waiver should be sent the following rules. It will be necessary to ask for the appropriate modifications to Winscore so this can actually be scored (otherwise, requesting this waiver results in a contest which could only be scored as a 15 Meter Class). Additional action required by Guy Ford Byars to support this option. R5.8 Competition Classes R5.8.1 Regional FAI-class competitions may include one or more of the classes described in Rule 6.12. R5.8.2 As an alternative to separate 15-Meter and Standard Classes, a Combined 15-Meter Class can be included. To enter this class a sailplane must meet the requirements for the 15-Meter Class (6.12.4). A sailplane that also meets the requirements for Standard Class (6.12.5) can compete in the Combined 15-Meter Class and receive a 2% daily scored distance bonus. N11.2.3.5 Not applicable R11.2.3.5 For any sailplane competing in a Combined 15-Meter Class (Rule 5.8.2) that meets the requirements for Standard Class, scored distance is multiplied by 1.02. Motorglider constructive landout This is to clarify and make consistent with scoring the issue regarding when a motorglider restarts in flight; that they will be scored at the point of furthest progress before re-start. 6.3.3.2 If a sailplane carries a flight recorder or other equipment capable of showing when the power unit is used and post-flight analysis shows that the equipment functioned properly, the flight will be scored up to the latest fix prior to use of the power unit. Otherwise, use of the power unit during a contest flight or the failure of the sealing/monitoring equipment will result in no score. ELTs This is a continuation of the previous rules, with a simplification on the subject of ELT uses. 6.5.2 When announced by contest organizers prior to the Preferential Entry Deadline, an impact-activated Emergency Locator Transmitter (ELT) is required in every sailplane. The ELT must be a standard production model produced in quantity by a reputable manufacturer. In-flight access to weather data Prohibition against in-flight weather data info is made more explicit. Rule 6.11.4 is no longer needed – it is superceded by new form of Rule 6.6. We are clarifying this rule because in-flight weather is becoming easier to obtain. Now there exists the ability to download weather maps from mobile phones, and the RC is making it explicit that a pilot is not allowed to use such devices. 6.6.3 Carrying any two-way communication device other than a standard aircraft-band VHF radio and a wireless telephone is prohibited. 6.6.4 Other than an aircraft-band VHF radio, any device that allows in-flight access to weather data is prohibited. 6.6.5 Violations of any provisions of this Rule are considered Unsportsmanlike Conduct. 6.11.2 Electronic navigation receivers must conform to the restrictions of Rule 6.6. 6.11.4 (No longer needed) Flight recorders Wording is changed because the tasks that are currently set require altitude recording for start heights, finish cylinders, compliance with airspace clearance violations, etc. Rule change reflects renumbering. . 6.7.3 Flight recorder requirements Flight recorders used for flight documentation must: • Be a standard production model produced in quantity by a reputable manufacturer. • Record position fixes consisting of time, latitude, longitude and altitude. • Provide horizontal position referenced to the WGS-84 geographic datum. • Be capable of an interval between fixes of 15 seconds or less. • If used in a motorized sailplane, provide a means of determining when the power unit was used (unless a separate means is provided). • If used as primary flight documentation for a score that will count towards U.S. Team selection, be of a make and model that has received IGC approval as Secure. • If implemented as software that runs on a computer readily programmable by the user (such as a PDA or handheld computer), be IGC-approved as Secure. 6.7.4 Altitude recording 6.7.4.1 A Flight Recorder may record altitude derived from a calculated position. The estimated altitude inaccuracy shall be applied in a way unfavorable to the pilot (if the flight log does not include a reliable estimate of this inaccuracy, a value of 75 feet shall be used). 6.7.4.2 A Flight Recorder may record a calibratable pressure altitude. If such a device is used in circumstances where altitude is needed, the altitude inaccuracy determined from the best available calibration data shall be applied in a way unfavorable to the pilot. 6.7.4.3 If a Flight Recorder records both calculated and pressure altitude, pressure altitude will be the primary data source and calculated altitude will be the backup data source for flight evaluation. Submitting flight log to Scorer The change in wording no longer requires the scorer to leave the scoring office to physically watch a direct transfer from an unsecured source (Ilec SN10B, etc), however scorer may if it is necessary to do so during a re-transfer. This should make it easier on the contestants and the scoring office. . 