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Launching

Sage Advice - Want to win? Learn the "Hows" and "Whens" of Launching

Well, we’re half way through the contest season and all my columns to date have been consumed with philosophizing and pontificating. As you'll recall, I also promised to reveal some techniques and strategy on how to compete effectively. Well, it's time to get on with the meat and potatoes.

As sportsman or intermediate pilots, what's the one thing you can do to radically improve your contest scores? If you reduce the art of competing in Thermal Duration (TD) contests to its simplest context, all that's necessary to succeed is to launch at the right time!

Imagine a typical TD contest. Several rounds are prescribed to accomplish specific flight tasks. Each round is allocated a launch window which, depending on the size of the contest, typically varies from 30 minutes to more than one hour. Here in Southern California, no matter what time of the year or what the task, there's almost always at least one opportunity and perhaps several to easily complete the task.

If you pick the right time to launch, you'll find lift shortly after launch and within a few minutes will be "skied out". This will occur no matter what the level of equipment you're flying or how smoothly you're flying or how well you have the thermal cored because the lift will be strong enough to compensate for any deficiencies. In fact, the only difficulties you'll encounter is either to get so high that you lose sight, or to accurately gauge when to come down to land at the specified time. If the contest format involves a pilots choice, you'll easily be able to complete the longer duration flights, thereby preserving the shorter or easier flights until subsequent rounds. In an addemup format, you'll be able to get so much of the required time in one flight that getting the required total will be routine.

At the other extreme, if you don't launch at the right time, you'll constantly be struggling to find lift and may be forced to land well short of the prescribed time. If you're lucky, after an extensive search, you may find a hand launch thermal and core up and fly it out. However, any decisions that are necessary about extending the flight to a longer duration will be extremely risky as you'll typically be at a low altitude when you reach your decision point. You also won't have the opportunity to fly to a different sector of the sky where lift may be obviously better. When you're at 50 feet with two minutes to go, you certainly don't leave whatever lift you're in and probably won't be willing to commit to a longer flight.

If you launch at an inopportune time, in a worst case scenario, you may be forced to extend your search pattern, and if unable to find lift, won't even be able to make it back to the field to collect your flight points.

So you see that if you're able to launch at the right time, the prescribed task becomes what I like to call a "no brainer" or easily achievable by anyone. If you don't launch at the right time, you're playing Russian roulette and may or may not make the flight task.

Therefore, launching at the right time gives you the greatest opportunity to consistently make your flight task and this will radically improve your contest scores. In fact, with the relative importance of landing points constantly diminishing, if all you do is routinely make your flight time, your normalized scores will typically raise to at least 950 per contest and perhaps even more. This is without the benefit of adding any landing points you may accumulate. Just so this statement makes an impact on the intermediate flyer, this is the level that the expert pilot normally performs.

And so it seems simple, doesn't it? If you want to perform as an expert pilot, just launch at the right time. However, as in all endeavors, it's often easier to visualize the solution to a problem than to implement the same!

How does the intermediate pilot launch at the right time? The correct answer to that question is to accumulate enough experience and skill to be able to read the air and to determine the proper time to launch. However, I can say after seven years experience that this is a long and arduous road and isn't foolproof. It ultimately involves the understanding of macro and micro meteorology, physics, geometry, local topography, trip points and being constantly observant for indicators of lift both airborn and on the ground. It entails honing all your senses to a fine point, noticing subtle changes and making educated guesses. For the intermediate pilot, there's a simpler route.

There is a three step program you should implement to improve your chances at higher scores:

• Manage or optimize the use of your launch window

• Be observant

• Be prepared to launch

Manage the launch window

Assume a TD contest with a 45 minute window requiring a 10 minute flight. To effectively manage your launch window, your goal should be to preserve as much of that 45 minutes as possible. This gives you the maximum opportunity to launch into good air. The ideal situation is to be on a frequency that is exclusively yours and have a dedicated timer. In this case, you do have the entire 45 minute window available.

