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Annex C Official Observer & Pilot Guide

1. F d ration A ronautique Internationale Section 3 Gliding Annex C Official Observer amp Pilot Guide Maison du Sport International Av de Rhodanie 54 CH 1007 Lausanne 2014 Edition Switzerland T l 41 0 21 345 10 70 Fax 41 0 21 345 10 77 valid from 1 October 2014 E mail info fai org Web www fai org FEDERATION AERONAUTIQUE INTERNATIONALE MSI Avenue de Rhodanie 54 CH 1007 Lausanne Switzerland Copyright 2014 All rights reserved Copyright in this document is owned by the F d ration A ronautique Internationale FAI Any person acting on behalf of the FAI or one of its Members is hereby authorized to copy print and distribute this document subject to the following conditions 1 The document may be used for information only and may not be exploited for commercial purposes 2 Any copy of this document or portion thereof must include this copyright notice Note that any product process or technology described in the document may be the subject of other Intellectual Property rights reserved by the F d ration A ronautique Internationale or other entities and is not licensed hereunder Rights to FAI international sporting events All international sporting events organised wholly or partly under the rules of the F d ration A ronautique Inter nationale FAI Sporting Code are termed FAI International Sporting Events Under the FAI Statutes FAI owns and controls all rights re
2. controlling NAC is given in SC3 1 0 4 A record claim by a foreign pilot must be certified by an OO either local or foreign who has been approved in writing by the host country s controlling NAC The IGC recommends this OO send the claim to the controlling NAC for a check of compliance with national aeronautical rules that in turn will forward the claim to the organizing NAC A foreign OO wishing to ratify badge claims should apply to the host NAC for permission to act within its jurisdiction Simple e mail communication between the host NAC s National Claims Officer and the foreign OO is suggested The host NAC may establish some minimum level of local knowledge for approval e Position Recorder approval If a PR has been used its status should be checked by both the host and controlling NACs Clearly the claim may be approved if both NACs have approved the device and the conditions of approval are similar In any other case the NACs should confer and the controlling NAC may proceed as it sees fit 1 5 Official Observer duties The OO has the responsibility of being the FAI s field representative The OO ensures that the flight is controlled in accordance with the Sporting Code requirements and that evidence is gathered and prepared in such a manner that later study of it by a disinterested examiner usually the national Claims Officer will leave no doubt that the claimed achievement was met The function of the OO is first to
3. finish point A virtual finish allows the pilot to a Use the same loss of height calculation for a distance flight in a pure glider as a motor glider that restarts its MoP the pure glider is not constrained to land in order to finish b Establish a goal flight finish that is within the required 1000m of the goal even if the initial entry into the OZ was greater than that You could use the 1000m entry point to establish the loss of height for the flight c Establish a finish point whose elevation does not incur a loss of height penalty d Attain a valid finish then for safety or convenience land at a point outside the finish OZ To use a virtual finish effectively you must plan for the possibility that it may be required For example you may climb to any height before starting to allow for a safe height for an early departure on a task but you will then need to determine the lowest finish altitude that will incur no penalty Similarly if you are too low on nearing the finish of a task that allows for little or no height penalty you may pull up or thermal within the finish OZ until the loss of height from the start drops to an acceptable value and use the time at this point as the finish time BAROGRAPH EVIDENCE 5 1 Barograph data A barograph records air pressure against time and is required for all badge and record flights except for duration flights observed by an OO All FRs incorporate a pressure recording barograph Appendix 5 p
4. see SC3 4 5 6 Position Recorders may be used for Silver and Gold badge flights distance or goal Many variables in course geometry need You may now attempt i i flights for badges prior study with a map or records and Way points do not need to be pre declared speed records for free records More than 1000m between the start and finish heights will invalidate speed claims Get a landing certificate signed by an OO or two witnesses Badge and record flights require different forms SC3 Annex C 28 2014 Appendix 4 FLIGHT DECLARATION If this declaration is being made to replace one in an FR ensure that the time of this declaration is after the time on the declaration stored in the FR being used Warning some IGC approved FRs make turn on time of the FR the declaration time If you are unsure turn on the FR before the time recorded on this declaration Dale iris sidi TIME nn en en none PIOU eir e eer cea eee rn ee oe Name s print amp crew dus Gua dew aueupdeuuaseccunssuueusdescondyeusua dcawasueddesdsseuauuscusdsecsdusdsdaus dasdenodbavcceuaseuuodceosiesdewonarepevons Signature of PiC Glider a aa On ek ee ne eee a Type amp Registration FR dcagaveddavecwoSeseaewautecuaeddeecoauyecouuesdiusyiccestvacw E Type amp Serial no main backup if any Start ot ene renee seer ne een in ene eer eee ere TPS GOS icles iia eee re i Gere aed weet en or Finish PT O O EE I A E E E TAEA Name print E E
5. 100 feet it would be preferable to calculate absolute altitudes following the guidance in para 2 5 12 8 Absolute height evaluation for barograph and FR data The following is one method to correct baro graph or FR recorded data for both instrument error and nonstandard pressure whether the latter is due to diurnal pressure changes at the take off and landing site or different air mass characteristics at separate take off and landing sites a Use the appropriate method in para 2 5 or 12 7 to determine calibrated pressure altitude at the preflight baseline Subtract this figure from the elevation of the take off site a negative number may result Note the take off time Repeat this step for the post flight baseline jot down landing time Determine whether the in flight event s to be evaluated occurred nearer take off time or landing time then b For any event near take off time add the number found in a to the calibrated altitude for that event c For any event near landing time add the number found in b to the calibrated altitude for that event SC3 Annex C 21 2014 These calculations yield altitude corrected for both instrument error and non standard pressure This is sufficient in most cases for badge and distance or speed record purposes given that pressure corrections are based on pre and post flight baselines recorded by a calibrated instrument at a known field elevation 13 1 a 13 2 13 3 MECHANICAL BAR
6. SC3B 2 6 1 The stabilised pressure immediately before the altitude is changed shall be taken as the appropriate value unless the calibrator certifies otherwise The GC format calibration data file will then be analysed compared to the calibration pressure steps and a correction table produced and authenticated by a NAC approved person preferably the calibrator The data file must be analysed and authenticated by a NAC approved person if the calibrator is not NAC approved The correction table will list true ISA against indicated altitudes The table can then be used to adjust criti cal pressure altitudes recorded during a soaring performance such as take off start and landing altitudes for altitude differences for comparison with independently recorded air pressure QNH readings and low and high points on gain of height and altitude claims Some FRs can display pressure altitude directly on a screen This data cannot be used for calibration pur poses because it is unlikely that the figures will be the same as those recorded in the igc file Only the igc file data can be used in analysing altitudes on flights OOs responsible for validating later flights may wish to see the calibration file when assessing any claim that is made with the instrument being calibrated Therefore a copy of the calibration igc file must be retained at least until the calibration becomes out of date Retain the calibration at the calibration organis ation or wh
7. consult specialists in the field to determine if there is a satisfactory explanation and whether the flight performance may be validated despite the anomaly In the first instance contact the chairman of GFAC and send the IGC and other files concerned If in doubt the original file downloaded from the FR should be used and the analysis pro cess repeated Try using a different program to analyse the igc file and also examine it in text format a Complete loss of data The OO or analyst should approach all interruptions of FR recordings with skeptical caution If all FR data is lost for a period of time other evidence must conclusively show that flight continuity was maintained and in the case of a motor glider that the MoP was not operated during the loss The altitudes at beginning and end of the loss must be considered together with other evidence such as a second FR or barograph Without such evidence validation should not be given when data inter ruption is in excess of 5 minutes and for motor gliders this period should not exceed 1 minute for pylon mounted MoPs and 20 seconds for non pylon mounted MoPs b Breaks in fixes and missed fixes Fix breaks or sidesteps should be investigated Missed fixes are assessed in the same way as a break in the trace of a mechanical barograph one must judge if the evi dence of flight continuity remains incontrovertible Analyse the time altitude and position of the last and next valid data Lack of any
8. data for 5 minutes would not normally invalidate a flight but lack of any data over 10 minutes would be questionable In the case of an FR pressure altitude data should continue to be recorded and prove flight continuity although without fixes the evidence of presence in an OZ will be lost c Spurious fixes Spurious fixes may occur that show anomalous positions in a fix sequence and must be ignored in OZ validation The indication that a fix is spurious is a large change of position that cannot be explained by a likely change of ground speed The diagram below shows that they are easy to see and SC3 Annex C 16 2014 reject for the purposes of flight validation Possible factors are reduction of signal due to turning flight when antenna alignment is off vertical or errors induced by RF energy transmissions from the glider resulting from poor RF shielding in the cockpit CA A spurious fix out layer in straight flight prior to the thermal entry A plot of GPS speed will give an anomalous peak at this point as shown below Speed between lt GPS speed anomaly fixes kts FR BAROGRAPH CALIBRATION PROCEDURE 11 1 Initial setup These calibration procedures also apply to PRs that can record pressure altitude Sensors used inside electronic barographs generally have factory adjustable settings for sea level pressure and also a gain setting for the rest of the altitude range The FR manufacturer is expected to set up the p
9. finish OZ The cylinder OZ may have some advantages given that only distance from the turn point is a factor not position also but this OZ could severely limit a pilot s opportunity to achieve a TP if it were under weather for example Below are three tracks into a turn point Pilot A just makes it into the 0 5 km radius cylinder OZ and must accept a 1 km distance penalty at this turn point Pilot B records points within the cylinder and the sector OZs Pilot C makes a wide turn around the TP but could also have made a 180 degree turn just after entering it The pilot can fly any distance beyond the TP in a sector OZ a very useful point to remember if it is not soarable near the TP v v o 0 4 3 7 Claiming more than one soaring performance A flight may satisfy the requirements for more than one badge leg or record Planning such a task begins with the selection of turn points that accomplish your chief objective but provide for an alternate or additional claim as well This may allow you to make useful in flight decisions on course selection and is especially useful for Gold Diamond Goal distance flights Examine the declared course below club A B C club If this flight is completed the following badge tasks can be claimed a Diamond distance 515 km club A B C club SC3 1 4 5 SC3 Annex C 6 2014 b Diamond Goal distance 346 km A B C A as required by SC3 1 4 6b ii A club C is just an indirect way of c
10. igc_approved_frs pdf gt IGC flight data file Data is in the IGC format in a file with a igc suffix Details of the igc file format is in Appendix 1 to the FAI IGC document Technical Specification for GC approved GNSS Flight Recorders See lt www fai org gliding system files tech_spec_gnss paf gt An igc file uses ASCII text characters and can be viewed with any text editor for instance to check the data that was input for the declaration Downloading Downloading after a flight is either to a computer or with some FRs direct to a storage device such as a memory stick or card Downloading to a computer should use the FR manufacturer s IGC XXX DLL file together with the IGC Shell program XXX is the 3 letter code for the FR manufacturer Both are freeware and available from the IGC GNSS web site as is the FR manufacturer s short program files for older recorders that have no DLL file Use the file data xxx exe for downloading or for some recorders that download initially in binary format conv xxx exe for converting from binary to the igc format Validation of igc files The IGC electronic validation system Vali checks igc files for integrity The Vali check ensures that the igc file has originated from a serviceable and sealed FR and that it is exactly the same as downloaded if just one data character is changed the check will fail The check is made by using the Vali function of the IGC Shell program together with the
