John F,

I understand your cloud street advice, but don't understand "G and R
tasks". Would you please elaborate?

In the case I was describing, I was in a house thermal 3 miles from my
home field, gaining altitude prepatory to starting a TAT. We get
fairly frequent turboprop commuter aircraft running between 4000 to
6000 feet from NW to SE (and vice versa) close to that area (they're
the ones I described as changing course to avoid us gliders), but no
one could recall ever seeing a jet airliner that low going from SW to
NE. It was a strange situation, made worse by him apparently not
detecting me via TCAS or knowing of me via ATC - and of course, me not
seeing him until he was way too close!

-John

On Sep 10, 9:33 am, John Firth wrote:
Ann Welch, a many time steward at WGC s , always warned against setting G
and R tasks due to the risk of collision; one nearly got me; about 3 secs
warning.
If you are running a cloud street, use the L/R lift indications to turn
slightly; no longer will you be a "stationary" speck to the other pilot and
the wing movment will make you easier to see.
A climbing turn is even better.
John F