6.7.6 Data Transfer to Scorer 6.7.6.1 A flight log may be submitted to the Scorer via any data medium or transmission scheme suitable to the Scorer. 6.7.6.2 An alternate submission scheme is to transfer the flight log from the flight recorder directly to the scoring computer. 6.7.6.3 The Scorer has the right to request a re-transfer of a flight log directly from a Flight Recorder to check security or to replace missing or damaged data. Such request must be made no later than 9:00 on the day following the flight. A pilot who fails to comply with such a request receives no credit for the flight in question. Standard-class wingloading limit Standard-class sailplanes are no longer given a maximum 9lb/sq ft wing loading. All gliders may now fly at their maximum legal weight as specified by the manufacturer. This was used on an interim basis in regional contest last year with no objections and is now carried forward to National contests as a continuation from previous rules (Subsequent paragraphs have been renumbered). 6.12.5.2 (eliminated) Maximum turn-area radius The increase in cylinder size is to help the CD and task advisors when assigning tasks. The main motivation for this change is to address the Sports Class where a wide performance range occurs. An extra 5 miles should be sufficient to help with the performance range. 10.3.2.3.2 The CD shall designate a minimum flight time, a sequence of one or more turnpoints and a radius for each which shall be an integral number of miles not greater than 30. Gaps in flight log Slightly better wording, with our strict approach to airspace clearance violations we must assume the worst; if a gap is found in the flight log we must try and make it fair to the other pilots. If a motorglider has a 1 min or greater gap we assume the engine was used. 10.3.3.7 Gaps in a Flight Log longer than one minute shall be interpreted unfavorably to the pilot. During each such gap: • the closest horizontal approach to or from the nearest closed airspace shall be calculated assuming a speed of 100 mph • if in the judgment of the CD there was any realistic possibility of a vertical airspace violation, the closest vertical approach to the nearest closed airspace shall be calculated based on a climb rate of 1000 feet per minute • the pilot of a motorized glider shall be presumed to have started the power unit Publication of flight documentation The requirement and methods for making flight documentation accessible to entrants is made more explicit, as is post-contest publication. This availability of flights will allow other contestants easier and quicker access to verify scores. 10.5.1.5 The Scorer shall make daily flight documentation available for inspection by any entrant. This requirement can be satisfied by posting each day's flight documentation in an accessible place on a common storage medium (e.g. compact disk). 10.5.1.6 Except as noted below, at the end of the competition the Scorer will publish all flight documentation to a publicly accessible website. Incomplete flight logs Various rules dealing with flight recorder failure are now collected in one place and clarified. They need not be repeated elsewhere (10.5.4, 10.9.5, 11.2.2.5.2) 10.5.4 Incomplete flight log 10.5.4.1 Manually-recorded finish 10.5.4.1.1 A pilot who may have suffered a flight recorder failure can request a manually-recorded finish time. The pilot shall execute a normal rolling finish (Rule 10.9.2) and is timed as the sailplane comes to a full stop. 10.5.4.1.2 If after a flight a pilot eligible for a finish is found to have suffered a flight recorder failure prior to finishing, the finish time shall be the CD's best estimate of the time that pilot's sailplane came to a full stop. 10.5.4.2 A pilot who suffered a flight recorder failure can receive credit for distance to an outlanding site by submitting to the Scorer the Outlanding Report and the name, signature, and telephone number of one impartial witness (not pilot's family or own crew) who can verify that the sailplane landed at the claimed location. 10.5.4.3 Use of multiple flight logs 10.5.4.3.1 A pilot with multiple incomplete flight logs may receive credit for a flight by submitting all available flight documentation. The CD shall examine this to determine the points at which the flight was properly controlled. Any portion of a Flight Log may be used to determine proper control. 10.5.4.3.2 A pilot who makes use of the provisions of this Rule more than once during a competition incurs a penalty for each such additional case. Honor start eliminated The honor start no longer is available because all flight recorders must record altitude. 10.8.5.1 Each task shall include a Maximum Start Height (MSH) above the home field. This height shall not be less than 5000' AGL nor more than 10000' AGL. 10.8.5.1.1 (delete) 10.8.5.1.2 (delete) Cylinder finish Referencing the distance from the finish point not the cylinder wall is less distracting for contestants, since the computers show distance to the finish point and not the cylinder wall. For consistency, it is also necessary when using a finish cylinder to reduce the maximum finish radius from 4 to 2 miles. (This change was approved for 2005, but apparently was omitted from the published Rules.) 