24 - Fuel management and scoring in economy tasks

h3. Proposal from

Paap Kolar / Estonia


h3. Proposal title

*Economy tasks.*

h3. Existing text

S10 Annex 3
3.2.3 FUEL MEASUREMENT
Fuel will be measured by weight or volume but will be consistent for any given refueling session. Refueling will be in the order and in accordance with the instructions given at briefing. Failure of the aircraft to be present on time may result in penalty for the pilot.
Competitors must be able to demonstrate that their entire fuel system is empty.

h3. New text

{panel}
S10 Annex 3
3.2.3 FUEL MEASUREMENT IN TASKS {color:#ff0000}WITH A FIXED FUEL QUANTITY{color}

Fuel will be measured by weight or volume but will be consistent for any given refueling session. Refueling will be in the order and in accordance with the instructions given at briefing. Failure of the aircraft to be present on time may result in penalty for the pilot.
Competitors must be able to demonstrate that their entire fuel system is empty.

{color:#ff0000}3.2.4 FUEL MEASUREMENT IN TASKS BASED ON WEIGHT OF FUEL USED FOR THE TASK{color}

{color:#ff0000}This is an alternative method of flying and scoring fuel economy tasks by:{color}

{color:#ff0000}\- weighing pilots and machines (not the wing) before and after the flight to measure the amount of fuel used in the task.{color}

{color:#ff0000}\- allowing pilots to carry as much fuel as they want, to ensure full task participation safely.{color}

{color:#ff0000}\- implementing of "Bodyweight Index (BWI)“ to level the playing field between light and heavy pilots and machines by scoring pilots' performance in proportion to their bodyweight.{color}

{color:#ff0000}For the purpose of scoring: One liter of fuel = 0.74kg = 740 grams{color}

{color:#ff0000}3.2.4.1 WEIGHING OF PILOTS AND MACHINES BEFORE LAUNCH.{color}

{color:#ff0000}The weighing scale(s) must be capable of an accuracy of \+/-20g, and must be located next to the launch deck. Several weighing scales should be prepared in case heavy classes are involved (for example 3 scales for PL2).{color}
{color:#ff0000}The pilots should only get weighed when they are intending to launch.{color}
{color:#ff0000}The combined pilot(s) + paramotor + all supplementary items is weighed, with the exception of the wing.{color}
{color:#ff0000}The wing must be detached from the carabiners and paramotor unit, and can be already prepared in the launch deck. Wing bags, if used, must either be carried by pilots when weighed or not be taken on the flight.{color}

{color:#ff0000}In PF classes pilots should carry the paramotor on his/her back, as well as all equipment and accessories when stepping up onto the scale.{color}

{color:#ff0000}In PL classes pilot(s) and equipment can be weighed separately and the result summarized.{color}

{color:#ff0000}If the pilot is moving too much on the scale, the readout will fluctuate and the highest value will be recorded.{color}

{color:#ff0000}The pilots should then proceed to their wing with a view to launch as soon as possible.{color}

{color:#ff0000}Marshals should ensure that pilots spend as little time as possible between the weighing and launching, and may demand for a pilot to be re-weighed if necessary. Any pilot (or equipment) leaving the deck must be re-weighed before re-entering. Possible penalties will be briefed.{color}

{color:#ff0000}Marshals should ensure that pilots are not "ballasting" themselves by grabbing soil or stones as they get ready to launch.{color}

{color:#ff0000}3.2.4.2 WEIGHING PILOTS AND MACHINES AFTER LANDING.{color}

{color:#ff0000}As soon as a pilot lands back on the deck, a Marshal will direct them to the scale, to be weighed immediately. The wing is detached and as before, the combined pilot + paramotor + all supplementary items is weighed, with the exception of the wing.{color}

{color:#ff0000}Once more, Marshals should be vigilant with pilots not "ballasting" themselves with stones etc.{color}
{color:#ff0000}In case of any suspicion from the Marshal, he has the right to carry out a thorough investigation with corresponding penalties.{color}

{color:#ff0000}If the pilot(s) are moving too much on the scale, the readout will fluctuate and this time, the lowest value will be recorded.{color}

{color:#ff0000}3.2.4.3 BODYWEIGHT INDEX{color}

{color:#ff0000}An aircraft’s fuel consumption is proportional to its total mass. A pilot can always choose to fly lighter equipment, but cannot, to some extent, reduce his own bodyweight. With a view to leveling the playing field, a pilot’s fuel consumption is scored, taking into account his bodyweight.{color}

{color:#ff0000}At the time of registration, pilots and co-pilots are weighed for the purpose of handicapping, allowing all pilots a quantity of fuel, proportional to their bodyweight.{color}

{color:#ff0000}The pilot is then given a Bodyweight Index to be used in economy scoring formulae, defined as follows:{color}