11. is a problem go back to the FR and download again 9 3 OO s copy ofthe data A copy of the file s for the flight data both the binary if produced and the igc file s shall be retained by the OO The OO may keep the data files for the flight on any storage media that the pilot cannot access The OO must be able to positively identify the flight data files as being from the flight concerned These files shall be retained by the OO for later checking and analysis under the procedures of the authority validating the flight Copies of all files must be forwarded by the OO to the validating authority the OO keeping the original files If the FR produces a binary file a valid igc file can be re created from the binary this can be critical if there is any difficulty with the igc file first sent to the validating authority The copies must be kept by the OO at least until the flight has been validated 9 4 FR manufacturer s codes The GFAC allocates both one and three letter codes to manufacturers of FRs The current codes are in the table below The one letter code is used in the short igc file name after the three characters for the date ex 967L is 2009 June 7 LX Navigation The 3 letter code is used in the long version of the file name above and also in the first line of the file itself The definitive list is in the FR Specification document App 1 para 2 5 6 see lt www fai org gliding gnss tech_spec_gnss asp gt FLIGHT RECOR
12. is given in SC3 4 4 4 If a barogram is being used only to prove flight continuity such as for a distance or duration claim the barograph does not have to be in calibration Calibration is required if the start height or release height has to be verified FLIGHT RECORDERS INSTALLATION 7 1 Fitting the flight data recorder to the glider Any limitations or conditions for a FR or PR installation will be given in its approval document For flight safety the position of displays and operating buttons and con trols including switching by touch sensitive screens used in single seat gliders should be close to sight lines used for pilot lookout and scan for other aircraft a Connection to ports and antenna Approval documents generally do not require the sealing of any ports plugs or cable connections If the FR is connected to the static port tubing where allowed by its IGC approval the OO should ensure that there are no connections in the tubing that could allow alteration of the static pressure and thereby give a false barograph reading No attempt must be made to insert un authorised data into the FR or inject data into the antenna if it is accessible in flight b Flight recorders using the Environmental Noise Level ENL system The FR must be placed so that engine noise is clearly received when the engine is giving power The FR should not be covered or insul ated even if automatic gain would continue to ensure high ENL readings under po
13. or guidance note in SC3 2 1 1a means even help from other Silver distance hopefuls that day and it means no team flying a Consider flying the Silver distance as one leg of a 3TP distance flight See 3 9 for an example b Any TP achieved using a cylinder OZ will result in an OZ distance correction The official distance of the claimed leg must be at least 50 km which is the distance flown after subtracting any loss of height penalty and 500m for each crossing of a cylinder OZ boundary SC3 1 3 7 SC3 Annex C 4 2014 Cc 3 3 The big problems associated with the Silver duration flight are Boredom Boredom will cause loss of concentration and thermalling skills Set a series of mini tasks for yourself an efficient climb using every bit of some weak lift a 10 kilometre goal flight etc e Reluctance to fly away from the field You cannot stay up if you don t go to the lift Fly five to ten kilo metres from the field the club single seat glider can go that far Then get high and stay high A full bladder or dehydration This is not a choice do not allow yourself to become dehydrated to avoid the distraction of a full bladder When you feel thirsty you are already dehydrated Drink excess fluids first thing in the morning to become fully hydrated then empty your bladder shortly before take off Fully hydrating before flight will delay the need for fluids Carry sufficient water for the temperature con ditions and have
14. possibility of landing is at a lower altitude than the start A Silver badge distance flight that is exactly 50 km can have a loss of height from start to finish of no more than 500 metres A 60 km flight is allowed 600 metres and so on up to a 100 kilometre flight For pilots using altimeters that display altitude in feet Table A below will be of assistance in determining the maximum height loss for these short tasks TABLE A Maximum barometric height losses for distances less than 100 km km ft km ft km ft km ft km ft 50 1640 60 1968 70 2296 80 2624 90 2952 52 1706 62 2034 72 2362 82 2690 92 3018 54 1771 64 2099 74 2427 84 2755 94 3083 56 1837 66 2165 76 2493 86 2821 96 3149 58 1902 68 2230 78 2559 88 2887 98 3215 If you achieved a Silver distance flight that is to be claimed from one leg of a longer flight this 1 rule applies to the total distance flown not just to the leg of the flight that is more than 50 kilometres For example if your task had one TP 55 kilometres away and you landed 19 km from it on the return the allowed loss of height is calculated using the 74 kilometres flown 740m or 2427 feet not the 55 kilometres you will claim for completing the outbound leg Be cautious if possible use a start height that will allow a valid claim even if you landed just after 50 kilometres leg was flown Remember also that you can select a position fix in the flight recorder data as a remote finish See paragraph 4 5 2 3 Height
15. requiring recording of an additional variable on the igc file that is proportional to engine RPM using the RPM three letter code as defined in the FR specification 14 3 ENL figures engine off ENL figures between 000 and 999 found during GFAC testing before IGC approval are listed in the approval document of the FR concerned These figures are definitive others given below are approximations Pilots should ensure that the FR to be used on a task to be claimed produces similar figures if not the FR should be returned to its manufacturer to have the ENL system re set a Winch and aerotow launches ENL values are typically up to 300 for winch and 200 for aerotow may be seen depending on speed whether canopy panel s are open and any sideslip present b In flight Values under about 100 indicate normal gliding flight In a high speed glide or in an aerodyn amically noisy glider ENL may rise to 150 After launch flight near powered aircraft should be avoided Spins and stall buffet produce higher ENL values particularly if the engine doors vibrate due to disturbed SC3 Annex C 23 2014 airflow at the stall 500 has been recorded in a spin If the engine is on a retractable pylon a high ENL reading will be shown when flying with the pylon up and engine off due to the high aerodynamic noise Warning Flight with canopy side vent s open can produce a low organ pipe note particularly at high speed or with sideslip where ENL figur
16. rules are met their goal is to make awards not turn them down for minor errors or oversights that do not affect the proof of a soaring performance 1 7 National records With the exception of a Continental record or a multi place record claim SC3 3 1 2b a World record must first be ratified as a national record A NAC may have additional record types or classes and accept different forms of evidence for them but a national record that leads to a claim for a world record must conform fully to the Code 1 8 Measurement accuracy and precision a Precision errors Do not introduce more precision to a calculated value than the recording devices used can detect A device may display values to a larger number of significant figures than its sensor can detect A barograph having a digital readout may show altitude values to the nearest metre but its pressure sen sor may only be capable of resolving height to within about 20 metres especially at high altitudes As a result the FR pressure height readout value is not valid to this level of accuracy The reverse case is a sensor or processor that is more precise than its data readout for example a digital clock that displays time to the nearest minute while its internal counter is operating to the microsecond b Badge distance calculation First find the course distance by using evaluation software set to the WGS84 earth model or by calculating the sum of course leg distances each determined by
17. the Code may arise by reading a portion of text in isolation without referring to the precisely worded definitions of the terms being used For example Chapter 2 specifies the distances required for various badge legs but how these distances are to be achieved are defined in Chapter 1 4 3 to 1 4 6 1 3 The National Airsport Control NAC The NAC is the organisation that administers FAI air sports in its country It may delegate to another organisation such as a national gliding association that part of its sporting powers In the Code and this Annex NAC means the NAC or its delegated organisation Its responsibilities are a to maintain control of its national Claims Officer OOs data analysts and barograph calibration labs b to have final responsibility for the flight analysis process integrity and accuracy of data that it ratifies c to issue and maintain a list of position recorders PRs that it accepts may hold a national turn point list may modify IGC record forms to incorporate national only record types and maintain a badge claim form d to maintain registers of national badge leg badge record and FAI diploma flight achievement e to transmit to the FAI data on completed Diamond badges and Diploma flights 1 4 NAC recommended practices a OO appointment and training NACs should establish requirements for becoming an OO such as holding a badge leg or having an association with the sport for some minimum time NACs o
18. 1 2 of this Annex This uncertainty shall not be used for adjusting the likely place of a position fix for OZ validation purposes A valid fix shall always be taken to be at the center of any such circle of uncertainty Flight data is to be examined as a whole and all fixes valid or otherwise must be taken into account particularly those in or near OZs The data analyst approved by the NAC will then evaluate the flight Analysis for flight vali dation will be through a program approved by the relevant NAC see the gliding GNSS web site under Soft ware A check of the rules and procedures by the OO include evidence of flight continuity and the shape of the flight course valid start and finish proof of presence in OZ para 8 2 for fixes similarity of GPS and pressure altitude traces with time altitude difference and or altitude penalty course distance and speed SC3 rules electronic security use of the Vali program eroaoop When two FRs have recorded the flight their ground tracks will appear nearly identical in analysis software but the fixes recorded will not be absolutely identical since the antennas of the two FRs are not in the same location they are not typically recording at exactly the same times they may be accessing different satellites and different model FRs may be using different algorithms to process data 10 5 Data anomalies In the event of an inconsistency anomaly or gap in the data the NAC shall
19. 4a An Internet or paper declaration is always required when using a PR but a declaration input into an FR is the only acceptable form of evidence for record flights Do not to abbreviate the names of way points unless the abbreviation is included in a published list of way points This is required so there is no confusion as to the precise way point that an abbreviation refers to Wherever possible latitude and longitude coordinates should be used to identify a way point and when used these coordinates become the official location of that way point Compatibility problems can arise between an FR linked to a third party PDA or flight computer The end result may be a flawed declaration and it could be difficult or impossible to determine whether the FR the software or user procedures are responsible If a flawed declaration appears to be due to a fault or anom aly in the FR report it to the GFAC chairman lt ian ukiws demon co uk gt promptly SC3 Annex C 5 2014 3 5 Internet declarations for badges When a PR is capable of registering a pre flight declaration per SC3 4 2 1a to 1e the pilot may use this option This method is more secure than a paper declaration as a time stamp is added to the computer based document when it is created The following internet based alternatives offer similar security and are convenient enough to be completed from a smart phone on the launch grid a The pilot may e mail the declaration to the OO or fill an
20. 6 6 8 2 Official Observer OO barogram height evaluation 12 6 control of flight 8 1 8 3 12 3b duties general 1 5 duties FR installation 7 2 duties FR data downloading 9 1 equipment Sealing eeeeeeeeeeeeeeeeeeeeee 7 2a f re OOS n Retenir 1 4d no low point on barogram 12 4 position recorder actions 6 1 SC3 Annex C 33 presence at event 7 2 12 1 12 2 support by others 10 2 training control Of 1 3a 1 3b P penalty height 1 rule c eeeeeeeeeeeeeeeeeees 2 2 pilot actions declared task not flown ee eeeeeeeeeeees 3 8 entering FR declaration 000000 3 1b 6 4 FR fix interval setting 6 6 notching the barograph 12 2 observation zone procedures 3 6 pre flight preparation 8 1 take off and landing witness eee 8 1 position recorders file format and testing eeeeeeeeeeeees 6 2 OO and pilot procedures 6 1 paper or internet declaration 3 3b 3 5 R real time clock in FRS eeeeeeeeeeeeeeeeees A5 1 2 records flight procedures flowchart A3 TOR RU MS RU SE RL ME NET PM 3 10 more than one in a flight 3 6 national rase heat eet 1 7 release point start 4 3 S sampling rate FRS 6 6 sealing methods FRS ssssnneeeeen 7 2a 9 1 11 1c sector observation zo
21. C using approved equipment and methodology The igc file of the calibration must be kept For flight recorders the calibration method is con tained in the approval document of each type of IGC approved FR or alternately as here in Section 11 For mechanical barographs use the method given in Section 13 a Pressure units The metric unit used in measuring atmospheric pressure is the hectopascal HPa Milli bars mb are numerically the same as HPa Inches of mercury Hg also used Calibrations must be to the International Standard Atmosphere ISA the atmospheric temperature and pressure structure close to the average real atmosphere at mid latitudes and the standard for calibrating pressure altimeters used in air craft and by air traffic authorities worldwide It assumes sea level conditions of 15 C and a pressure of 760 mm of mercury 29 92 inches or 1013 25 HPa mb Above sea level it assumes a constant temperature lapse rate of 6 5 C per 1000 metres 2 C 3 6 F per 1000 feet rise in height up to an altitude of 11 000 metres above which the ISA assumes a constant temperature of 56 5 C b Equipment accuracy Calibration equipment must be capable of holding the pressure in a vacuum chamber steady within 0 35 HPa for about 2 minutes and the overall accuracy of the pressure measuring equipment should be within 0 70 HPa after taking temperature and other corrections into account c Calibration period The required calibration period