10.9.1.2.1 When four miles from the finish point, the pilot shall transmit "[Contest ID] four miles." 10.9.3.1 A task shall include a Finish Point not more than 2 miles from the home field and a Finish Radius not greater than 2 miles. Multiple task attempts The rules for this have not changed, but they are now collected into one place and made clearer. 10.11 Multiple task attempts 10.11.1 A task may be attempted more than once; the best-scoring attempt will be used. 10.11.2 A pilot that has completed a task may elect to land at the contest site; having landed, flight documentation must be submitted within the Flight Documentation Interval (Rule 10.10.1.1). The pilot may then re-launch for another attempt; no result of the subsequent flight can affect the distance and speed obtained from the first. 10.11.3 A pilot that has completed a task may attempt to fly the task again without a re-launch. But in this case, the completion of the first task remains contingent on a landing at the contest site; should the second attempt end in an outlanding (or the use of a motorized sailplane's power unit), the first attempt is not considered complete (Rule 11.2.2.4.3). 10.11.4 An outlanding (or the use of a motorized sailplane's power unit after launch) ends an entrant's competition flying for that day. Airspace procedures A new approach for handling a flight that includes an airspace clearance violation is recommended. When the Scorer discovers such a violation, the pilot is given the option of withdrawing the flight documentation relating to that flight. The penalty for this is unchanged: loss of all daily point plus an additional 100 points. (The penalty for failure to submit flight documentation is the same.) Pilots that do receive an airspace clearance violation will not be counted in a devaluation, the concept behind devaluation is to lower the overall points on a weak day (multiple landouts) because it is considered to have a higher luck factor. The RC is retaining our strict policy on airspace clearance violations, if there is a multiple occurrence offender they will be disqualified from the contest. 11.2.2.7 Procedures for airspace clearance violations 11.2.2.7.1 If it is determined that a flight includes a serious airspace clearance violation, the Scorer shall give the affected pilot the opportunity to withdraw the flight log for that flight. This withdrawal shall incur the same penalty as applies to failure to submit flight documentation. 11.2.2.7.2 Notwithstanding the withdrawal of flight documentation, the pilot's daily status as a Competitor and a Finisher shall be determined and used in calculating daily scores for other entrants. 11.2.2.7.3 A withdrawn flight log is not published, and no copy is retained by the Scorer. 11.2.2.7.4 A pilot with more than one contest flight that includes a serious airspace violation is disqualified from the competition; the same applies to more than one failure to submit flight documentation. Status of scores Clarifications have been made. We have retained much of the proven prior process to ensure a prompt scoring process and help in the final day scoring. With the ability for pilots to review other pilots' flight logs, there is now an additional 24hrs for those that may be on the road. The time limit is retained in this modified form because having an open contest where scores could fluctuate weeks or months after the end of the contest is not fair to the contestants or the organizers. 11.9 Status of Scores 11.9.1 The initial status of a competition day is Preliminary; scores published under this status are typically incomplete and subject to considerable change. 11.9.2 Once flight documentation for all entrants is received by the Scorer, the status of a competition day becomes Unofficial. Scores are subject to change due to analysis of flight documentation, imposition of penalties, resolution of protests, etc. 11.9.3 Official status 11.9.3.1 The CD shall declare the official status of a competition day 24 hours after the latest of: • All flight documentation is analyzed and made available for inspection • Final unofficial scores are published • Protests are resolved 11.9.3.2 A day that meets the requirements of Rule 11.1.3 has the official status of Valid; otherwise, the day is officially declared a No-Contest day. 11.9.3.3 Other than to correct errors caused by incorrect scoring software, no changes to scores are allowed after a day's official status is declared. 