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Enterprise Philosophy in 2009 and Beyond – Justin Wills            

Over the last 35 years Competition Enterprise has established its niche in the British gliding calendar, thus proving the validity of its original concept. We regularly field 30 or more entrants, including younger pilots. Juniors are encouraged via John Fielden scholarships.

And yet I still suspect that the views of the general gliding community towards Enterprise are akin to those of the general public towards gliding itself: the vast majority are indifferent, or even slightly derisive; a number might take an interest one day; and a small band, including myself, cannot understand why far more do not participate.

As my father wrote in 1974, Enterprise does not seek to compete against modern Championship philosophy, but it does aim to supplement it with an interesting and enjoyable alternative approach, based on the following objectives:

-          to fly as much as possible whenever possible;

-          to enable a wide range of gliders to participate meaningfully;

-          to provide a reasonable measure of each pilot’s relative success;

-          to provide the maximum fun and interest for pilots and their crews.

To achieve these objectives John Fielden’s genius produced the following basic structure:

1)         Tasks are set to maximise the day’s potential, with sufficient flexibility to enable the pilots to adapt their flights to changing weather, their aircraft, their imagination, and their ability. In general the tasks are designed around closed circuits except where the weather makes this improbable. Flights through Class ‘D’ and other restricted airspace are allowed, provided conducted legally.

2)        Take off times are pilot selected. The start sector (usually a 5km circle) and finish line are always open, with no height restrictions. Gaggle and team flying are virtually non existent.

3)        The scoring system is simple and absolute: no one pilot’s flight affects another’s score, there is no ‘x’ and ‘y’, nor any day factor. Simple handicapping is applied, but no windicapping: the slower older gliders can use this to their advantage although we have sometimes increased the points per kilometre for into wind legs. The speed formula/bonus for getting back is significant but not over-riding if a more enterprising flight results in a landout.

4)        There is often a debrief after the task at which pilots and crews can share their experiences and learn from each other. Relights following outlandings are permitted so crews can play an important role.

I believe it has worked outstandingly well. In addition to conventional tasks (John Fielden set a 540 km 28% triangle in 1978 which was the largest task set and completed in any UK contest then and for several years thereafter). John devised the Area Task (albeit without time limits), reinvented the Cats Cradle (more recently adapted to include “visit the relatives” – other gliding clubs), added “the Curate’s Egg” (multiple out and returns for days good in parts), and the “String of Beads” (shuttling along a line of turning points on an ever decreasing basis).

 Over the last four years we have used every form of lift, rounding turning points that included the Lighthouse at Fort William, Ben Nevis, Carlisle, Bembridge (Isle of Wight) and, of course, the well endowed Man of Cerne Abbas. In this period three flights have exceeded 600 km, and one over 800 km. We have averaged 6 days flying each (out of eight, the final Sunday is traditionally an unscored ‘fly home’ day), and even at North Hill in 2008 we flew 5 days in weather that a conventional contest might not have flown at all.

Despite our enthusiasm to fly whenever possible our accidents have been thankfully few, and only one involved any injury.

BGA rated contests provide superb training for those with International Championships aspirations and it is always interesting to fly against top pilots and observe their techniques in a tightly regulated environment. But regulation inevitably reduces scope: twice during Enterprise 2009 we flew over a rated Regionals 100 km distant where launching had not yet commenced. Regulation can also curb pilots’ imagination and initiative. At another contest in 2009 the task was cancelled at 2 pm due to poor conditions overhead and eastwards on track. However, it was clearly better to the west and those that aerotowed that way had enjoyable flights along a convergence line lying the length of the Severn Valley. The point of concern to me was not that the rules could not accommodate a task in such a situation, but that only three of us took off; the other 40 competitors left their aircraft on the grid for the following day (which was also scrubbed).

Enterprise does not cater for those who want to establish, maintain or improve their ratings. But it is designed for those who fly for the sheer joy and adventure of it all and who wish to challenge themselves to their own limits in a friendly competitive environment, whilst flying their hearts out: in the last 36 hours of Enterprise 2009 I spent 15 hours in the cockpit.

Postscript: Competition Enterprise 2010

Hitherto Enterprise has been held at sites notable for their beauty and potential, based on a belief in a sort of symbiosis between landscape and the human spirit. But in 2010 Competition Enterprise will be held at Lasham. Romantics might suggest this is like holding a big game hunt in Surbiton, but others would argue that Enterprise is really a state of mind, an attitude. Great works have emerged from garrets and Lasham is hardly a garret, with unrivalled launching facilities, excellent restaurant, and an enormous membership amongst whom there must be some kindred spirits keen to exploit the sea breezes, South Downs, and other interesting possibilities that may arise. We will see.

By Justin Wills – November 2009