A typical gliding competition day

A typical competition day

For the weather forecasters and the task-setters, the day can start very early! Accurate meteorology is vital for good cross-country flight planning. Once the task has been decided, a competition briefing will be held, usually at around 10 o'clock. Prior to this, the pilots will have prepared their gliders and moved them onto the grid ready for launching (the grid order is rotated for fairness).

The briefing
The purpose of the briefing is to brief the pilots on the days task, the weather and any airspace restrictions or areas which they must avoid (e.g., an air show). A proposed first launch time will also be announced.

The launch
As soon as the gliders can safely stay airborne, they are stream launched as fast as possible by being towed up by numerous light aircraft (or 'tugs'). The gliders have to release at 2000 ft, usually in a similar predetermined geographical position. With good organisation, the grid can be launched in well under an hour.

The start
Generally speaking, the start line will be opened about 20 minutes after the last glider is launched (although this is dependent on the start height for the day, which is determined by the cloud base). The start zone itself is like a giant invisible semicircle in the sky, with the flat edge arranged perpendicular to the outbound track to the first turning point. It is limited in height and width (e.g., it may have a height of 4000 ft and length of 12 km). Like all things, the launch time (and hence start time) is dictated by the weather. When it becomes soarable and the thermals are going high enough (usually above 2000 ft), then the gliders are launched. Once the start line is opened, it is up to the pilot to decide when to start. Pilots are timed from their last point in the start zone, if they do not put a point inside, then they are penalised.

The start time is critical and many pilots often play a waiting game. Starting a bit later than other competitors may often confer an advantage, both mentally (starting 5 minutes after your main rival and then catching him is very demoralising for your opponent!), as well as physically (pilots who started earlier often mark the good thermals, so saving the later pilot from wasting his or her time in weaker ones). However, starting too late may also be a mistake, as the weather may deteriorate and the pilot may not get back. Ideally, the pilot should plan to fly the task in the strongest part of the day - usually from about 1 to 4 pm. Once a pilot has started, they have to radio back their start time to the ground control. Pilots are allowed to make more than one start (which is sometimes a good tactic to get other pilots to start before they are ready).

The task
Tasks vary in length and in shape. They can be shaped liked triangles, rectangles, or contain doglegs. Generally speaking, the task-setter aims to make the race last longer than two hours. Three to five hours is usually ideal. For instance, in England, an open-class task may be over 500 km on a good day. The top pilots may well do this in less than five hours. Turning points are usually easily visible ground features, such as a cathedral, or a cross-roads. These have to be rounded very accurately. Until the advent of GPS, pilots had to photograph the turning point (from the right position) to prove they had been there. Nowadays, they have to fly within 500 metres (which is recorded using GPS and a logger). Gliders also carry barographs (which continuously record height) to make sure that they have not landed halfway around and taken another launch.

The finish

The final-glide is an art in itself. The pilot has to determine when he or she has enough height to safely glide home without requiring another thermal. If the pilot is too cautious and takes more height than they really need, then they waste valuable time, equally, if they don't take enough, then they risk landing short of the airfield. One important aspect of judging this final glide is the wind; if the pilot encounters a headwind, then they will need more height, while with a tailwind, they will need less height. Furthermore, it can sometimes be advantageous to climb higher in an extra-strong thermal, as this enables them to fly faster and get home quicker. Finally, one of the most exhilarating moments is the finish itself. If the pilot has judged it right, they will cross the finish line low with enough speed to do a spectacular pull up and small circuit before landing (although, ideally, if they have judged their final glide absolutely perfectly, then they will cross the finish line with just enough energy to do a safe landing). However, one of the most graceful sights in the world has to be that of many large gliders finishing one after the other while dumping their water ballast. It is the moment that most competition pilots live for! After several hours of complete concentration, tactical decisions, weather interpretation and not stop flying, the relief and exhilaration of passing the finish line is unequalled. As long as they cross it on the right side of the end marker (often a tower containing the finish marshals). Contests have been lost by pilots finishing the wrong side!