22. DERS amp POSITION RECORDERS DATA ANALYSIS 10 1 Security checking The flight data downloaded by or under the supervision of an OO is the master file to be retained by the OO on memory media Checking the security of the file is the first step in data analysis This requires the appropriate software available as freeware at the IGC website With a successful security check copies of the master file can be created for evaluation and to avoid confusion saved in a location separate from the master file When a data file fails security the cause could be a power surge during download a download using software other than the IGC approved freeware the FR s internal security switch has been breached or the data file was amended during or after flight In most cases as long as the original data file is still resident in FR memory a fresh download can solve the problem enabling claim review to proceed If a fresh download is not possible or it too fails security the data file may be sent as an e mail attachment to the National Claims Officer or the GFAC chairman at lt ian ukiws demon co uk gt If the cause of the failure can be determined the problem can in all likelihood be remedied for future flights Although the flight can be evalu ated no badge or record can be claimed without a data file that passes the required security Note badge or record evaluation must use an exact copy of the OO s master file unchanged by any me
23. E T T Signature hereby certify that the above declaration was completed in my presence SC3 Annex C 29 2014 Appendix 5 1 1 1 2 1 3 Principles of Global Navigation Satellite Systems and GPS flight data recorders GFAC chairman lt ian ukiws demon co uk gt IGC web site lt http www fai org gliding gnss gt IGC GPS software site lt http www fai org gliding gnss freeware asp gt There is extensive information on GNSS systems on the web Terminology The term Global Navigation Satellite System GNSS is a generic term for any satellite based system that enables receivers to display accurate position data on the earth s surface GNSS includes the USA GPS system Russian GLONASS European Galileo and any future system IGC approved flight recorders FRs and position recorders PRs use the GPS system at present A FR is a sealed unit with a GPS receiver and capable of recording data including 3D fixes time and other data that can be downloaded after flight in the igc file format A PR will lack some features and have no IGC approval The use of the English words logger or data logger is uncommon other languages so the term flight recorder is used by the FAI and IGC Position height and timing accuracy Average horizontal position error measured to date by GFAC has been about 11 4m based on thousands of samples Tests are done by fitting FRs to vehicles driving over several accurately surveyed points
24. ERS 6 1 Position Recorders PRs This type of recorder may be used for height and position evidence for Silver and Gold badges in accordance with the SC3 Chapter 4 Appendix PRs must be approved individually by each NAC Each type of PR must be approved by the NAC through a PR approval document Approval docu ments shall include any operating limitations needed to enable a given unit to conform to the Sporting Code NACs may approve a PR based on another NAC s approval after checking that it complies with the current Code A NAC must be satisfied that the rules given in the above Appendix can be complied with before accepting a model for use See other items on the IGC web page for PRs such as a specimen PR approval document a OO procedures Because PRs are not as secure as FRs OOs should do all procedures and checks carefully Study the PR approval document for the type of PR concerned which gives advice on pre and after flight procedures downloading and general security Follow as much as possible the security check ing steps pertaining to FRs given in para 10 1 The data should be checked to see that general conditions for the flight such as soaring altitudes reached wind drift in thermals and speeds achieved are similar to the known conditions of the flight Independent data for the positions of take off and landing is required either from an OO or official Air Traffic or club log These positions should closely compare with the posi tio
25. FR manufacturer s IGC XXX DLL file in the same directory see c above For older recorders where there is no DLL file the FR short program file vali xxx exe carries out the Vali function Flight recorder declarations SC3 4 2 Flight recorders have the facility to enter the data required for a flight declaration this appears in the igc file Since FRs have both physical and electronic security Appendix 5 SC3 Annex C 11 2014 para 1 4 and an accurate real time clock the declaration does not need to be witnessed by an OO An FR dec laration can be updated by a later one or by a subsequent paper internet declaration for badge flights a Way point declaration An igc file stores waypoint location on lines that start with the letter C the C record Where the FR has this capability and the pilot has entered such data the date time that the way points were declared is shown in the first line of the C record WARNING Some older types of FRs store the latest turn on time as the waypoint declaration time If these FRs are switched on after a paper internet declaration has been made the declaration in the FR becomes the latest one again nullifying the written one If you are making a last minute paper internet declaration and you are unsure how the FR acts make sure that the FR is ON at the time b The A record The first line of an IGC file begins with an A typically followed by a three character code for the recorder
26. GC Specification for IGC approved GNSS Flight Recorders and in other IGC documents and information All are available on the IGC web pages Annex B contains the rules and procedures for the use of GNSS recorders Each flight recorder given GC approval is accorded a security level allocation and permitted usage as listed below a IGC approval for all flights Flight recorders that comply with all provisions of the FR specification at the time the approval document is issued and may be used for all record diploma and badge flights b IGC approval for badge and diploma flights Flight recorders that do not fully comply with all the prov isions of the IGC specification These may not be used for world records c IGC approval for badge flights up to Diamond only Flight recorders with less rigorous standards than either a or b they may use an external GPS receiver for example A list of these FRs is published on the gliding gnss web page with links to the GC approval documents for each FR Each document has an introductory section manufacturer contact details description of the hard ware firmware and software followed by Conditions of Approval that discusses connections to the FR security physical and electronic installation in the glider motor glider aspects if any sealing require ments if any and methods for downloading and analysis of flight data Two annexes follow Annex A with notes for pilots and FR owners Annex B wit
27. OGRAPHS CALIBRATION PROCEDURE Preparation Attach the appropriate recording medium to the barograph making sure that it is in contact with the base and surface of the drum and avoiding a spiral wind where applicable For smoked foils ensure the soot film is not too thick as this will lead to a coarse irregular trace Wind the barograph set it to its fastest rotation rate and inscribe a baseline no baseline is required for the Peravia and Aerograf barographs When the barograph is placed in the vacuum chamber a vibrator should be used if one is available to apply low amplitude vibrations during calibration about 0 1 mm or 0 004 inch peak to peak at approxi mately 20 Hz This prevents system friction or linkage slack from affecting the trace Evacuate the chamber to the full range of the barograph hold until the trace stabilizes then return to ambi ent This ensures the bellows and mechanical linkage are sound and that a suitable trace is being made Adjust the chamber pressure to 1013 2 HPa Depending on the actual ambient pressure it may be neces sary to hold a positive pressure in the chamber Calibration Proceed with the actual calibration using altitude steps of 1000 feet for the first 6000 feet and 2000 foot steps thereafter In metric the intervals should be 500m for the first 2000m and 1000m steps thereafter Hold each step for at least two minutes All calibration points including the 1013 2 HPa reference must be appr
28. PEV A fast fix interval of 1 or 2 seconds is recommended to ensure that a fix is recorded within an OZ 6 7 Missed fixes Some fixes may be missed or be assessed as spurious see para 10 5 for a description of data anomalies Where valid position data does not appear in the recording the fixes must show pressure altitude to prove flight continuity Missed position fixes from an otherwise continuous trace that lowers the actual sampling rate to less than once per minute for example because of short term attitude or GPS system anom alies is normally acceptable provided that an intermediate landing and take off was not possible 6 8 Barograph calibration requirements Altitude and height gain claims require calibration data to be applied to the critical altitudes in the flight performance concerned Speed or distance claims need calibration data for calculating the altitude difference of the glider at the start and finish points Also the NAC or FAI may SC3 Annex C 12 2014 wish to compare pressure altitudes recorded on the FR at take off and landing with atmospheric pressures QNH recorded by a local meteorological office at the time of the flight Pilots are advised to have a calibration carried out as given by the manufacturer or a NAC approved calibrator before an FR is used on a record or badge flight Barograph calibrations for use in assessing FAI badge and record flights must be carried out by persons or organisations approved by your NA
29. a barograph when set at the faster rates to ensure that it will not run down and stop on a long flight Just prior to the flight turn on the barograph rotate the drum once to scribe a baseline trace for the day which will be related to the airport elevation and have the OO place an OO identification mark on the drum With the barograph ON and the recording needle positioned to minimize interference with the hold down bar tape or foil paper edge gently flick the recording needle up about 6mm 1 4 inch Record the time this pre flight timing mark was made and leave the barograph ON Finally seal the barograph in such a manner that no one can tamper with the trace then initial or mark the seal The OO will check the storage of the barograph It must be inaccessible to the pilot and any passenger Ensure that the barograph is placed so that a bump cannot turn it off that the stowing process itself does not switch it off or that it isn t stowed with the stylus side on the bottom which could cause interruptions in the trace Leave the barograph on the chief cause of barograph failure is finger trouble In flight Ensure a clear low point is recorded on the barograph following the release If the release occurs in lift dive the glider and or open the spoilers for a short time to allow an obvious notch of about 50 metres or so to be easily visible on the trace if you are too fast the barograph will not have time to react This n
30. a workable method of urine disposal Common badge errors OOs must reject many claims as a result of common errors of pilots trying their first badge flights Here are some flight preparation or execution factors that can result in your claim failing a 3 4 You did not get a briefing on the usual task pitfalls before you attempted a specific task then flew it with no planning and expected that an OO would see how to make the flight fit the badge requirements afterwards You did not complete an Internet or paper declaration when using a PR for a distance flight You did not know the maximum height you could be towed to on an under 100 km distance task This is particularly important if it is possible that the landing could be at a lower elevation than your take off point You declared a start point but did not fly into its observation zone before you began your task You are a beginner in the use of the FR and did not practice using it to make sure you got into the OZ of your intended TP or your FR was configured to sound a TP entry alert for a cylinder OZ so you turned away on course at the start before entering a needed sector OZ After the flight the OO was not available so you took the FR out of the glider and gave it to him later that day See para 7 2 the OO must have control of the FR after landing until the flight data is downloaded Your OO did not keep a copy of your flight file and the original was contaminated in the
31. ain c Testing The recommended testing process is to conduct a number of test runs to compare the device against an FR having all flights approval to see that there is no material difference in the results between them SC3 Annex C 10 2014 6 3 The GFAC test for predicted fixes should be carried out to ensure that the PR only records fixes and doesn t generate them A3 of the Chap 4 Appendix refers Drive a vehicle containing a PR over a well marked 90 degree feature such as a road junction to mark the feature on the igc file Where fix rate can be changed a fast fix rate such as one per second should be used The feature is then approached again at a high but safe speed When nearly at the feature the GPS antenna is disconnected or for units with internal antennas the PR antenna is covered so that GPS signals are blocked for instance by metal foil used in cooking The igc file must show that on the second run no fixes were projected beyond the feature In addition the GPS fixes at the right angle the drive with the antenna connected can be repeated several times should be compared with the lat long of the feature from Google Earth of the road or other junction to demonstrate fix accuracy and that the WGS84 datum is used by the PR system The PR should be flown together with an FR and the data from the two igc files compared In particular the shape of the GPS altitude graph with time should be relatively smooth wit