Conversely, if you're on a frequency that's being shared by two others, at best you only have about 15 minutes of the 45 minute window available and your opportunity to launch probably won't coincide with good air. Even this assumes that the other two competitors sharing your frequency don't sandbag and launch as soon as the pin is available. In fact, after standing in a winch line for several minutes, your launch window is dwindling to the point that it's almost a called flight order contest for you. In essence, you're competing in a much more difficult contest than the other pilots. You spend your entire round worrying about when the frequency pin will be available. When you finally do get the pin, there's usually so little time available that you're forced to launch whether conditions warrant or not.

The solution to this problem is to have three modules and crystals available and switch to the frequency where the fewest conflicts arise. Yes, it's permissible to borrow a module and crystal.

I'm reluctant to offer the following solution because ultimately it will mean more people flying on my frequency. That notwithstanding, you can also take the Federal Communications Commissions Amateur Radio Operator Technician's exam. After you pass this comprehensive test, you'll be licensed to operate a transmitter with up to five watts of power and on the six meter frequency band where there's seldom a conflict. Be aware however, that passing this exam takes a significant commitment of time and effort.

As we were talking about managing the use of your launch window a few paragraphs ago, I stated that the optimum solution was to have a dedicated timer. However, for most of us, this isn't practical. The next best solution is to pair off with a suitable timer. My definition of a suitable timer is one who is approximately at your level of development, understands your limitations and is willing to commit to the team concept, hopefully for the duration of the season. By pairing off with another pilot, at the very least you will have half the launch window available. In fact, in our example, if one pilot is able to get his 10 minute flight early in the round, the other has perhaps as much as 30 minutes to find good air and launch. This is infinitely better than finding good air and trolling for a timer. If you notice good air, so does everyone else and a line will immediately form at the winches. Since most pilots pair up into teams, uncommitted timers are hard to find when the air is good.

By finding and maintaining a constant pairing, you'll also be able to practice with your timer and you'll both learn what's required to accommodate each other. You'll learn those important idiosyncrasies such as how far can your pilot see, is he able to fly effectively overhead, does he have a favorite search pattern, what's the L/D of his glider, can he determine lift, does he have a bailout plan, does he want you to watch his glider or the others, does he want coaching as to how others are doing relative to himself and finally, what kind of countdown does he want. A more proficient pilot-timer team is the inevitable result.

Another issue to resolve with your partner is who will be required to launch first on those early morning flights where the best air you're going to find is neutral and the task is daunting. Let's assume a seven minute flight is required and the launch window extends from 0900 to 0945. As the window progresses, you watch pilot after pilot launch and achieve four to six minute flights. It becomes apparent that the longer in the window you wait, the more likely your chance to make seven minutes. However, both your partner and yourself can't wait until the last minute. In this instance, I flip a coin with my partner as the round opens. The winner of the toss has the option of launching whenever he prefers within the round, but if he hasn't found air to his liking by 0930, the loser is required to launch. In this manner, the winner of the toss is assured of launching at approximately 0940 to 0945, the last opportunity during this round.

The coin toss can also be used when wind is an issue. Often, early in the morning a slight tailwind predominates. No one likes to launch or land in a tailwind, so if offered the chance, a smart pilot will wait until late in the round when perhaps the wind will moderate as it starts to swing to its normal direction. Again in the later rounds, increasing wind can become such a consuming issue that it forces competitors to ballast up to cope. In this situation, the winner of the coin toss usually opts to launch early in the round in hopes of beating the wind.

Let me take this opportunity to clarify a somewhat personal issue, albeit one that relates to this topic. Numerous times during the year I'm asked to time for someone. I tend to be brutally harsh in this situation with the simple answer of no. The reason I reply in the negative is not because I'm self centered, too lazy or not willing to share the load, but because I've made a commitment to my partner. If I agree to time for you, then I cut at least 15 minutes out of our 45 minute launch window. If good air develops while I'm timing for you, neither my partner nor myself would have the opportunity to launch. The only time I would respond affirmatively when asked to time is if my partner and I have both finished the required task for the round. Taking this example to the next level, I also wouldn't expect my partner to time for someone else without clearing it with me first.

