Dolphin flying

when I flew this past summer on a 4-hour and an 8-hour flight with a Very Experience Pilot (who shall remain nameless should I misstate), his technique on long legs (we had some 30 minute straight-ahead legs!) was to slow down in rising air, and initiate a turn. Once the plane caught up with the control inputs, he would decide to march on ahead if the lift was weak, s-turn (to keep the plane pointed generally in the right direction) when the lift was medium, and thermal when it was strong. YMMV. he very rarely thermalled, unless we really needed the altitude. --bob

On Friday, February 12, 2016 at 2:46:48 PM UTC-5, Jonathan St. Cloud wrote:
Was reading an article by Mike Borgelt that when flying through a thermal you will not circle in you should just fly the STF.

I have always slowed in such thermals, sometimes slowing to thermal speed while putting the thermal flaps. I do try to accelerate before I leave the lift. My thought being try to stay in the lift as long as possible while still moving forward, sometimes even s-turning to stay in large thermal but still moving down the course line.

Would appreciate any comments, critique, thoughts...

Gentlemen -

One thing to remember - there is contest flying and there is non-contest flying.

While I understand that the theory is exactly the same, I would expect very different tactics between a Nationals contest flight and an OLC flight.

Especially for an OLC flight where time or speed is not a critical component, I would expect a more conservative strategy would be found to be the norm.

Lou

On Saturday, February 13, 2016 at 2:18:18 PM UTC-5, MNLou wrote:
Gentlemen -

One thing to remember - there is contest flying and there is non-contest flying.

While I understand that the theory is exactly the same, I would expect very different tactics between a Nationals contest flight and an OLC flight.

Especially for an OLC flight where time or speed is not a critical component, I would expect a more conservative strategy would be found to be the norm.

Lou

I fly almost exactly the same whether practicing or racing. It doesn't pay to change my style.
For the best OLC flight you are still trying for the best speed given the time you fly so as to maximize points.
UH

On Saturday, February 13, 2016 at 2:18:18 PM UTC-5, MNLou wrote:
Gentlemen -

One thing to remember - there is contest flying and there is non-contest flying.

While I understand that the theory is exactly the same, I would expect very different tactics between a Nationals contest flight and an OLC flight.

Especially for an OLC flight where time or speed is not a critical component, I would expect a more conservative strategy would be found to be the norm.

Lou

To sorta echo "UH's" comment...... the ONLY time I was allowed to, "Do something stupid that may break the glider..." was:
-Last day of a US Nats or worlds
followed by
-If it works, you win......."

Period.

Otherwise, "Train as you race, race as you train".

I agree that the US frowns upon "team flying" in it's contest, frankly (in disagreement to some on RAS), I think this is a TON more against the US doing well in the "world stage" than what type of tasks we tend to fly here (in the US).
A good team can have a high level of finish IF they help each other.
In the discussion of "leeching", depends on whether you are worried about US rankings or world rankings.

OK Sean F., have at it.

[back to stoking my fire, it's a "wee bit chilly" in north NJ. USA]

On Saturday, February 13, 2016 at 2:18:18 PM UTC-5, MNLou wrote:
Especially for an OLC flight where time or speed is not a critical component,
I would expect a more conservative strategy would be found to be the norm.

Absolutely wrong. OLC is a race, just like contests.
XC, you are always flying against the clock, the end-of-day, as fast as possible.
Otherwise you don't get home before sunset, end-of-lift, etc.
Time and speed is *always* critical.
IIRC explained in Reichmann ;-)