32. ans Using common analysis software it is possible to change and save task information in an amended data file that will pass security This can fool the casual reviewer but is clearly shown in L records appearing at the end of the data file after the G record SC3 Annex C 15 2014 10 2 OO support At any time after the OO has checked data file security and verified that the data file is complete the OO may request and receive help if needed to evaluate the flight Specifically a the OO may turn to another OO for help with common problems encountered during flight evaluation or b the OO may seek help from a NAC appointed Data Analyst The DA need not be an OO or approve badge or record claims but his or her technical expertise can be important for a detailed evaluation In either case see SC3 4 5 6d and 6e for details 10 3 Flight evaluation software In any flight evaluation software a barograph presentation must be avail able showing both pressure and GPS altitude and for motor gliders MoP operation must be shown as part of the vertical data displayed The automatic functions of evaluation programs such as waypoint OZ presence and engine on off thresholds should be checked manually inspecting the relevant data if there is any doubt whether the particular automatic function positively identifies the threshold concerned 10 4 Evaluation of flight data A GPS fix always has some uncertainty as described in Appendix 5 para
33. ara 1 5 refers A stand alone mechanical barograph is now usually used only in conjunction with PRs If an electronic barograph is used only height data being recorded against time on a flight for an altitude claim the pilot and OO should proceed as in using a mechanical barograph The barogram can provide the following data a Altitude The barogram can be used to establish height subject to the pressure errors noted in para 1 7e and corrections described in para 12 7 Calibration traces are usually recorded directly in height making this conversion unnecessary b Continuity The barogram ensures that the recorded task is a single flight c Duration The barogram may be used to determine the duration of a flight in the case where the OO does not witness the landing provided that the OO calibrates of the barograph rotation rate 5 2 Trace continuity SC3 4 3 2 If the barograph drum stopped rotating duration evidence would be invalid if the barograph was also being used for time measurement Normally even a temporary stop will also in validate other evidence unless the OO can verify that critical data points and flight continuity are evident from the working portion of the barogram An interruption of the trace may limit the height gain that may be claimed and could invalidate continuity of flight evidence see para 10 5b for FR missed fixes SC3 Annex C 9 2014 UD GIVE WHAT POSITION RECORDERS and IGC APPROVED FLIGHT RECORD
34. aration 12 1 SIOrAde 41 tr ner ne ere 12 1d C calibration correcting for instrument error 12 7 flight recorder barograph 0 6 8 11 3 mechanical barograph 13 pressure units 6 8a claims pre screening 1 8c processing philosophy 1 6 closed course start finish 4 2 continuity of flight data 5 1b 6 7 conversion factors Al cylinder observation zone 3 2b 3 4 8 2 D data analyst DA 10 2b data analysis software 10 3 declarations content not definitive in FRS 6 5 8 1 data structure 6 4 failure of declared task 3 8 SC3 Annex C 32 general notes ee eeeeeeeeeeeeereeeeeeeeeneeeeees 3 4 in flight recorder 6 4 paper or internet 3 3c 3 4d 3 5 6 4a Validity Olav ete ae ce 3 4b distance calculation 1 8b c documentation for badges A2 downloading from FRS 6 3c duration evaluation from barograph 12 5 no barograph used 2 1 E environmental noise level ENL ANALYSIS tesa eens nur cg 14 5 ENL during various flight phases 14 3 14 4 placement Of FR 7 1b Sample data cc s ccc s secgesses cdeesdecasasstiees 14 6 F fin
35. arograph s calibration paper or foil Starting with 0 feet MSL at far left label the horizontal scale at a suitable scale 1 cm per 200m or 1 inch per 500 feet for example with altitude increments increasing to the right The graph may be folded as shown below to fit a single sheet of graph paper SC3 Annex C 22 2014 b Using a pair of dividers to measure the deflection of each step of the calibration trace transfer these dis tances with the dividers to the calibration graph at the position corresponding to the appropriate pressure values on the horizontal axis Use the small plastic triangle to ensure that the divider is at right angles to the baseline Finally draw a smooth line through these points averaging any scatter in point position about the line For most barographs this line will be almost straight Your graph will resemble the one below Typical calibration graph reference line MOTOR GLIDERS 14 1 Means of Propulsion MoP record for motor gliders Unless the MoP is either sealed or inoperative an approved MoP recording system must be used This system will be described in the approval document 6 3a for the particular type of flight recorder For motor gliders in which the MoP produces substantial acoustic noise when producing forward thrust the Environmental Noise Level ENL system is used Older FRs may have other MoP recording systems for instance using vibration sensors or microswitches but these may h
36. ave stated limit ations that make them less convenient to use than the ENL system ENL systems are self contained inside the FR and need no external connections An ENL value is recorded with each fix and the system can be regarded as self checking with each fix The environmental noise at the FR can be seen across the whole flight Therefore an engine run after the flight is not needed to validate the system ENL systems in new types of FRs are tested by the GFAC and adjusted until the system differentiates between MoP operation and other noises produced in gliding flight 14 2 MoP recording systems a Environmental Noise Level ENL system These systems produce ENL values between 000 and 999 except the Cambridge 10 20 and 25 that have a maximum ENL of 195 Analysis of the noise signature represented by the ENL values enable the OO to determine whether the MoP was operated In the igc file format the three ENL digits are generally added at the end of the data stream for each fix The system is designed to emphasize engine noise while producing positive but low ENL values in normal quiet gliding flight More exact figures for the type of FR concerned are given in Annex B of its approval document b Low noise engines electric and others Some engine propeller combinations do not produce enough acoustic noise for ENL systems to record figures that are clearly above normal soaring noise levels The provisions of SC3 Annex B 1 4 2 4 then apply
37. ay points of the soaring performance See para 4 5 for details on selecting fixes A free record flight may also be claimed from a failed declared flight or by extending the turn position of a completed declared flight 3 11 Limit on declared TPs You cannot have more TPs declared than the claimed task requires For example an out and return SC3 1 4 6a must have only one declared TP and a distance to a goal SC3 1 4 4 flight can have none neither can be claimed from a portion of a triangle or 3TP course The Task Table at the end of Chapter 1 of the Code will assist your planning Note that the 10 kilometre restriction on TP spacing only applies to record tasks it does not apply if you plan to claim a triangle task for a badge flight SC3 Annex C 7 2014 START and FINISH CONSIDERATIONS 4 1 Start finish evidence The start and finish have three parameters associated with each of them The start position is where the release or The finish position is where the landing or restarting stopping the MoP took place or is the declared the MoP took place the declared finish point OZ is start point It is used in calculating the task entered or a virtual finish point fix is selected It is distance used in calculating the task distance The start time is the actual time of release or The finish time is the actual time of landing or MoP shut down or at the exit of the OZ of the MoP restart or the time at the finish fix or on enter start poi
38. close to 51N 001W and measuring the difference from the survey data If the points are limited to those with completely clear horizons the average error lowers to about 7 5m Since FRs are not usually checked by professional avionics engineers or installed in gliders to commercial standards the higher figure may be more typical In any case such figures are well within the requirement for validation of OZ entry Vertical altitude accuracy is less than horizontal accuracy because of the angles of the position lines needed for an altitude fix At best GPS altitude errors will be about twice those for horizontal position GFAC tests have shown that it is possible to have accurate fixes in lat long but poor accuracy in GPS altitude or even an obvious GPS altitude anomaly or complete altitude unlock The latter would be indi cated in an igc file by the GPS altitude figure showing zero or baseline FRs have an internal clock that maintains continuous date and time even when the FR is switched off or is operating in pure pressure altitude mode due to any failure to receive GPS data On receiving satellite sig nals FRs maintain time to better than a nanosecond since GPS system operation uses very accurate time differences in the receipt of signals from the satellites to calculate position on the surface of the earth Rules for the use of FRs and levels of IGC approval Current rules are in the Sporting Code SC3 its annexes SC3A B and C in the I
39. corder found to be unsealed If either physical or electronic security is found to have failed the FR must be returned to the manufacturer or his appointed agent for investigation and resealing A statement by the owner of the FR should be included on how the unit became unsealed 1 5 Altitude sensing and recording a GPS altitude The GPS altitude computed and recorded in an FR is the vertical distance above the WGS84 ellipsoid Because of the difference to pressure altitude GPS altitude figures must not be used for gain loss of height or absolute altitude calculations but may be used for evidence of flight continuity if the pressure altitude trace has failed Position Recorders see SC3 Chapter 4 Appendix where they record altitude at all may record alti tude above an approximate sea level surface known in the WGS84 manual as the WGS84 Geoid Some units that incorporate a pressure altitude sensor may mix GPS altitude and pressure altitude data for instance in order to produce approximate height above ground Pressure altitude Pressure altitude universally used in aviation references the International Stand ard Atmosphere with a 1013 25 HPa sea level datum As this is the IGC standard for measurement of altitude a pressure altitude sensor is also required within the FR This enables pressure altitude recording to continue in the event of GPS failure The pressure altitude sensor in a FR is temperature compensated and is set by the sens
40. d Distance Diamond Goal Diploma Flights E Notes 1 Not required if continually observed 2 Required if landing not witnessed by OO 3 Required if a declared departure or finishing point is used 4 Not required for straight distance 5 May be required if an accurate loss of height calculation is critical to the claim SC3 Annex C 27 2014 Appendix 3 BADGE or RECORD FLIGHT PROCEDURES FLOWCHART Start here For all badge or record flights you Find one that has the latest Sporting Code will need an Official Observer its even better if the OO has read it Study the Code and this Guide yourself particularly as it applies to your flight Use a record badge pre flight checklist The flight is continually monitored by OO Then you may attempt a Silver Gold There must be less than 1000 metres duration flight between the start and finish heights 900m with a PR and no barograph All other flights need the above and The OO must seal a non FR barograph a barograph See SC3 4 4 4 on calibration duration altitude See SC3 4 4 3 on distance penalties and gain of height amp Chap 4 Appendix A 7 when using a PR and Straight free dis no barograph tance flights for badges or records You may now attempt If any turn points are used you need SC3 4 2 1 lists data that must be on the all of the above and a declaration declaration and a flight recorder Flight Recorder
41. de for the airfield at the time the flight is made This can be done by recording the airfield elevation indicated on an altimeter when it is set to 29 92 Hg or 1013 2 millibars Averaging several altimeters will give greater accuracy Alternately the nearest weather station within the same air mass will be able to provide its station pressure at the time of the flight and its elevation Converting the station pressure to altitude from the ICAO Standard Atmosphere table will allow the correction to be calculated The formula is best understood by considering it in two steps a Corrected altitude measured altitude from the barogram correction b Correction field elevation standard altitude with altimeter set at 29 92 1013 mb or weather station elevation station pressure converted to height If the atmospheric pressure is below Standard at the time of the flight the correction will be negative and the corrected altitude will be less than the measured altitude resulting in the barograph reading too high TASK CONSIDERATIONS 3 1 Pilot preparation The most valuable thing you can do to meet the requirements of a task is to carefully prepare for the intended flight Lack of preparation may seriously delay or even cancel your planned flight may result in the missing evidence that accounts for most rejected claims and demonstrates a less than professional attitude towards your flying Your preparation of impeccable evid
42. e flight Time hrs SC3 Annex C 25 2014 Appendix 1 DISTANCE PRESSURE VOLUME SC3 Annex C COMMON CONVERSION FACTORS inch foot mile nautical kilometre mile statute mile statute mile nautical foot second metre sec metre sec metre sec mile hour knot knot knot mile hour att psi atmosphere atmosphere atmosphere inch Hg 0 C millibar gallon Imp gallon US gallon Imp gallon Imp as a rough approximation 25 4 0 3048 1852 3280 84 5280 1 6093 1 1508 0 3048 3 6 1 9438 2 2369 1 6093 1 8520 1 1508 101 2686 1 4667 15 6 8948 101 3325 1013 325 29 9213 33 8639 0 7501 millimetre exactly metre metre exactly feet feet exactly kilometres miles statute metres second kilometres hour knots miles hour kilometres hour kilometres hour miles hour feet minute feet second psi for tire pressure kilopascals KPa kilopascals hectopascals HPa or millibars inches Hg 0 C millibars mb millimetres Hg gallons US litres litres lbs water 15 C 100 ft min 1 knot 0 5 metre sec 26 2014 Appendix 2 FAI BADGE DOCUMENTATION Documentation required is indicated by an asterisk eje9Il199 uonesqieo oreg ayeoyiyeo JUBIeU jo eouesayiq eJeoJIlO9 BSeO O1 MO OIOY uolyese 99p u114 ayeoyie0 Buipue7 BOUSPIAS UONISOd Silver Height Silver Gold Duration Silver Distance Gold Diamond Height Gold Diamon