In addition, although it's in the clubs best interest to have numerous people help maintain the launch equipment, you won't see my partner or myself chasing down and repairing winch lines. This typically takes at least 10 minutes; and that 10 minutes is directly deducted from both our launch windows. Everyone needs to do their part to help a contest run smoothly. One option that's not too limiting is to help at the scoring table. If you see lift developing, you can excuse yourself and fly. What I typically do is run a retriever when I'm able. You can run a retriever for several minutes while the air is in a down cycle, but immediately extricate yourself when good air presents itself. Am I being selfish with this attitude? I guess that depends on your definition of selfish. I prefer to think of my behavior as maintaining a competitive advantage or "managing my launch window."

I think I'm safe in saying that at a TD contest, in general, the more proficient pilots are the least helpful. To put this more tactfully, the layman usually end up doing the yeoman's duty. Sorry, my Navy background is showing through. Although it may seem that the expert pilots are abusing their exalted position, all that's really happening is that they understand the importance of being able to launch at a moment notice. They refuse to compromise their launch window.

This column is going long, so I'll pick up next month with a further discussion on how to "launch at the right time."

When to Launch - Part II

For those who follow this column, you will recall that last month, we were discussing the importance of launching at the right time. In a Thermal Duration (TD) contest, launching at the right time will help the intermediate pilot improve his contest performance more than anything else he can do. I also mentioned a three step program to assist in consistently accomplishing this important objective. To quickly review, the three steps were as follows:

• Manage or optimize the use of your launch window

• Be observant

• Be prepared to launch

In the last column, we covered some basic considerations in optimizing the use of your launch window. This column continues with a discussion of being observant amongst other launch related topics.

To the uninitiated or casual observer at a TD contest, it probably appears that most of the contestants that aren't flying or timing are doing nothing more than enjoying each others company while socializing in small groups. This provides the comradery that helps to make this sport so enjoyable and relaxing. We may be discussing anything from how our week went to what our plans are for the future. However, let me assure you that the contestants that are focused on winning are constantly vigilant. Even while we're engaged in conversation, we're still using all are our faculties to spot Indicators of Lift (IOL).

Indicators of lift

The only difference between a competitor who consistently launches into lift and one that steadily falls short is knowing how to spot lift and being observant. So what are typical IOL and how can we become more observant?

A detailed discussion of IOL is beyond the scope of this column so I'll start by simply listing several. For those that want additional information, several books and fine articles have been written by competitors who have spent the better part of their adult life defining and refining their techniques. I imagine every serious competitor has read Dave Thornburg's "The River of Air". The concepts in the book are timeless and are as relevant today as when the book was written. TPG has this book in its club library and I can’t think of a better initiation into the art of soaring. In addition, if you have questions about IOL, I’m sure any expert pilot will be glad to share his knowledge.

Indicators of Lift

This list is far from inclusive and is meant only to sensitize you to the types of things you should be observing. Being observant entails vigilance and understanding. As a sportsman or intermediate pilot, the easiest IOL to observe are other competitors, other competitors gliders and circling birds.

Lets take the first example, other competitors and expand briefly. As an intermediate pilot, it should be obvious if you observe Aaron Valdez, George Joy, and Keith Finkenbiner step up to launch, that good air must be available. These master pilots stake their reputations on routinely making even the most difficult flight tasks and wouldn't dream of launching unless good air were reachable. Most intermediate pilots would gladly look to this trio as an effective IOL, launch immediately after them and attempt to ride their coat tails. However, as with any expedient crutch, the solution often isn't as simple as it seems.