11.9.5 Contest status - The results of a competition become Official 48 hours after the final official status of every scheduled competition day has been declared. No score changes of any kind are allowed after a contest is declared Official. Task penalties The term “Daily penalty” has been replaced by “Task penalty”, to make it clear that such penalties apply only to one task attempt (and not to subsequent attempts on the same day). This is in line with the clarification of rules for multiple task attempts. Penalty categories reorganized. The FDI penalty was mistakenly omitted from the 2005 Rules; it is restored here. 12.1 Task Penalties 12.1.1 Task penalties apply only to the entrant's score for the task attempt on which the penalty was imposed. If the day is not a valid competition day, a task penalty does not apply. 12.1.2 Task penalties are multiplied by the daily penalty factor, which is equal to the largest daily score (before penalties) of any entrant in the class divided by 1000. 12.1.3 If the amount of a pilot's task penalties equals or exceeds the pilot's score, the pilot receives a score of zero. 12.1.4 Task penalty categories 12.1.4.1 Missed turnpoint (Rule 10.5.3.3): penalty = 25 + 100 * (miss distance) 12.1.4.2 Wrong start point (Rule 10.8.4.4): penalty = 100 12.1.4.3 Start penalty (Rule 10.8.5.6): penalty = 25 + sum of the following (neither of which shall be less than zero): Distance penalty = (Start Distance - Start Radius) * 200 Height penalty = 25, if (Control Height - MSH) is not greater than 200 ft. otherwise, height penalty = (Control Height - MSH) / 2 12.1.4.4 Self-launch penalty (Rule 10.6.3): minimum penalty = 100 12.1.4.5 Improper reporting of start time (Rule 10.8.8): penalty = 10 12.1.4.6 Flight Documentation Interval exceeded (Rule 10.6.3): penalty = 50 12.1.4.7 More than one case of incomplete flight documentation (Rule 10.5.4): penalty = 25 12.1.4.8 Administrative violations: maximum penalty = 50 Rules violations that do not fall into other categories are termed Administrative; violations can be assessed a penalty or a fine of up to $5, as determined by the CD and the Contest Competition Committee. Contest penalties Airspace violations are now termed Airspace Clearance Violations. The penalty for failure to submit flight documentation is the same as for an airspace violation. An airspace clearance violation does not mean that a FAA violation occurred, as the old name had implied. 12.2 Contest Penalty Categories 12.2.5.4 Failure to submit flight documentation: 100 12.2.5.5 Airspace Clearance violations 12.2.5.5.1 Minor violation: penalty = 25 12.2.5.5.2 Serious violation: 100 + loss of all daily points 12.2.5.6 Unsportsmanlike conduct (including falsification of flight documentation): maximum penalty = disqualification from the contest and ineligibility for Sanctioned competitions for a period of 5 years. Limited use of Landing Cards Current rules require that each entrant submit a landing card on any day a launch is made. The new approach does away with the concept of the Landing Card, which is replaced by two forms: The Outlanding Report (used by pilots who land away from the task site, to organize retrieves) and the Task Claim Form (used to submit a MAT task claim, and occasionally for other purposes). This change requires adjustments to a number of rules. Formerly, Flight Documentation basically meant a GPS flight log; it now means the flight log plus any applicable Task Claim form. Previous rules required the pilot to claim an airfield bonus or a constructive landout; these are now (separately) designated as the Scorer's responsibility. Note how paragraph 11.2.2.6 makes it explicit that the responsibility for accurate scores is shared between the Scorer and the pilots. The RC is taking the stance that the scorer is a volunteer position and human error may occur. Contestants may if they choose, review other flight logs to find any errors that they believe may have been scored inaccurately. 11.2.2.1 has been worded to help the contest organizers keep track of pilots that have taken a launch to make sure that everyone is accounted for. Wording has been changed for clarification, also including Task Claim form vs the old Landing Card, but no major change was made. 10.5 Flight Documentation 10.5.1 General 10.5.1.1 All contest flights shall be documented by means of a Flight Recorder (Rule 10.5.2). 10.5.1.2 Flight documentation consists of a Flight Log and any Task Claim form pertinent to the flight. 10.5.1.3 Task Claim form 10.5.1.3.1 A Task Claim form is submitted to the Scorer in the following circumstances: • A Modified Assigned task was flown • A Safety Finish (Rule 10.9.6) is claimed • The pilot of a motorized sailplane used the power unit after launching • Flight documentation includes an incomplete flight log 10.5.1.3.2 After scores have been calculated and before they are Official, any pilot may submit a subsequent Task Claim form for the purpose of obtaining a more accurate score (Rule 11.2.2.7). 