43. ecked later through the IGC Vali program see para 6 3d a Data download method The method for each type of FR is given in its IGC approval document 6 3a that is available at lt www fai org gliding gnss gt The FR types their manufacturers IGC approval dates and a history of the use of GPS in IGC are listed in lt www fai org gliding system files igc_approved_frs pdf gt b IGC file name An igc file has the format YMDCXXXF 1GC where Y year M month D day C manu facturer XXX FR serial number and F flight number of the day full key Appendix 1 to the IGC Flight Recorder specification Where an intermediate manufacturer s binary file is also produced it will have the name YMDCSSSF XXX where XXX is the IGC 3 letter code for the FR manufacturer Where numbers over 9 apply such as in months and days 10 is coded as A 11 as B etc There is also a long file format with data in the same sequence such as 2009 05 21 XXX SSS 01 IGC 9 2 Potential data download problems Some programs other than the IGC download utilities are able to download data from FRs but they might not produce files that will pass the Vali check Also some older FRs do not store separate igc file header data for each flight but use the last data entered for previous igc files in the FR memory To minimise the possibility of corrupt or inaccurate files use the IGC utilities After downloading the igc file immediately check it with the Vali program If there
44. ed distance fails as a result of a height penalty 4 3 Starting examples In the illustration below Pilot A is towed about 4 km down track and starts from the point of release The task must be at least 4 km longer than required and cannot be a Diamond goal Pilot B releases climbs in lift and then makes a start from the sector Since he was not within 1 km of the start point he can t claim a Diamond goal Pilot C releases climbs and makes a start by crossing the 1 km long start line He can claim anything if he completes the task A cylinder OZ is not shown because it cannot be used for a start 4 4 Finishing examples In the illustration below Pilot A lands without crossing the finish line or entering the finish sector He cannot claim a goal or closed circuit flight He can choose any point on his circuit rather than his landing position as his finish if it helps with the 1 rule Pilot B crosses the finish line but does not enter the sector The point he crosses the line is his finish position and height Pilot C enters the sector within 1 km of the finish point Any logged point within the 1 km radius sector can be used to determine the finish time and altitude for a goal or closed circuit flight If pilots B and C are on distance flights they can choose any logged point as their finish point SC3 Annex C 8 2014 4 5 The virtual finish option A position fix from the FR data may be selected post flight as an in flight
45. ence requires some care and time Time is always in short supply on the morning of the big flight so anticipate the day and plan for it during the off season this will go a long way towards your success a Study the current Sporting Code to understand the requirements for the intended task the Chapter 1 task table is a particularly useful aid and discuss your planned flight with the OO The popular On Line Contest rules and scoring will not necessarily result a badge leg being achieved For example flying cross country with no TPs declared and then having the OLC score a random leg as being over 50 km does not qualify as a Silver distance flight Refer to the Appendix 2 documentation checklist also b Be completely familiar with your flight recorder and the loading of the declaration and turn point data Prac tice with the recorder on local flights before trusting yourself to use it correctly for a badge flight c Have only the current badge record and other flight forms on hand Store all the task planning documents in a separate folder and keep it handy Record forms are available on the IGC web site d Plan several tasks for different meteorological conditions and have them loaded in your FR or available on your computer Finally prepare and use a task checklist 3 2 Hints for Silver badge leg flights The Silver distance flight is the leaving the nest adventure It is intended to be a solitary accomplishment the no help
46. ere calibration is at civil aviation and military instrument sections the supervising OO should retain the igc file and the calibration table MECHANICAL BAROGRAPHS FLIGHT PREPARATION Pre flight For mechanical barographs attach the foil or paper strip to the drum Ensure it cannot slip on the drum if held by tape rather than a hold down bar If foil use a heavy duty thickness as thin foil may tear from the handling it gets If a flight is likely to require more than one rotation of the barograph then the foil or paper should be attached to the drum so that the recording needle can pass smoothly over the hold down bar or overlapping paper without interruption More than one flight can be recorded on the barogram example a relaunch for a task attempt Paragraph 12 3d refers to multiple flight traces If you use foil smoke it evenly and lightly or it may tend to flake when disturbed A small piece of solid camphor is ideal for smoking Attach the drum ensuring that it is correctly keyed to the mechanism Fully wind the spring Check that the rotation rate if adjustable is suitable for the flight The 4 hour rate is preferred with a Winter barograph as it allows an accurate analysis of important elements of the trace such as the release and low points The 2 hour rate can result in overlap of the trace and the 10 hour rate compresses the trace so much a low point notch may be unreadable Pilots should test the actual running time of
47. es us high as 600 have been recorded If the glider is climbing this can be assessed as engine running Pilots should avoid these conditions and if loud cockpit noise is experienced during soaring flight change conditions to reduce it so that it only lasts for a short time c Landing approach ENL values are higher on an approach from noise due to undercarriage sideslip etc because the glider is no longer aerodynamically clean Short term peaks due to specific actions such as opening air brakes will be noted as well ENL values of up to 400 have been recorded although 200 is more typical in an aerodynamically noisy glider and 50 in a quiet machine d Take off and landing During ground contact at take off and landing short duration ENL spikes up to about 600 have been recorded due to wheel noises or on landing initial contact with the ground 14 4 ENL figures engine on During engine running at climb power an increase to over 700 ENL is expected Over 900 is typical for a two stroke engine and over 700 for a 4 stroke Values over 900 have been recorded with a two stroke engine running at full power During engine running these high ENLs are produced for a significant time during climbing flight and can therefore be attributed to engine running rather than soaring 14 5 ENL analysis It is normally easy to see when an engine has been running Other data such as rates of climb and ground speed will indicate whether or not non atmos
48. ften find it useful to maintain guidance materials self help tests etc to assist new OOs gain knowledge of the Code and allow experienced OOs to stay current on new rules b OO control and tracking As a minimum each NAC should maintain a list of its current OOs and their contact information enabling the distribution of information on changes to badge and record procedures or national factors that will influence badge and record flights A more sophisticated database may be devel oped to provide tracking of an OO s activity types of claims certified and other information c Preliminary claim review In the interest of efficient processing of record and badge claims a NAC may allow specified persons to perform a first look review of e mailed flight data and pertinent scanned docu ments if any such as a paper declaration This preliminary review can be performed at the level of the Claims Officer or a NAC appointed data analyst Badge claims may also be pre screened at the club level by an experienced OO which can reduce a Claims Officers workload by minimizing claim errors SC3 Annex C 1 2014 A first look may be submitted within hours after landing However this in no way substitutes for the OO s submission of a claim package including the original of all recorded data a completed application form and each applicable certificate See SC3 5 3 5 d NAC jurisdiction The relationship between an organizing NAC and a
49. g has been witnessed and recorded for comparison with the FR or PR data If not witnessed by an OO times may be confirmed by checking the official log of take offs and landings or by evidence from a reliable witness that is countersigned later by an OO 8 2 Observation zone considerations OZ type is not part of a flight declaration even though the pilot can select the OZ type to set into the FR If the sector OZ was set into the FR and the pilot missed entering it at a turn point the soaring performance will still have been completed if the pilot was within the cylinder OZ that is within 500 metres of the turn point In this case the leg distance must be reduced in accordance with SC3 1 3 7 Be aware that this could negate a badge flight that was within 1 or 2 km of the minimum distance for that badge leg Remember that a cylinder OZ cannot be used for a start finish point SC3 4 5 2b defines valid fixes but all fixes valid or otherwise in or near the OZ should be assessed Between 5 and 10 valid fixes on both sides of the fix or fixes used for verifying presence in the OZ should be at the time interval setting used for the OZ the fast rate in FRs that have this facility Some FRs mark OZ entry with a tone but only post flight analysis of the igc file can prove presence in the OZ You should fly into the OZ for several fixes before turning for the next leg As GPS fixes may be lost at high bank angles depending on the antenna mounting extreme
50. h Options ceeeeeeeeees 8 Starting examples 8 Finishing examples 8 The virtual finish option seee 9 Barographic evidence Barograph data 9 Trace CONTINUITY oo eee eee eeeeeeeneeeeeenteeeeeeees 9 Position recorders and IGC approved flight recorders Position recorders 10 PR file format amp testing eee 10 Flight recorders 0 eeeseeeeeseeeeseneeeeeeneeeees 11 Flight recorder declarations ee 11 Pilot and glider data 12 Sampling rate settings 0 12 Missed fixes siinne 12 Barograph calibration requirements 12 Flight recorders installation Fitting the FR to the glider 13 Installation checks by an OO eee 13 8 1 8 2 8 3 9 1 9 2 9 3 9 4 10 1 10 2 10 3 10 4 10 5 11 1 11 2 11 3 12 1 12 2 12 3 12 4 12 5 12 6 12 7 12 8 13 1 13 2 13 3 14 1 14 2 14 3 14 4 14 5 14 6 Flight recorders pilot actions Witness of take off and landing 14 Observation zone considerations 14 Alter flight s 2 e ceistshcccitvseneaietacasaesteedgeed 14 Flight recorders OO actions Downloading the flight data file 14 Potential data download problems 15 OO s copy of the data 15 FR manufacturer s codes s e 15 Flight recorders data analysis Security CHECKING eeeeeeeeeeeeeeeeeee 15 OO SUPPOMt sainte deeded ced Ses 16 Flight evaluati
51. h no spikes or other short term variations Information for the GFAC Before issuing an approval for a PR NACs must send the GFAC chairman lt ian ukiws demon co uk gt the following information the Internet link to the GPS unit operating manual the proposed operating limitations a copy of the download and igc file validation e sample igc files This will enable GFAC to provide the NAC with expert advice including information on the PR s IGC file structure and any SC3 requirement that may have been missed The final approval data will be posted on the IGC GNSS web page for PRs Flight recorders FRs The principles and technology related to the GPS system on which flight recorders operate is outlined in Appendix 5 Full details of the IGC approval process for FRs is in Chapter 1 of Annex B to the Sporting Code See lt www fai org gliding sporting_code sc3b gt a 6 4 IGC approval documents An FR must be operated in accordance with its IGC approval Appendix 4 para 1 3 Pilots should obtain a copy for the FR they use and study it and any user manual from the man ufacturer before flights that will need to be officially validated Notice of initial issue or amendments to existing IGC approvals is posted on the e mail mailing list lt igcdiscuss fai org gt and on the international newsgroup lt rec aviation soaring gt The current version of all IGC approval documents is available at lt www fai org gliding gnss
52. h notes for OOs and other people concerned with validating a flight including barograph calibrators SC3 Annex C 30 2014 1 4 Physical and electronic security a Physical security An internal security mechanism activates if the FR case is opened A silver coloured tamper evident manufacturer s seal is normally fitted over one or more of the case securing screws Electronic security If the FR has been tampered with such as by opening the case or attempt ing to do so the internal security mechanism will erase the electronic key used to validate the integrity of the igc files These files will continue to be produced but will be marked as unsecure and will fail the Vali test 6 2 d Individual Vali programs originate from the FR manufacturers and are coded to recognise the correct digital signature from each manufacturer s FRs Other flight data checks Detection of alteration or artificial manufacture of data can also be helped by analysing features that can be checked from independent sources These include wind drift in ther mals the ground level pressure for the time and places of take off and landing exact positions at take off and landing comparison with other flight records from the day and locality concerned etc The nearest meteorological office will have past records of ground level pressures the wind structure with altitude These can be used for checking against flight data that is being investigated Flight re