The decision to launch still has to be reasoned even if every master pilot in the club is attempting to launch. If you intend launching and following Aaron, you'd better be as aggressive as he because it's not unusual to see Aaron track all the way across the horizon to the slope on either the left or right flank at Poway to reach his lift. Likewise, if you intend following George, you'd better have a glider with a similar L/D as his Grand Esteem because if you don't, you'll get to the lift with only half his altitude. You might think that following Keith would be an easy max. However, before you jump in trail you should know that Keith, having experience as a fighter pilot, doesn't like people on his tail. His solution is to stretch his search pattern so far downwind that only the eyes of an eagle can keep him in sight.

In each of the above situations, the typical intermediate pilot will lose his resolve about half way to his destination, turn around and retrace his flight path eventually landing well short of the required time. This is where it is extremely important to know your planes capabilities as well as you own

Another potential trap is launching after a skilled competitor in the latter rounds of a pilots choice or add’m-up contest. Typically, a master glider driver will get the bulk of the required flight time or the most daunting tasks accomplished in the first few rounds of such a contest. By the time he queues up to launch in the latter rounds, he probably doesn't care about carefully timing his launch because he only needs two or three minutes. As an example, in a recent contest, an intermediate pilot launched immediately after me probably assuming I saw lift that prompted me to launch. After his flight was completed well short of his required time, he asked me why I launched when I did. I responded that I only needed one minute and 50 seconds to complete my 30 minute add’m-up and didn't care what air I launched into. In fact, I've know some die hard competitors in this situation that will purposely launch into bad air in hopes of luring uninformed pilots into launching.

However, as you gain experience and knowledge, the decisions to launch by using other competitors as an IOL will become more studied and correct. With increasing confidence, you should attempt to incorporate all IOL and all your faculties into your scan. Eventually, as you spot lift, instead of just a single IOL, you'll see several that will reinforce each other thereby confirming the location of lift. At this point of development, you'll be able to launch and head for seemingly unmarked lift, perhaps even leading its drift so as to intercept the rising air at its closest point of approach.

Just to demonstrate how attuned your senses can become to IOL, I've been asked why I always wear shorts and short sleeve shirts. Even on cold overcast days, I compete in this unlikely garb. Most people probably assume that I don't care how I look and am unconcerned about making a fashion statement. Although that assumption would be true, the reason for my attire is so my my arms and legs are exposed. Believe it or not, the fine hairs on your bare arms and legs will detect smaller changes in wind velocity and direction than would otherwise not be possible. In fact, taking this example to the extreme, you may have noticed that Joe Wurts always competes in important TD contests barefooted. I haven't confirmed my observation with Joe, but knowing what a consummate competitor he is, I suspect it's because Joe knows his feet can detect smaller changes in temperature and pressure than any other part of his body.

I'm not espousing that we all compete in TD contests in the nude, because there are some obvious health hazards to be considered not the least of which are skin cancer or mangled feet. However, I do feel it's vital that you have an appreciation for the importance of detecting IOL and the lengths competitors will go to accentuate their ability.

Let's go back to our objective of being observant. At almost every contest I attend, I see numerous competitors launch and head to the opposite horizon when a very obvious and reachable bird is circling nearby. Why do they do this? The answer isn't because they don't know the importance of circling birds, but because they didn't see them. Pay attention! As my instructor in air combat maneuvering used to say, "Get your head on a swivel; the enemy you don't see is the one that will kill you." It's similar in a TD contest; the IOL you don't observe is the one that would have ensured your time. Why venture out to hopefully stumble across some lift when the indicators are available to show you where it is; no risk, no strain.

As you step up to launch, not only should you already determined that it's a good time to launch by observing probable lift, but you should also scan the visible horizon to ensure you've not missed any IOL.

Also at almost every contest, I see several competitors launch into an obvious down air cycle. Why did they do that? Didn't they notice that the air had been in an up cycle for 20 minutes, that the temperature had gone cold, that the wind had gone to a steady 10 to 12 knots downwind, that the sun was behind a cloud, that the only gliders staying up were "skied out" downwind and that no other competitors were launching. The answer to that question is no; they didn't notice. Wake up and get in the game! Know and understand IOL and be observant.