10.5.1.4 The CD and the Scorer shall ensure that all flight documentation is promptly analyzed. Documentation turned in by 20:00 should be analyzed before the next pilots' meeting. Documentation turned in later than 20:00 should be analyzed before 12:00 the next day. 10.5.1.5 The Scorer shall make daily flight documentation available for inspection by any entrant. This requirement can be satisfied by posting each day's flight documentation in an accessible place on a common storage medium (e.g. compact disk). 10.5.1.6 Except as noted below, at the end of the competition the Scorer will publish all flight documentation to a publicly accessible website. 10.9.6.3 If the Safety finish is active, a pilot may claim a finish by obtaining one fix within the Safety finish cylinder; the altitude of the fix must be such that the slope to the finish point is not less than 200 feet per mile. The safety finish must be claimed on a Task Claim form. 10.9.2.5 The CD shall ensure that the Scorer is informed of all rolling finishes, including the time adjustment (if any) that applies to each. 10.10.1 Landing at the Contest Site 10.10.1.1 Flight Documentation Interval (FDI) This is the maximum time that may elapse between a landing at the contest site and the submission of valid flight documentation (Rule 11.2.2) to the Scorer. 10.10.1.2 When not otherwise designated by the CD, an FDI of 1 hour shall apply. 10.10.2 Landing away from the Contest Site 10.10.2.1 Submission of Flight Documentation 10.10.2.1.1 The pilot shall submit flight documentation to the Scorer as soon as practicable. In general, this should be done within one hour of returning to the contest site. But in no case shall it be later than 09:00 of the next day. 10.10.2.1.2 In the unusual case where it is impractical for a pilot to return to the contest site, the pilot may arrange with the Scorer to submit flight documentation by e-mail. This arrangement requires direct telephone communication between the pilot and the scorer, and is allowed no more than once during a contest. The Scorer must receive the Flight Documentation no later than 09:00 of the next day, or a penalty shall apply. 10.10.2.2 Notification of landout 10.10.2.2.1 It is a pilot's first duty, after landing and securing the sailplane, to complete an Outlanding Report and then telephone the contest site. Pilots who fail to promptly supply full information are subject to an administrative penalty. 10.10.2.2.2 The Outlanding Report shall include a contact telephone number (if available), the turnpoints achieved, the landing location and retrieve instructions. If the landing site is an airfield, the name of the airfield suffices as the location; otherwise, the latitude/longitude coordinates of the landing site, accurate within 0.5 miles, shall be included. 10.10.2.2.3 The telephone call is normally directed to the contest Retrieve Office. Pilots may alternatively contact their crews with the necessary information, directing their crews to supply this to the Retrieve Office prior to departing the contest site. Pilots who fail to ensure that the Retrieve Office is properly notified are subject to an administrative penalty. 10.10.2.2.4 Use of other means of communication is authorized only when telephone contact is impractical. 11.2.2 Task Evaluation 11.2.2.1 Each pilot shall submit flight documentation each day a launch is made; it shall accurately document the flight that the pilot completed. Failure to submit flight documentation incurs a contest penalty. 11.2.2.2 If the flight documentation includes a Task Claim form, task evaluation is based on this form, which may not be altered once submitted. But a subsequent Task Claim can be submitted under the provisions of Rule 11.2.2.8. 11.2.2.3 Valid turnpoints 11.2.2.3.1 Valid turnpoints are turnpoints that meet the requirements of Rule 10.4 and Rule 10.5.3. 11.2.2.3.2 At each valid turnpoint the Scorer shall determine the fix that in combination with other control fixes gives the pilot the greatest scored distance. Each such control fix is used as the terminating point of one task leg and the originating point of the subsequent leg. 11.2.2.3.3 If a flight is being evaluated based on a Task Claim form that includes an invalid turnpoint, the Task Claim is considered to have ended at the last valid turnpoint. 11.2.2.4 Task completion - If all turnpoints are valid, yield a scored distance (Rule 11.2.3) not less than the Standard Minimum Task Distance and the pilot obtained a scored start time, a finish time prior to finish closing and landed at the contest site, then the pilot has completed the task. Otherwise the task is incomplete. 11.2.2.5 For incomplete tasks, a scored landing point shall be determined by the Scorer. This is generally the fix (in the case of a motorized sailplane, prior to use of the power unit) that yields the greatest scored distance. 11.2.2.6 While it is the Scorer's duty to ensure that documentation is evaluated and scores are calculated promptly and accurately, it is the duty of each entrant, prior to a day's scores becoming Official, to review scores and bring to the attention of the Scorer any question that arises or problem that is found. 