53. has been prepared to assist pilots and Official Observers OOs to interpret the rules in the Sporting Code for gliders and motor gliders It amplifies these rules gives guidance on how to comply with them and recommends procedures for the operation of equipment used to provide evi dence for flights Suggested improvements to the text of the Annex will always be seriously considered Send proposed amendments to the IGC Sporting Code committee chairman e mail below in 1 2 preferably in the format used in the text Changes do not require formal IGC approval as the Annex is informational in nature A vertical line to the right of any paragraph indicates a substantial change in the text from the previous Annex Each new issue will also contain many minor editorial changes that are not so marked 1 2 The Sporting Code The Code covers all badge and record types and allows the pilot to gather flight evidence in alternate ways with various data recording equipment As a result although clarity and simplicity is the goal how one is to respond to the Code requirements may be confusing If you think that any text in the Code is capable of more than one interpretation the most straightforward interpretation is the correct one If you find any part of the text unclear pass your concern to the IGC Sporting Code committee Questions on the Code rules may be sent to the Sporting Code committee chairman at lt 106025 2661 compuserve com gt Misinterpretation of
54. ish 1000m requirement for goal flight 4 2a OQVIDONCE restera staves ns cede 4 1 options examples 4 2 4 4 virtual finish options 4 5 flight data anomalies 10 5 analyst approval 10 2b copy of data to OO 9 3 download problems 9 2 flight evaluation 10 4 dge file format 9 1b independent Of FR eeseeeeeeseeeeeeneeeeeeaes 8 1 IN PUL OMOlS ieee ens ceive das sun dienes 6 5 loss Of data 10 5a Missed TIXS 88m Mint 6 7 10 5b notching the barograph 12 1b 12 2 12 4 downloading FR data 9 1 Validation 6 3d 10 3g A5 1 4b flight recorder altitude SENSING A5 1 5 approval documents 6 3a A5 1 3 barograph calibration 6 8 A5 2 control by OO 7 2 8 4 9 1 data security 10 1 electronic security Vali program s s 6 3d fitting sealing in glider eee 7 9 1 fix rate setting 6 6 IGC approval levels A5 1 3 manufacture s codes 9 4 pilot input data 6 5 security physical A5 1 4a Start finish evidence 4 1 free record flights 3 10 G goal 1000m requirement 0 4 2a 4 3b GPS ACCUIACY nin e rente aaie A5 1 2 2014 height measurement for badges 2 4 levels Of a
55. lating to FAI International Sporting Events FAI Members shall within their national terri tories enforce FAI ownership of FAI International Sporting Events and require them to be registered in the FAI Sporting Calendar An event organiser who wishes to exploit rights to any commercial activity at such events shall seek prior agreement with FAI The rights owned by FAI which may by agreement be transferred to event organ isers include but are not limited to advertising at or for FAI events use of the event name or logo for merchan dising purposes and use of any sound image program and or data whether recorded electronically or otherwise or transmitted in real time This includes specifically all rights to the use of any material electronic or other including software that forms part of any method or system for judging scoring performance evaluation or infor mation utilised in any FAI International Sporting Event Each FAI Air Sport Commission may negotiate agreements with FAI Members or other entities authorised by the appropriate FAI Member for the transfer of all or parts of the rights to any FAI International Sporting Event except World Air Games events in the discipline for which it is responsible or waive the rights Any such agreement or waiver after approval by the appropriate Air Sport Commission President shall be signed by FAI Officers Any person or legal entity that accepts responsibility for o
56. le to fail the Vali check para 6 2d above Therefore all data files must be reviewed by analysis software and in text format all H record data required for declarations must appear in lines that start with the letters HF not any that start HO or HP and the igc file must pass the Vali check WARNING The HO and HP issue described above can result from transferring declaration data to an FR using a device and or software not subject to IGC approval Test as needed to make sure any such device and software are compatible with the FR in use 6 5 Pilot and glider data Pilot and glider data stored in a PR or FR is not definitive until confirmed by the OO from independent evidence taken at take off and landing When any shared FR is used pilot and glider data may be from a previous flight so care must be taken to see that the pilot and glider data is accurate however an error may be corrected by the OO for Silver and Gold badge claims 6 6 Sampling rate settings SC3 4 3 1 The GPS sampling rate is chosen through the set up menu of the FR Most FRs allow the selection of a longer fix interval for flight between waypoints and a shorter interval for use near waypoints An interval of 20 seconds or less allows turns to be seen in flight analysis software You should determine how long it takes to fill the FR s memory at a given setting A faster setting should be used near OZs This is done automatically in some FRs or after pressing the Pilot Event
57. maneuvers should be delayed until valid fixes have been recorded in the OZ 8 3 After flight After the flight the pilot must not alter the installation of or remove the FR or any other flight data recording equipment until it is witnessed by an OO Doing so compromises the OO s control of the flight The OO s control of the FR is not compromised if the pilot enters a new declaration prior to the flight or on a subsequent flight if the first one fails FLIGHT RECORDERS amp POSITION RECORDERS OO ACTION 9 1 Downloading the flight data file The OO shall download the flight data file as soon as practicable after landing especially if the pilot glider or task is to change for the next flight If a laptop computer is available or the FR downloads directly to portable storage media such as a memory stick the flight data may be down loaded at the glider without disturbing the installation of the FR If this cannot be done the OO shall check and break any seal to the glider and take the FR to a computer to download the flight data When more than one FR is carried each must be checked to ensure that the last declaration either in the FR or written applies to the flight SC3 Annex C 14 2014 If the OO is not familiar with the actions required the pilot or another person may download the data while the OO witnesses the process Security is maintained by the coding embedded in the FR and in downloaded igc files that can be independently ch
58. manufacturer followed by the recorder s three character serial number The A record in its entirety can be seen when the IGC file is viewed in text format WARNING When the A is followed immediately by an X this indicates either 1 FR recorded data was amended and saved using software not subject to IGC approval or 2 a Position Recorder was used in which case a written declaration is required SC3 Chapter 4 Appendix A 5 c The header record The remainder of the declaration data is in the H Header record that starts on the second line of a igc file H record lines that list information on components within the FR begin with HF and cannot be altered The line beginning with HFPLT lists the pilot name in newer FRS a line beginning with HFCM2 is provided for the name of a crew member The lines beginning with HFGTY and HFGID are for glider type and identification respectively For records pilot s and the individual glider used must be correctly entered in the FR before take off How ever if two pilots are aboard for a record claim but an FR provides only one line for both names enter the name of the pilot in command followed by the second pilot crew shortening both names as needed A few older recorders allow the OO or pilot to enter H record pilot and aircraft data after the flight These lines start with the letters HO for OO entries or HP for pilot entries and will not cause the data fi
59. ne 3 3f 3 5 4 2a 8 2 soaring performances for given course 3 6 Sporting Code comments on 1 2 spurious fixes 10 5c starting Viden E RE ee 4 1 example Sinsice N 4 3 OPTIONS re Te a nr eat Et 4 2 T task abandonment or failure 3 8 more than one in a flight 3 7 pilot preparation 3 1 turn point STP dIStanCes aan 3 9 number of TPs allowed 3 11 Vv validation of flight data files 6 3d Virtual finishen a a ce 4 5 W WAY point codes 3 4d witness of take off or landing eeeeeeeees 8 1 2012
60. nnot be accurately known until the barogram has been evaluated using the calibration graph d If there is evidence of more than one flight on the barogram the OO must be able to clearly identify each part of the barogram and is to mark the part s subject to claims with the name s of the pilot s There must be positive evidence to associate pilots making claims with the particular parts of the barogram such as from club launch and landing logs or from other witnesses who saw the claimant s launch and land e Smoked foil barograms must be fixed after the information is added Coating the foil while on the drum with a spray lacquer is a good method Use a light first coat as a heavy initial spray could obliterate the trace Test spray on an unused area of the barogram first f After fixing the OO evaluates the barogram for the heights of interest This requires the use of a calibration graph of the barograph prepared from a current calibration trace If required by the Claims Officer the original calibration graph and its trace should be submitted with the claim not a photocopy This require ment may be waived by Claims Officers for badge height gains clearly in excess of the required minimum and loss of height clearly below the allowed maximum Finally if the barograph is not being used for some time allow it to unwind as a kindness to the spring mechanism 12 4 Evaluating a release point not evident on the barogram When the to
61. ns recorded for take off and landing in the igc file b Pilot procedures Pilots are advised to retain the flight data in the PR memory as long as possible so that in the event the OO has concerns about the flight a further file download from the PR is still possible They are also advised to ensure that independent evidence of take off and landing is available 6 2 PR igc file format and testing Because PRs are simpler than flight recorders some non vital data fields may not be present Pressure altitude in the igc file is to be recorded as zero unless it is derived from a pressure sensor from which a calibration must be made following IGC procedures The tests below should be shown in the PR files and files from an FR should be included for comparison a Analysis The igc file produced by the device should be capable of analysis by a recognised and public ally or commercially available analysis program The files sent to GFAC must be able to demonstrate this The analysis program should be specified in the approval document b Validation The method of ensuring the integrity of the igc file should be specified in the approval docu ment including details of the validation system that will identify any changes to the igc format file made after the initial download Any changes detected after initial download will invalidate the data In this event a further download should take place under close OO supervision and the igc file analysed ag
62. nt or the time at a fix selected as a start ing the OZ of the finish point The start height The finish height is measured at the same place as the start time is measured at the same place as the finish time 4 2 Start and finish options The start and finish of a badge or record flight are the places where mis takes may occur because of the several alternatives available The start holds much potential for error or miscal culation of position or height that will negate the remainder of the flight The Code gives several choices for starting SC3 1 2 8 and finishing SC3 1 2 11 See also the Task Table at the end of SC3 Chapter 1 a The distance to a goal task requires crossing a start line or leaving a start sector OZ within 1000 metres of the start point and crossing the finish line or entering the finish OZ within 1000 metres of the finish point The cylinder OZ cannot be used for a start SC3 1 2 5 b For the Diamond goal badge leg any speed record and any out and return or triangle distance record the start finish requirements are identical but the start and finish points must be the same to close the course c When any of the above courses is declared but no turn point is rounded straight distance may be claimed using a start at release or by the exit from any point of the start OZ followed by any type of finish d You must be aware of how much loss of height between start and finish you can incur before your plann
63. oached from a lower pressure altitude by decreasing the pressure After maximum altitude has been reached slowly reduce chamber pressure to ambient A trace will resemble the one below either with the information shown added or printed on a separate certificate that identifies the trace If a smoked foil has been used fix it with a thin coat of spray lacquer barograph type model range serial number name of calibration facility date of calibration type amp ser no of reference calibration equipment height of each step of the trace details of any corrections needed to the marked pressure altitudes name and signature of the calibrator msi calib line Reference needle line scribed by a 2 needle barograph bottom edge of barogram paper or foil Calibration graph In order to evaluate heights from a barograph trace see para 11 4 the OO will need to prepare a calibration graph from the data on the calibration trace Graphing programs are available to output a best fit graph from the calibration data points If you are constructing the graph use good quality graph paper with fine graduations A pair of dividers and a small plastic square is required a Draw a horizontal line near the lower edge of the graph paper For a double needle barograph this refer ence line represents the line scribed by the fixed needle during calibration for a single needle barograph this reference line represents the lower edge of the b
64. of CONTENTS General Purpose Of Annex 1 The Sporting Code 1 The National Airsport Control ee 1 NAC recommended practices 1 Official Observer duties cceeeeeeetees 2 A word on processing claims 2 National records 2 Measurement accuracy and precision 2 Height problems Loss of height duration claims 3 Thed rule i Ane eRe 3 Table A max allowed height loss 3 Height penalty distances over 100 km 3 Height measurement using GPS altitude 4 Measurement of absolute pressure the altitude correction formula 0 4 Task considerations Pilot preparation eeeeeeesseeeeesseeeeeeneeees 4 Hints for the Silver badge flight 4 Common badge errors cceeeeeeeteeeeeeees 5 Notes on declarations 5 Internet declarations for badges 6 Flight into the observation zone 6 Claiming more than one soaring performance 7 Abandoned turn points and other declared task problems 7 Three TP distance task nnc 7 Free record flights 7 Limit on declared TPs 7 Start and finish considerations Start finish evidence 0 0 eect eeeeeeeeees 8 Start and finis