Timing Benchmarks

In the last paragraph, I introduced the concept that lift is cyclic. Here in Southern California, that's certainly true and the cycles can vary from a few minutes to about 30 minutes depending on the time of year and the meteorological system that's predominate.

In the summertime with a deep high pressure system entrenched, the cycles tend toward the long side of the spectrum and in the winter with a low pressure system established, the opposite is true. As an observant pilot, it behooves you to know the thermal cycle as you compete. In fact, one of my prerequisites to competing effectively is to practice the day before a contest and preferably at the site of the contest. In this manner, I can establish the following important timing benchmarks.

• What flight time can I expect as I launch at 0900 and cruise most efficiently in buoyant air?

• If the first round task is daunting, what's the earliest I can launch and make the required time?

• If the day starts with an overcast, when does it start to burn off and when has it completely burned off?

• If the wind starts off downwind, when can I expect it to moderate for better launches and landings?

• When and where do the first light thermals develop so that it's more efficient to thermal than to cruise?

• What's the altitude of the inversion layer and when can I expect to break through? When does the sky open up for the first time such that you can go up and stay up no matter where you fly?

• After thermals develop, what's the typical cycle time between up and down air?

• When does the sea breeze break through because that will completely change the lift patterns?

• When does the wind start to pick up, first to the extent that I can loiter at the slope to extend my flight time, then to where it will take more than one thermal to make a particular task and finally when and if it will be necessary to ballast to penetrate.

Although these timing benchmarks will only be relevant if the prevailing weather system doesn't change on the day of the contest, this can be vital information for making decisions about when to launch. In fact, this information can also be important tactically as you decide whether to extend your flight time in pilots choice contests.

The fine art of "Sandbagging"

Since we're discussing launch decisions, let me cover a few more thoughts about when to launch that don't necessarily belong in the category of being observant. The first is don't ever let anyone goad you into launching unless you think conditions warrant. Many accomplished pilots in our club or at any contest are extremely adroit at finding and working light lift. They rightfully take great pride in walking up to the winch as soon as a round opens and launching no matter what the conditions. Because of their skill, they're usually successful. However, if you closely monitor their results, you'll notice that occasionally they miss a prescribed flight task by a significant margin. The resulting loss of points is enough to eliminate them as a serious threat or even to allow them to compete effectively for end of year awards. I don't mean to sound condescending because I respect these pilots for their aggressive spirit and uncanny ability. However, when the next chorus that's heard is that everyone is "Sandbagging" and that they should step up to the winch and be a man, I don't think it's in the best interests of the uninformed or insecure pilot. This verbal challenge to launch is really nothing more than a testosterone check and should be dismissed by the confident pilot. In fact, I love being accused of sandbagging. To me, it's just validation that I'm using my knowledge and experience and haven't yet found the optimum conditions to launch.

As an interesting adjunct, six years ago when I first flew in the SC2 circuit, after standing in line for at least 15 minutes to launch, I would invariably launch when I got to the head of the line. I didn't really know what I was doing and didn't have the confidence or ability to question the launch decision. Today, at an SC2 contest and after waiting through the same 15 minute line, if conditions don't warrant a launch when I get to the head of the line, I proudly hand the chute to the next pilot and walk to the back of the line. Some competitors would probably consider this the walk of shame, but I think of it as my experience, knowledge and judgement being put to their best use.

He who hesitates has lost

To wrap up this column, the intermediate competitor should also not wait until too late in the round to launch. Late in the round, most competitors will already have completed their task and few people remain to launch. With no one launching, two of your primary IOL (other competitors and other competitors gliders) will have been eliminated. The TD game is easiest when numerous pilots are launching and there's a dozen gliders in the air. Even if all these gliders aren't highlighting lift, you can still gain valuable information by observing every launch and search pattern. If nothing else, you'll be able to observe the areas to avoid. By launching into a target rich environment, you dramatically increase you chance for success.

