What is the BPCup all about?

The BPCup is a friendly, learning proving ground for pilots that wish to try competition as well as for the more experienced pilot that likes a more 'relaxed' occasion. It is a competition where you will learn an awful lot and hopefully improve your flying too.

What pilot standard is expected?

You must be comfortable flying cross country in the company of other pilots although competition experience is not required. Tasks depend on the day but are generally in the region of 15 to 40Km in the UK and 30 to 80km for the round abroad.

What about accommodation?

See details published on the relevant Airtribune page when you make your entry for the round. 

How will I know if I have a place?

Numbers are limited for each round according to many factors. You will received an email which confirms when you have a place.

What happens if more than the max number of pilots pre-register for an event.?

When an event is full pilots will be put on a waiting list.

What if I miss registration?

You will need to contact the organisers direct if you are having difficulties getting to registration and the all important safety briefing. Only under exceptional circumstances will a pilot be allowed to miss the briefing.

What is required at Registration?

Full details are on the relevant round Airtribune page.

What is the process of morning briefings?

A Telegram message is sent out early morning with details of the likelihood of both a task and where it is likely to be and the time to be ready for. Should the weather be unfavourable 1st thing but with the possibility of it improving a re-brief time will be indicated. 

The BP Cup is an entry level comp and the concept of having a good time whilst improving your flying is encouraged. The Cup generally has a fair selection of experienced competition pilots flying in the comp. If you want information on anything to do with comp flying, they will be very pleased to give you the right pointers.

When at the UK round please try to double up with transport as some car parks cant cope with the numbers.

What happens at 'On The Hill' briefings?

The Meet Director will have the local club pilots as advisors on weather, airspace and what is considered an appropriate task for the day. The primary consideration will be safety, and several questions will be addressed.

1. Can a large group of pilots all take off safely, given the size of hill and the weather conditions?
2. How can pilots be spread apart to avoid clumping when the gate opens?
3. Are excessive walkouts involved if pilots go down along track?
4. Will the topography and weather allow safe landings along track and at goal?
5. Is the weather set fair or may conditions become dangerous during the task period?

You are likely to experience several comp days in which individual flight was both possible and enjoyable but a task could not be set because of such safety criteria. Eventually a taskboard will be shown and it will have a lot of information on it. Make sure you have your pen and paper handy. See the tasks section of the FAQ for what all the abbreviations mean.

A Telegram group is used for the reporting of your safe landing, there is also a voice check in number and any emergency numbers you may need.

The task will be stated with respect to the waypoints that have been disseminated from the Airtribune page. Its not unknown though for a completely new waypoint to be given to you for manual entry. Make sure you know how to do this.

BP Cup tasks are usually quite straightforward. A race to goal directly, or via 1-2 turn points is the norm, but depending on the weather an elapsed timed race may be declared. In other words its not who gets there first but its how long the flight took.

Air starts are the norm these days and you will be given times as follows; Take Off Window Open and Close, Task Start and Finish, Goal Close, Check-in Close, Land By, Report By.

Normally you are allowed to fly before the take off window opens, but you must land again and take off after the window opens to score in the task.

Do I need a working radio?

Yes, emergency frequencies will be given and you should be able to monitor transmissions on that frequency. It is not for general chit chat. If you want to fly and talk to a fellow pilot or a retrieve driver then you must have an alternate frequency. Some radios allow transmission on a set frequency but will periodically scan another. Find out if yours does this before launching. On the subject of radios, a common pain is PTTs (Push To Talk) and VOX (Voice operated transmit) hardware. We have all heard an incessant vario and wind noise coming out of our radios. If you never do, then there's a good chance you are the one transmitting. Don't use VOX and if you have to have PTT switch, make sure its in a location that needs positive action to enable it.

Are multiple attempts allowed?

This decision is task specific and made by the meet director. Sometimes, multiple attempts are allowed within the time frame constraints already posted. Details will be given on the day.

Can you help explain cylinders?

A graphical representation of the task with respect to the turn points will be on the board along with the text version of the task. The pictures are there to help you understand the context of the cylinder into which you are flying. For example, turn point 1 (TP1) may have a 10km radius external cylinder around it declared as the start gate. This means that you must record a GPS point outside that radius after the start time has elapsed. If you enter the radius before the start time you must exit, record a point and then return. Once inside the start gate radius usually you then still have to get within the 400m (this distance on some occasions varies) radius of the turn point to score it if it is also declared as a turnpoint for the task. Conversely the start gate might be, for example, 2km radius internal cylinder from the take off, in which case if you go outside it before the start, you have come back inside it after the race start before proceeding.

Always check your understanding of the task before take off. If in doubt, ask.

Do I really need to use the 'Thermal Direction'?

Yes. This is a safety feature and can apply to an area around take off as seen fit by the Meet Director. It might be 1000 feet ATO and 1km radius or simply anywhere out side the start gate. It depends on the task. Failure to comply may lead to points penalties or disqualification.

Do I really need to sign the 'Sign to Fly' sheet?

Yes, it is imperative if you intend to fly the in the task. Once the task has been announced, a Sign To Fly sheet or alternatively a sign to fly Telegram group will be circulating the take off area. You must sign this to indicate YOUR decision to fly. Once signed, it is then your responsibility to make sure the organisation knows you are safe at the end of the task. If you fly and then go and get ratted in a pub for celebration or consolation, we may well be in the process of calling out the Mountain Rescue/Police to find you. This is a waste of resources, expensive and is irresponsible. You will only do this once before being banned from comps.

One last point on the sign to fly sheet, if you forget to sign, your score is zero, even if you get to goal first.

What do I do when I land?

Immediately gather your wing and do not leave it open on the ground. The latter is a distress sign, probably because crashed pilots don't normally get up and gather their wing. An open wing will attract attention and may force a Good Samaritan down to help you, when all you're doing is having a cigarette after your epic flight - a particular concern if you're a non-smoker. This applies to a side landing on the takeoff hill too.

Send an SMS/Telegram message to the appropriate number as given in the briefing, including your Name, Pilot Number, and location. If several of you are together, then one text will suffice for all. If you are in the boonies and expect a long walkout then try and contact the organisation with this info.

What do I do if I see a suspect injured pilot from above?

First, try to establish if the pilot is injured or is just slow at packing up their canopy (see above). We are all charged with helping a down pilot as long as we are not endangering ourselves. You can help by either landing and supplying first aid or if landing is not an option you can relay messages of position, access, possible state of the pilot, etc etc to the meet director on the safety frequency. Your task score will be adjusted accordingly.

What do I do when I'm back at the competition base?

With the use of trackers, usually the tracklogs for your flight can be uploaded remotely, however if there is a problem with the tracker (not as uncommon as we would like) then we will need your back up tracklog from your phone/instrument. Make sure you are contactable Every pilots flight is integral to the overall score of the task. If you flew the task and then realise you didn't sign to fly, we still need your track log.

How do I ensure I don't upset the locals?

Observe the County Code of conduct and respect other peoples privacy and property. Use gates and styles. Don't climb over walls or fences. If a gate is open leave it open, and if its shut, close it afterwards. If you land in a field full of stock, make your apologies to the farmer and explain the nature of the sport. The farmer might be annoyed but some calm, apologetic and valid arguments for landing where you did often have the desired effect. You might even get tea and biscuits and a lift to civilisation afterwards. It has happened. Take your litter home with you or find a bin.

How do I contact the organisers?

Email Gareth or Viv

What do I do if my question is not answered here?

Send an email to BPCup Admin. admin@bpcup.co.uk