11.2.2.7 Subsequent Task Claim 11.2.2.7.1 After initial submission of flight documentation, a pilot may elect to submit a subsequent Task Claim form to the Scorer. A pilot may do this to claim control fixes different from those determined by the Scorer, to correct a prior task claim, or in general to obtain a more accurate score. 11.2.2.7.2 A Task Claim form will be accepted if it is received prior to a day's results being declared Official and if it results in a more accurate score. 11.2.3 Scored Distance 11.2.3.1 Scored distance is the sum of the distance achieved on each leg of the task (but no leg shall have a length less than zero). 11.2.3.2 For all tasks, the first leg originates at the start point; the start radius is subtracted from its length. 11.2.3.3 For completed Tasks, the final leg ends at the finish point; any finish radius is subtracted from its length. 11.2.3.4 For incomplete Tasks, a length for the incomplete task leg is calculated. This shall be the distance from leg's originating point to the control point being sought (which shall be the valid control point that yields the best distance) minus the distance from the scored landing point to that control point. If the point being sought was the finish point, this leg length shall not be greater than the full length of the final leg minus any finish radius. 11.2.3.5 Scored Distance is zero if: • The pilot has no valid start time (Rule 10.8). • The pilot lands at the home field (or the pilot of a motorized sailplane used the power unit after launch) and the distance calculated above is less than half the Standard Minimum Task Distance. Redundant registration rule Rule 5.5 is a repeat of 5.4.3.4 – eliminate 5.5 (and renumber succeeding paragraphs). 5.4.3.4 Registration must be complete by 09:00 of the first scheduled competition day; no entries will be accepted later than this. 5.5 Deadline - No entries will be accepted after 09:00 of the scheduled first competition day. 5.5 (delete) Motorized sailplane references Wording has been made consistent with other references to “motorized sailplanes”. No changes to rules meaning. 6.3 Self-launch If approved by the contest organizers and the CD, pilots of motorized sailplanes may elect to self launch. The following rules apply: 10.6.3.2 Self-launching sailplanes shall follow procedures and a flight path as specified by the CD. These shall be chosen to maximize safety (which includes ensuring adequate separation from aerotow launches) and to minimize competitive imbalance by keeping all gliders in substantially the same conditions of weather and lift. 10.6.3.3 Motors must be shut down no higher than the altitude specified by the CD as part of the self-launch procedure. This altitude shall normally be 800ft higher than the aerotow release altitude. The place designated for shut-down shall allow any motorized sailplane unable to stow its engine to make a safe unpowered return to the home field. 10.6.3.4 Within 10 minutes after motor shut-down, self-launching sailplanes must make their way to a designated position close to the normal aerotow release area, at an altitude no higher than normal aerotow release height. The flight log must show that the climb from this position was achieved in normal lift, and not as the result of a pull up from high speed. 10.10.3.4 A pilot of a motorized sailplane receives no bonus for a landing that takes place after the use of the motor. Disqualification of Unsafe Pilot A new procedure is proposed which will provide a process to investigate pilots that are alleged to be unsafe. Location in rules text is not determined at time of writing. A pilot who, in the opinion of a Competition Director or Contest Manager, has demonstrated a problem or a history of safety related problems during participation in one or more contests is subject to review and action by the SSA. Such review will take place upon the submission by a CD or CM to the SSA Contest Committee Chairman of a written complaint stating the history of the alleged problem(s). This history should be as complete as possible and include statements by witnesses whenever applicable. The complaint shall be reviewed by an Investigating Committee consisting of the Chairman of the Contest Committee and the SSA Rules Subcommittee. Witnesses may be interviewed for additional information. If the complaint appears credible, it will be discussed in detail with the pilot, if he or she is willing to discuss the complaint. The Investigating Committee will present its findings in writing to the SSA Board of Directors, along with a recommendation for action. Such r ecommendation may be for no action, counseling, probation, restriction to certain types and/or levels of competition, a ban from competition for a specified period, or a permanent ban. The final action taken shall be determined by the Board of Directors. The Investigating Committee shall when feasible make its recommendation within 30 days of the submission of a request for review. END