As an example to focus this suggestion, three years ago at the Harbor Soaring Society SC2 contest, George Joy and I were well up in the standings going into the fourth and last round. With a good final round either of us could have won the contest. The fourth round required a seven minute flight and the launch window was one hour long. Since it was early afternoon in Costa Mesa, the sea breeze had punched through and the wind was steady at about 15 to 18 knots out of the west. With this much wind, IOL were few and far between and several thermals would have been required to make the task. We both waited and watched as others launched, some with success and some without. With the round winding down, neither George nor I saw any air that encouraged us to launch, and suddenly there was only five minutes left in the round. Yes, you guess it five minutes remaining and we were the only two left to fly. We watched minute by agonizing minute straining to find IOL until finally we were forced to launch by the CD as the window expired. I went upwind with little success and George went downwind with no more. We both fell far short of the required time and the contest ended up being a throw away for both of us for end of year awards.

The lesson to be learned from this story is to launch well before the end of the round, particularly in trying conditions if for no other reason than you'll have other competitors gliders air born to monitor for lift.

My reaction to this specific situation was to incorporate a sliding scale of certainty of lift dependant on the amount of time left in the launch window. If a round has just opened and I step up to launch, you can be assured that I've sensed sufficient IOL that I know lift is reachable. However, with only 15 minutes left in a round, it takes less and less certainty of reaching lift to encourage me to launch. Better to launch into uncertain air with a few minutes left in the round than being forced to launch into down air as the round closes.

This column is also going long so let's wrap it up and hopefully conclude our discussion of launching at the right time next month. y

When to Launch — Part III

As you'll recall, for the last two months we've been discussing the importance of launching at the right time and several techniques to accomplish this objective. Managing or optimizing the use of your launch window, indicators of lift (IOL) and being observant have already been discussed as part of a three part program. The last step is being prepared to launch which will be the topic of this column.

Why is it important to be prepared to launch? To state the obvious, lift is an extremely perishable commodity. The lift you've identified because of your increased understanding of IOL and your powers of observation is transient at best. Several factors can combine to conspire against lift continuing to be useful. Some of the more obvious constrictions are as follows:

• The lift can dissipate as the air goes into a down cycle

• The lift can become defused and the core becomes hard to follow as it drifts erratically

• The lift can become weakened as it approaches the inversion layer and all that remains is neutral air

• You make a mistake as you attempt to follow the lift and are no longer able to stay with the thermal

• The bottom of a "mature" bubble can drop out so that only the higher gliders are rising

• The lift can drift so far downwind that it becomes impossible to remain in the thermal as you approaching your personal limit of visibility

• The lift can be separated by so much sink that it's impractical to get to the lift

• The meteorological conditions change and limit the thermals life.

In each of these situations, timing is a critical factor in the usefulness of lift. As a thermal goes through its life cycle, mere seconds often make the difference.

How many times have you stood in the winch line and said to yourself, If I could only launch now I could chase that thermal downwind and make it work for me? That's a moment by moment decision. If you could launch immediately, you would catch the thermal and work it for a few minutes before you reach your limit of visibility. In this manner, you could generate sufficient altitude to be able to return and catch the next thermal. However, if you delay your launch even 15 or 20 seconds, the thermal will be sufficiently far downwind that even if you catch it, you can't stay with it long enough to generate the requisite altitude. Those 15 seconds are the difference between the thermal being useful or not!

How many times have you been in a thermal only a few feet lower that the gliders above and you see the other gliders climb out while the best you're able to do is slowly loose contact? This specific situation is also a timing shortfall which is often only a matter of seconds. If you had been able to catch the thermal earlier in its life cycle, you would have been able to work the thermal while it was still strong and could be climbing out with the other gliders.

The last statement introduces the concept that thermals ebb and flow in their strength. However, once past its peak, a typical thermal will weaken over time until eventually it's no longer useful. Also the higher in the thermal column you're flying the stronger the thermal becomes until eventually the thermal bounces against an inversion layer or just runs out of gas.