65. ompleting the A C leg of the triangle flight If flown in the reverse direction it would meet the 3TP distance definition of SC3 1 4 9b c Silver distance If the pilot abandoned the flight more than 50 km on the way towards A and then returned Silver distance is achieved by claiming the furthest point from the club as the virtual finish 3 8 Abandoned turn points and other declared task problems SC3 1 4 1a A failed declared task may still fulfill the requirements of another soaring performance rather than focusing on the failure look for what was achieved For example a free record may be possible if any declared way point had been missed A flawed distance to a goal record attempt can be evaluated as straight distance for badge or Diploma purposes A 3TP distance is viable task in its own right or claimed when a declared closed course is marred by one or more of the following problems SC3 1 4 5 refers a any number of the declared turn points were achieved but not in declared order b the start and or finish for an intended closed course was not achieved as required by SC3 1 4 6 c the declared start and finish points were achieved but yield a disqualifying loss of height penalty a start at release and or a finish at a finish fix will often solve this problem 3 9 The 3TP distance task The 3TP distance task allows several options in both the declaration of the way points and how they may be used A maximum of five way
66. on line form residing on a national or local website The declaration shall include the OO s name and identifying number Once transmitted the internet based declaration becomes a secure document as the website host or ISP holds the authoritative copy b The official time of an e mailed declaration is the date time stamp on the copy received by the OO The time it takes for an e mail to be transmitted is variable so the pilot should take this delay into account when preparing for the flight The OO should verify with the pilot that the document was received and is valid A declaration uploaded to a web site is more direct and ideally the site could also post an e mail confirmation back to the pilot c The OO must be satisfied that the declaration is valid by inspecting the computer generated dates of cre ation and modification of the documents Following that all electronic documentation including the igc file shall be submitted to the NAC Claims Officer by means the NAC has approved At the discretion of the NAC claims may be submitted in hard copy as e mail attachments or by uploading documentation to an NAC specified website 3 6 Flight into the observation zone A way point is reached only when the pilot has evidence of being within its observation zone or that a start or finish line has been crossed Either the sector or the cylinder OZ may be used for a turn point on a given flight but the cylinder OZ cannot be used as a start and or
67. on software 16 Evaluation of flight data 16 Data anomalies cecen 16 FR barograph calibration Initial setup 17 Preparation 17 Calibration 17 Sample barograph calibration table 18 Recording of calibration data 19 Mechanical baros flight preparation Preflight ss rest etes 19 LABS 1e DER EET 19 POSt HIgNt 82H ei a nent 20 Release point not evident 20 Duration evaluation 20 Height gain evaluation 21 Correcting data for instrument error 21 Absolute height evaluation 000000n 21 Mechanical barographs calibration Preparation ss 22 Calibration 22 Calibration graph 22 Motor gliders MoP record for motor gliders eeeee 23 MoP recording systems eee 23 ENL figures engine off 23 ENL figures engine on 24 ENL analysis 0 cceeeeseeeeeseeeeeeenerereeaees 24 Sample ENL systems data 24 Appendices Common conversion factors eeeee 26 Documentation for FAI badges asaaea 27 Badge or record flight procedures flowchart 5 nissan 28 Flight declaration form ssec 29 Principles of GPS 30 Ndo ea Pau at Bain Mu fe eas 32 2014 SC3 Annex C Official Observer amp Pilot Guide GENERAL 1 1 Purpose of this Annex The Annex
68. on table when sent to other people Barograph calibration table Flight recorder type model serial NO ooo eee eeeeeseeeeeeeeeeeeeneeeeeeeeeteenneeerenaeeees Name place of calibration facility 00 eeseeeeseeeeeeneeeeeeneeeeeeeneeetesnneeeeenaeeees Flight recorder calibrated against Reference manometer type model serial NO cccececeeececeeeeeeeeeetteeeeeeeees ON wanda ae date in accordance with FAI Sporting Code Section 3 Gliding Annex C Flight Recorder Calibration Procedure QFE 1010 1 HPa T 14 The manometer readings have been corrected for temperature As this is a FAI IGC approved FR the igc calibration file is held on record at this facility Manometer FR reads Correction ft ref to 1013 2 HPa ft ft 0 10 10 1000 1005 5 2000 2000 0 3000 2975 25 4000 3950 50 5000 4950 50 6000 5920 80 8000 7910 90 10000 9910 90 12000 11910 90 14000 13890 110 16000 15865 135 18000 17860 140 20000 19865 135 22000 21885 115 24000 23880 120 26000 25925 75 28000 27890 110 30000 29875 125 32000 31875 125 34000 33925 75 Name Signature ecceeecceeseeeeseceneeeeneeseneeeeeeeeneeesneeeeneees date eeceeee Authorised calibrator for the National Aero Club of country SC3 Annex C 18 2014 12 1 12 2 Recording of calibration data After the calibration the data file containing the pressure steps shall be transferred to a computer as if it were flight data
69. or 1 minute then return to ambient This is to ensure that the flight recorder starts recording Most FRs will begin recording either just after being switched on or when a pressure change is detected typically a change in pressure altitude of 1 m sec for 5 seconds b Adjust the chamber pressure to the ISA sea level value of 1013 2 HPa Depending on the actual ambient pressure it may be necessary to hold a positive pressure in the chamber SC3 Annex C 17 2014 c The actual calibration can now begin If a metric calibration is being made use intervals of 500 metres for the first 2000 metres and 1000 metre steps thereafter If using feet use altitude steps of 1000 feet for the first 6000 feet and 2000 foot steps thereafter Hold each step for at least one minute All calibration points including the 1013 2 HPa sea level datum should be approached from a lower pressure altitude by de creasing the pressure After the maximum altitude has been reached slowly reduce the chamber pressure to ambient d Download the igc file of the calibration and use the data to produce a calibration table of altitudes against corrections A calibration table such as shown below should show the following information recorder model and serial number place and date of calibration type and serial number of the reference calibration equip ment name and signature of the calibrating officer Keep the igc file for record purposes and supply it with the calibrati
70. or and FR manufacturer to the Standard Atmosphere A sea level baseline setting and a setting for gain with altitude are usually available for adjustment The FR manufacturer should adjust these settings for minimum errors before sale see para 11 1 SC3 Annex C 31 2014 INDEX A absolute altitude correction 2 5 accuracy of measurement 1 8 altitude distance correction 1 rule 2 2 COMO nen ei eo MR A ee i ira 1 8d GPS altitude use 2 4 pressure sensing recording 0 A5 1 5 approval documents FR 6 3a B badges required documentation A2 badge flight procedures flowchart A3 common badge flight errors 3 3 distance calculation amp accuracy 1 8b c Silver badge flights 0 0 eeeeeeeee 3 2 3 7c Silver badge tasks 3 9 barogram absolute altitude evaluation 0 12 8 continuity of trace 5 1b 5 2 duration evaluation 5 1c 12 5 height gain evaluation 12 6 interruption of trace 5 2 release point time not evident 12 4 12 5b barograph calibration mechanical 13 2 calibration method FR 11 3 electronic barograph use seee 5 1 instrument error altitude correction 12 7 NONINO sss ccchieeeeececte nective andes 12 1b 12 2 OO procedures 12 1 12 3 prep
71. otch sets the low point of a wave flight or the start height of a distance flight to determine if any height penalty is to be applied Failing to notch the trace is a common error at the start of the task because of the added pilot workload that may occur at this time yet it must be remembered SC3 Annex C 19 2014 The OO should record the take off time the tow release time if possible the tow plane landing time and the start time if applicable of the flight Knowledge of tow duration is very useful in estimating starting altitude on a barogram if a good notch is not present 12 3 Post flight a After landing the pilot should let the barograph run for a few minutes to allow the landing site air pressure to settle and be recorded clearly The barograph should then be turned off so that handling shocks and transportation will not confuse the trace b An OO must then take charge of the barograph The OO will carefully remove the drum and inspect the barogram to verify that release and or subsequent low point is shown clearly If it is not proceed to the instructions in para 12 4 before continuing with the following steps c Add the information to the barogram listed in SC3 5 3 3 Other data may be added such as OO s name print badge leg or record being claimed indication of release low high and landing point take off site etc but do not let any mark touch the flight trace Do not add any altitude values to the trace they ca
72. penalty for distance flights over 100 km SC3 4 4 3a For such flights there is a penalty on the claimed distance if the loss of height exceeds 1000 metres in order that there is no benefit to starting a task with excess height This penalty now 100 times the excess height loss increased over time to keep pace SC3 Annex C 3 2014 with the increasing performance of gliders If the loss of height on your flight was 1257 metres for example then the distance flown is reduced by 100 times 257 metres or 25 7 kilometres 2 4 Height measurement using PR evidence Some GPS units can record both pressure and GPS alti tude Where pressure altitude is not recorded GPS height from a PR is sufficient for Silver and Gold badge claims given a margin of 100m over the limits to gain of height SC3 2 1 1 and 2 1 2 for Silver and Gold altitude and 100m under the loss of height for Silver and Gold distance and duration claims SC3 4 4 3 For example a Gold altitude claim would require a GPS height gain of at least 3100m and a 65 km flight would require a loss of GPS height of no more than 65 km x 1 100m or 550m For pilots using altimeters that display altitude in feet refer to Table A above subtracting an additional 328 feet to determine the maximum height loss when GPS height evidence is used 2 5 Measurement of absolute pressure the altitude correction formula SC3 4 4 5 To make this correction the OO must determine the standard altitu
73. pheric energy is being added Short term peaks in ENL 10 seconds or so may be due to the other factors mentioned above such as undercarriage and or air brake movement sideslip open direct vision panel sideslip the nearby passage of a powered aircraft etc If in doubt e mail the igc file to the GFAC chairman at lt ian ukiws demon co uk gt for further analysis and advice 14 6 Sample ENL systems data ENL data is shown below using the presentation from one of the many analysis programs designed to work with the igc file format Here the ENL values are shown as solid black bars whose height correspond to the ENL values at each fix They are synchronised with the barograph trace from the FR pressure altitude sensor A separate graph of speed with time is included and this is helpful in identifying why ENL values have varied during normal gliding flight such as explaining higher ENL values at higher speeds Launch pilot event marker Engine run ENL spike Baro PEV fix at start on return to airfield at landing ENL100 trace GPS speed 100 kts 185 km h Time hrs ENL levels shown in black overlaid on the altitude trace with GPS derived groundspeed below SC3 Annex C 24 2014 Launch ne engine run o engine run 5000 ft baro GPS speed 100 kts 185 km h ENL levels in black with altitude and groundspeed traces From a flight with an engine run at launch and two shorter engine run during th
74. points may be declared a A start and a finish point The start point may also be used as a turn point The release or MoP stop may also be the start point b One two or three turn points achievable in any order allowing up to four legs to be summed for total dist ance A single TP might be claimed for a dog leg course or for a failed out and return course that was not correctly closed At least one TP must be achieved otherwise only straight distance can be claimed c Ifall the TPs are flown in the declared sequence and the start and finish points are identical a triangle distance or speed task can also be claimed This is a good task for a Silver attempt Using one of two TPs more than 50 km away is a popular option with start and finish planned at the home airport and you can choose the better one to go to during the flight Another uses two TPs with the home airport near their mid point so you are close to home for the entire flight See 2 2 for an example on how the loss of height limit applies to a Silver distance flight 3 10 Free record flights SC3 1 4 7 For free distance record flights the way points are declared after the flight is done A normal declaration is still made before the flight that includes the usual non flight information but task way points can be omitted The pilot is free to fly anywhere between take off and landing and after the flight select fixes from the position evidence to be the declared w
75. pproval A5 1 3 H height absolute height evaluation 12 8 altitude correction formula 2 5 correcting for instrument error 12 7 evaluation mechanical baro 12 6 1 rule for under 100 km 2 2 measurement using GPS evidence 2 4 penalty over 100 km 2 3 release point not evident 12 4 l identification marks barograph eseese 12 1c IGC approved flight recorder 6 3 IGC approval documents 6 3a IGC flight data file 6 3b internet e mail declarations 3 5 L landing certificate A3 loss of height penalty 2 1 2 4 M manufacturers codes for FRS 9 4 means of propulsion MoP control with MoP recorder eee 14 1 recording systems 14 2 Start finish of task cceeeeeeeeeeeeeeeeeeeeeee 4 2 measurement accuracy amp precision 1 8 MoP see ENL 14 1 N National Airsport Control responsibilities 1 3 recommended practices 1 4 national turn point lists 1 8c national records 1 7 notching barographs 12 2 O observation zone choice of OZ type 3 2 flight path within 3 6 8 2 FR sampling rate within