{color:#ff0000}·      PF1: (Pilot bodyweight + 40kg)/100{color}

{color:#ff0000}·      PL1: (Pilot bodyweight + 50kg)/100{color}

{color:#ff0000}·      PF2: (Crew bodyweights + 50kg)/100{color}

{color:#ff0000}·      PL2: (Crew bodyweights + 60kg)/100{color}

{color:#ff0000}For instance a 60kg PF1 pilot will have a Bodyweight Index of 1 and a 90kg PF1 pilot will have a Bodyweight Index of 1.3. In this example, the 40kg amount represents the typical lightest weight of a paramotor, wing, emergency parachute, clothing and accessories.{color}
{panel}

h3. Reason

*Traditional method of fueling and scoring in economy tasks is in conflict with S10, FAI Code of Conduct -- Air Sports and the Environment, local laws of almost all countries, EU regulations and FAI Organiser Agreement.*

*a) Traditional scoring method is unfair towards heavy pilots, thus contradicting FAI SC GS.*

_Sporting Code, General Section._
_INTRODUCTION.  The Sporting Code seeks to ensure that the rules and regulations governing air sport activities are fair_

_1.1 PRINCIPLES.  The FAI is the sole international body in control of air sports and aeronautic and astronautic records in the interests of good sportsmanship and fair competition._


*b) Traditional procedures of refueling, spilling and storing fuel and running engines empty with corresponding noise pollution, is contradicting heavily with FAI Environmental Management Systems (EMS), General Section of Codes of Conduct, FAI Code of Conduct -- Air Sports and the Environment and other FAI Environmental policies.*

[http://www.fai.org/envc-projects/envc-code-of-conduct/342-envc/34690-envc-general-section-of-codes-of-conduct|http://www.fai.org/envc-projects/envc-code-of-conduct/342-envc/34690-envc-general-section-of-codes-of-conduct]

*c) Comp bottles and modified fuel systems needed for the traditional method are contradicting law, FAI S10 and FAI Organiser Agreement.*

_S10  4.23.2 Airworthiness. Each aircraft shall be flown within the limitations of its certificate of airworthiness or permit to fly._

There is no manufacturer known to supply paramotors with comp bottles as a standard.
Any modifications made to the fuel system by pilot and not approved by manufacturer cannot conform with manufacturers specifications.
In front of law and S10 this makes all extra tanks and comp bottles illegal without proper certification.


*d) Traditional method of organised refueling and fuel storaging for economy tasks appears to be illegal in most countries, especially in EU and especially because of complicated regulations of handling and storing procedures associated to flammable substances.*

In EU there are very strict regulations existing on handling, storing and management of flammable substances. There is a serious doubt that these EU and also local regulations have been ignored at many paramotor comps so far. Not following these regulations will get more and more difficult in time and can create huge legislative and financial risk for the organisers, NACs or FAI.

*Current proposal not only adresses all these issues but also offers solutions in other problematic areas.*

*Fueling and weighing procedure.*
•    Fueling and weighing procedures are simple, safe, legal and fast, allowing Comp Director to set economy tasks in short notice.
•    Uncertified and potentially dangerous comp bottles are not needed anymore. Also guaranteen zones and complicated enforcement procedures are eliminated.
•    Guaranteen zones and complicated enforcement procedures are eliminated.
•    There will be no need for time consuming and dangerous refueling procedures and illegal storage. Whole fuel management is much safer and completely legal.
*Fuel amount used for the task.*
•    Competitors can carry unlimited amount of fuel. Fuel consumption is measured by weighing pilots and machines before takeoff and after landing.
•    There will be no more unexpected outlandings and expensive retrieval, thus offering all pilots more equitable chance to perform well instead.

*Scoring.*
•    These days there are competing pilots weighing only 42 kg, competing for the fuel economy with heavyweight pilots of over 120 kg of weight in the same task and with the same amount of fuel. So the difference in fuel consumption but also unfairness and punishment towards heavyweight pilots by traditional scoring system is huge and obvious, giving very clear message to all heavy pilots: „The more you weight, the more you get punished in each economy task.“ There is no way such approach could be stimulating as it will make the whole competition unfair and thus greatly diminishing the value of FAI world and continental paramotor championships with obvious consequences.
•    To move towards fairer scoring in economy tasks, in current proposal pilots' performance is scored in proportion to their bodyweight.


Approach presented with this proposal is not new and has been used and tested in various versions successfully at over 20 international paramotoring events all over the world since 2006 including FAI events like WPLC. Despite the fact that often scales used were not very accurate, there have been no complaints or protests towards this method and everybody involved so far were happy with this method.

If approved, traditional CIMA economy tasks need to be adopted to take into account this method.

Note: Despite all benefits of better, fairer, safer, faster and legal way to manage and score eco tasks, this method is not absolute. Differences in weights of pilots and machines have been taken into account and compensated just in some extent but not fully and absolutely, thus still leaving strong incentive towards lighter equipment and economic approach in flying activities.
In the future there is a need to develop more accurate methods and probably implement weight categories for fairer scoring.

Additional list of reasons to support this proposal has been presented to CIMA Plenary together with proposal no. 27 in November 2012.
[27 = Economy tasks based on weight of pilot and machine|http://wiki.fai.org/display/cimaS10/27+%3D+Economy+tasks+based+on+weight+of+pilot+and+machine]

Special report with analysis and data tables from EPC2013 will follow.