With this foundation, I think we can all agree that catching a thermal early can be critical. To put this another way, he who gets to the thermal first will be able to climb out higher than those that join later. This is why astute competitors will put their glider into reflex to close on a known thermal. They will gladly sacrifice the several feet that reflex costs in trade for arriving at the thermal many seconds earlier. However, these precious seconds are also available to you through proper pre-launch preparation.

Let's take a look at typical open flight order TD contest. All the competitors are sitting in the pits looking for IOL until someone becomes confident enough to launch. After launching, the pilot conducts his search pattern until he does indeed find lift. At that moment, his glider becomes a beacon which screams to everyone that's observant that they should also launch. Unfortunately, given the logistics and dynamics of a typical TD contest, the decision to launch and the actual launch are normally separated by many minutes.

The tasks that are routine prior to launching include: finding your timer; getting your score card, frequency pin, glider and transmitter, and then patiently waiting in a winch line until it's your turn to launch. Normally, only two or three of the winches are operating and the launch lines immediately become quite long. Since everyone is either trying to launch or time, finding a retriever operator can be frustrating and time consuming.

Make good use of that waiting time by taking the following precautions: ensure that your timer has the correct time set; that your transmitter and flight pack are on; that your control surfaces are operating properly; that your launch settings and switches are in the proper place; and, that you have an alternate search pattern in mind in case the lift doesn't develop as expected. Additionally, the astute competitor checks to make sure that not too many people are launching at once, thereby creating a crowded landing zone.

As the elapsed time mounts during this process, the thermal that prompted your launch decision may no longer be useful. If you could limit the elapsed time for launch, you would have more assurance of reaching the lift you've spotted. This is where being prepared to launch can pay huge dividends.

The following are techniques I use to prepare for launch. This list is in no particular order and the effect of these suggestions is cumulative. By using them, you'll save several minutes in your attempt to launch. Incorporate what you like and disregard the rest. These suggestions also assume a monthly TPG contest and not a major regional or two day contest.

Location, location, location

Position your glider and transmitter close to an operating winch but far enough away to prevent it from being in harms way. I sit close to my glider and the winch lines and I insist that my timer either sit close to me or I remain aware of his location. Nothing is more frustrating than being ready to launch without your timer being available. When I commit to launch, it takes about 20 seconds to get from my chair to my glider to the winch line.

Postflight your preflight

Do all of your preflight checks as you position your glider and before you make a commitment to launch. In fact, during a contest, I do my preflight checks for the next round as I exit the landing area from the preceding round.

My postflight /preflight includes the following checklist items:

• Servos are working correctly

• Servo tray is secure

• Wing tape hasn't come loose

• Wing rod has not rotated

• Stabs are seated

• Control rods and horns are secure

• Tow hook is secure

• Nose skag is intact

• Transmitter switches, trims and dual rates are set in the appropriate position, ready for launch

• If battery packs need a quick charge, do it now, before the next round

Basically, I conduct an entire airworthiness inspection. Why not do this at your leisure instead of when you're rushing toward a winch. If you do find problems, you have the opportunity to fix them between rounds.

Communicate with your timer

I find it very important that my timer and I are on the same wave lenght. We discuss the upcomming round and my intentions. By doing so there's no miscommunication and we both have a clear understanding of the task at hand. I ask my timer to set his watch for the next round at this time. The idea is to avoid last minute mistakes or confusion. As I spot IOL and make my decision to launch, all I have to do is turn on the transmitter and flight pack and go through a control check. Not a single second is wasted in preparation to launch.

Because I am on an exclusive frequency, I retain my frequency pin throughout the contest. Not having to walk to the frequency board and retrieving my pin saves many seconds. Before you try this, make sure you are on an exclusive frequecny.

If I don't have my score card, I don't let this slow my progress toward a rapid launch. After all, you don't need a score card to complete your flight task for the round.

Be aware and fully prepared

Study the launch tendencies of your fellow competitors and try not to get into a winch line with competitors that procrastinate. Some pilots are prepared to launch when the winch is available and some sit for minutes searching for IOL. The time for this search is while you're sitting in the pits and prior to your commitment to launch. A last minute scan of the horizon can be accomplished in a few seconds as you approach the position of first in line. If I see a winch line with known procrastinators, I may well select a winch line with more pilots, but with pilots that can be relied upon to launch expeditiously.