76. process of being converted to an igc file using See You for example A file stored on the OLC website will not validate Notes on declarations If you are new to FRs in general or to a particular FR or linked device make some practice flights before a badge attempt it is the best way to avoid declaration problems Enter a declaration each time and check it carefully post flight to make sure the correct data appears where it belongs in the igc file The structure of FR declarations is described in 6 4 Consider the following a No declaration is required for duration or gain of height badge flights that use only a PR or a stand alone barograph for evidence SC3 1 42 or for a straight distance flight so long as no pre declared start or finish point is used SC3 1 4 3 Even if more than one FR is installed in a glider there is one and only one valid declaration A declaration is by definition a pre flight document per SC3 1 1 2 and 4 2 However each flight data set must reconcile favorably with all others A difference in the declaration between these FRs could be grounds for refusing any claim from the flight A pilot using an FR flight computer system may be rushed before take off and confuse its declaration and navigation functions If you wish to make a last minute change to a badge task writing a new Internet or paper declaration will avoid possible FR data input errors see 3 5 Note the timing warning in para 6
77. ressure altitude sensor to the criteria in SC3B 2 6 1 Large corrections should not apply after initial calibrations because outputs of electronic barographs are con verted directly to metres or feet On set up and calibration before or immediately after initial sale it is expected that the sea level setting will correspond to the required 1013 2 HPa within 1 0 HPa up to an altitude of 2000 metres within 3 0 HPa and within one percent of altitude above 2000 metres 11 2 Preparation The calibrator should if possible be familiar with the type of FR being calibrated but it is appreciated that technicians in civil aviation and military instrument sections will usually follow their normal calibration procedures and expect that it will record appropriately once it is switched on Given this it is up to the pilot to set up the FR beforehand Some older FRs need to be set to a special calibration mode and some require a password to be inserted so that pressure recording can start in the absence of GPS fixes Details on calibrations are at the end of Annex B in the IGC approval document for the type of recorder concerned The recording interval should be set to 1 or 2 seconds If the FR has no internal battery capable of running it during the calibration use an external battery placed in the altitude chamber with the FR 11 3 Calibration a Place the FR in the calibration chamber Increase the pressure altitude about 1000 feet 300 metres hold f
78. rganising an FAI Sporting Event whether or not by written agreement in doing so also accepts the proprietary rights of FAI as stated above Where no transfer of rights has been agreed in writing FAI shall retain all rights to the event Regardless of any agreement or transfer of rights FAI shall have free of charge for its own archival and or promotional use full access to any sound and or visual images of any FAI Sporting Event The FAI also reserves the right to arrange at its own expense for any and all parts of any event to be recorded filmed and or photographed for such use without payment to the organiser FAI Statutes Chapter 1 para 1 6 FAI Sporting Code General Section Chapter 3 para 3 1 3 FAI Statutes Chapter 1 para 1 8 1 FAI Statutes Chapter 2 paras 2 1 1 2 4 2 2 5 2 and 2 7 2 FAI Bylaws Chapter 1 para 1 2 1 FAI Statutes Chapter 2 para 2 4 2 2 5 FAI Bylaws Chapter 1 para 1 2 2 to 1 2 5 FAI Statutes Chapter 5 paras 5 1 1 5 2 5 2 3 and 5 2 3 3 FAI Sporting Code General Section Chapter 3 para 3 1 7 oo NOUO FWD k O oO FAI Sporting Code General Section Chapter 1 paras 1 2 and 1 4 FAI Statutes Chapter 5 para 5 2 3 3 7 FAI Bylaws Chapter 6 para 6 1 2 1 3 a ak N 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 2 1 2 2 2 3 2 4 2 5 3 1 3 2 3 3 3 4 3 5 3 6 3 7 3 8 3 9 3 10 3 11 4 1 4 2 4 3 4 4 4 5 5 1 5 2 6 1 6 2 6 3 6 4 6 5 6 6 6 7 6 8 7 1 7 2 TABLE
79. s displayed below the horizontal axis Repeat the process for the high point as shown at b b If pre and post flight baselines recorded at the same airfield are essentially the same distance above the appropriate reference line on the flight barogram the above method is equally applicable for determining gain of height and loss of height as well If same site pre and post flight baselines differ or the landing took place at a location where the elevation is lower or higher than the take off site the height reached should be measured from the start take off pressure and see para 12 7 below 12 7 Correcting numeric altitude data for instrument error When FR or electronic barograph calibration is done numerically linear interpolation may be used to correct for instrument error and the result is calibrated pressure altitude In the example below 492 feet 150 metres was recorded by the FR before take off where the site elevation is actually 798 feet msl 243 metres Metric units English units Lab altitude FR altitude Lab altitude FR altitude 0 30 0 98 X 150 X 492 609 641 2000 2100 X 609 641 150 609 0 641 30 X 2000 2100 492 2000 0 2100 98 X 120 metres X 394 feet The same method can be applied to FR recorded altitudes at release start low point high point and finish but if the pre and post flight baseline data points differ from actual field elevation s by more than 30 metres
80. ted to touch the trace at the glider release point Then rotate the drum down and make a small mark across the baseline The barograph is then rewound and restarted with the drum initially positioned as above and timing begun with an accurate time piece The time is again noted when the drum has rotated to a position where the stylus meets the landing point on the trace and the duration determined For rotation rate calibration small marks may be added to the trace at even time intervals by jogging the stylus point slightly b If the release point is not evident on the barogram time the trace from take off to landing and subtract the recorded tow duration If the procedure used in para 12 4 above has been used to estimate the release time on the barogram the OO must disallow the claim if the duration does not clearly exceed 5 hours SC3 Annex C 20 2014 12 6 Height gain evaluation With the barograph calibration graph below see para 13 3 on construction one may use dividers to determine pressure altitude corrected for instrument error in the following manner a Place a protective sheet of clear plastic over the flight barogram and with a right triangle reference to determine true vertical place one divider point on the appropriate reference line and the other on the trace at the low point to be evaluated Transfer the divider measurement to the calibration graph below as shown at a and read calibrated pressure altitude from the number
81. the FAI World Distance Calculator set to the WGS 84 earth model This calculator may be used online or downloaded from lt www fai org how to set a record 121 cia 34839 world distance calculator gt Next determine whether SC3 Annex C 2 2014 a loss of height penalty and or cylinder correction applies if so find their sum Finally calculate the official distance course distance LOH penalty cylinder corrections See also SC3 1 3 9 4 4 2 and 4 4 3 c Measurement accuracy Badge claims are certified for performances that exceed a specified minimum so distance calculations to two decimal places are sufficient Similarly corrections for instrument error are not needed when gain of height based on digitally recorded pressure altitudes indicates the badge mini mum was exceeded by at least 100 metres d Conversion factor misuse Exact conversion factors should be used in all intermediate calculations but round the final result to the precision of the least accurate data Stating that a distance was about 1100 feet infers that it could be anywhere between 1050 and 1150 feet Only the first three figures are signifi cant therefore the phrase about 1100 feet 335 3 metres is nonsensical this conversion to metric has improved the precision of the value to four significant figures Such misuse by OOs is often seen on altitude gain claims This conversion example should be rounded off to 335 metres e Altitude accuracy D
82. verify that a pilot has completed what is claimed and second to certify that the claim matches the Code requirements for a given badge diploma or record The OO must act independently and without favour and be familiar with the definitions in Chapter 1 of the Sport ing Code The ability to correctly interpret the Code is important it is even more important for the OO to pay careful attention to detail and have the integrity to never approve a claim unless satisfied it is correct and com plete and to reject or refer to higher authority a claim that does not appear to fulfill the rules The Code standards are the foundation of recognized achievement in soaring so a rejected almost good enough flight will be a valu able experience for the pilot 1 6 A word on processing claims The introductory philosophy on page 1 of the Code states When pro cessing the evidence supplied OOs and the NAC should ensure that these rules are applied in the spirit of fair play and competition The ratification process determines if the claimed task conforms to the rules Incorrect or incomplete evidence can often be corrected pilot input data in flight recorders is an example see para 6 4 At times although the evidence presented cannot support the stated claim the pilot may not have realised that it is sufficient for another category of badge or record National Claims Officers and OO are encouraged to take the position that while ensuring the
83. w duration is not known to the satisfaction of the OO and release is not evident on the barogram distance and duration claims must be dis allowed In other instances the following procedure can be used to estimate the release time altitude for any badge claim This is the most important reason why the pilot should ensure that the barogram is notched after release and why the OO should always closely monitor the beginning of each flight under their supervision With the barograph OFF and the barogram still attached to the drum wind the barograph and reinstall the drum Manually rotate the drum so the recording needle is directly over the arc scribed at the pre flight timing mark para 12 1c If no timing mark was made position the recording needle over the trace where take off appears to have taken place Gather OO timing notes on take off and release times and calculate the elapsed time be tween the timing mark if none take off to release Turn the barograph ON After an elapsed time equal to the observed flight duration of the tow jog the stylus so that it marks across the flight trace Turn the barograph off and return to para 12 3c to complete post flight procedures 12 5 Duration evaluation The barogram may be used to determine duration and is required if direct timing was not done because the OO was not present at the landing In this case the OO will proceed as follows a Position the drum where the stylus can be carefully deflec
84. wer 7 2 Installation checks by an OO There must be unambiguous evidence that every FR or PR present in the glider for the flight concerned was correctly installed as in 7 1 above and with either of two provisions described in the FR s IGC approval document In summary those provisions are a Sealing At any date and time before the flight an OO seals the FR to the glider structure in a manner acceptable to the NAC The seal must be applied and marked by the OO with initials or a symbol that provides unambiguous proof after the flight that the seal has not been compromised and the OO must be able to identify the seal afterwards b Pre or post flight installation check On the date of flight an OO performs either a preflight check of the FR installation noting the date and time it was performed The glider must then be under continual observation by the OO until it takes off on the claimed flight or e witnesses the landing and has the glider under continual observation until the FR installation is checked This is not only to ensure that the installation is in accordance with the rules but also to ensure that another FR has not been substituted before the data is downloaded to a computer after flight SC3 Annex C 13 2014 Now what do I do the control stick just retracted FLIGHT RECORDERS PILOT ACTION 8 1 Independent evidence of take off and landing The pilot must ensure that the time and point of take off and the landin
85. ynamic pressure errors errors associated with reading barograms stand alone or incorporated in the FR producing a barograph calibration trace and if necessary drawing a calibration graph all these introduce uncertainty in the precise height achieved regardless of calculations to the metre The resulting gain or absolute altitude value should be rounded off to the nearest 10 metres This satisfies the 1 accuracy requirement for Silver gains and is proportionately better for other badges This does not mean that 1 can be added to the barograph reading to accept a marginal flight If a second set of barographic data were recorded the worse case height reading is to be taken as the performance HEIGHT PROBLEMS 2 1 Loss of height for duration claims For the Silver and Gold duration task exceeding a 1000m loss of height 900m using GPS altitude from a PR will invalidate the claim see SC3 4 4 3c When a duration claim is conducted under an OO s continual attention no barograph is required but the loss of height from the release altitude as certified by the tow pilot or launch supervisor to the landing must be clearly less than 1000m 2 2 The 1 rule height loss for tasks less than 100 km SC3 4 4 3b For distance flights less than 100 kilometres the maximum height loss cannot be more than 1 of the distance flown No margin is allowed exceeding 1 invalidates the flight Be especially aware of this when the finish point or the

Annex C Official Observer & Pilot Guide

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Annex C Official Observer &amp; Pilot Guide

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Annex C Official Observer & Pilot Guide