Stay appraised of the condition of the launch equipment. If a winch has had serveral line breaks, avoid that winch. There's no sense walking toward a winch that's not in good working condition. I continue to monitor the launch equipment even while I'm standing in line. If the winch I'm waiting for goes down, I've already selected my backup winch and am prepared to bolt.

If a winch is known to be weak, be prepared to take a substandard winch in order to launch rapidly into good air. If one winch has been set up with a retriever and the others without retrievers, be prepared to launch on the retriever burdened winch. The reduced launch height will be more than offset by the ability to get rapidly airborne.

Be prepared to act not only as a timer but also as the retriever operator. This can be safely and consistently accomplished with practice. I also expect my timer to be able to do the same so we won't be dependent on retriever operators to launch.

If a competitor in front of me is unwilling to expeditiously launch, I will tactfully mention that I will be able to launch and the retriever return the tow hook before they commit to launch.

Delaying at the winch can be used as a defensive or blocking tactic. This happens more by chance than on purpose, but be aware and be prepared.

Be prepared to push the launch sequence if the competitor at the adjacent winch seems to be wavering in his resolve to launch. If he persists with the "Statue of Liberty" pose, I will yell launching and the first foot on the pedal has the right of way. This is not a dangerous tactic. Simultaneous launches are the norm under far more confining conditions in both F3J and F3B.

Be prepared for the occurrence of an inconsiderate pilot thermalling in the launch corridor. My policy is to give him one courtesy warning to clear the launch corridor. If he persists, I am prepared to launch in spite of his presence. I refuse to allow an inconsiderate competitor to dictate my launch time. Safety comes first, but my launch will be a millisecond later.

Always chose to launch on the upwind winch if it is available, even to the exclusion of all the other criteria I've mentioned. The reason is simple. If the line breaks on this winch it will foul some, if not all, of the downwind winches. I don’t want to take that chance.

And last but not least, I'm not the least bit opposed to running to get toward the head of the line. If you can beat a competitor to the head of the line by even one second, that translates to being air born one minute earlier.

If some of these suggestions won't work for you because of your support situation or your personal philosophy, then ask your timer to do more than just stand by your side as you wait in the winch line. Your timer is perfectly capable of either saving you a place in line as you coordinate the other aspects of your launch or doing whatever is necessary to expedite your launch including running down a launch line if necessary. And of course you will be willing to do the same for him.

The Thirty-five Second Drill

The following is the typical scenario when I see IOL that convinces me to launch. Within 15 to 20 seconds, because of my preparation, I'm hopefully standing at the front of the winch line at the winch I've chosen. I've turned on my transmitter and flight pack and done a control wipe out. My timer has retrieved the tow ring and positioned it on my tow hook and ensured that his watch is set as discussed. I make a last second scan for IOL, I visually clear the launch corridor, ensure that the retriever line isn't around either the line guide or the bale and that either my timer or someone else is prepared to retrieve and then I launch. This is all accomplished within approximately a 15 second period. At this point, if I'm right about the lift I've observed, I've maximized my potential for using that lift.

Compare this technique to that used by other competitiors. To restate the intent, seconds count in TD contests; particularly those seconds that are wasted while trying to launch into reachable good air. If you're able to launch expeditiously, you maximize your opporutnity to make your flight time. If you don't, your percentage of task completion will inevitably decline that will be the difference between winning and losing.

Epilogue:

While reading this series on "When to Launch" you may have reacted the same way my lovely wife, Linda, did when she ask me, "is your intent to tell people just how obnoxious you really are"? It may appear that way, but I can assure you my intent is to share techniques with you that will improve your contest scores.

Every pilot has his own reason for competing. Mine is to win. No matter what the endeavor, if you are going to succeed you must have a plan and then you must work the plan. By sharing parts of my plan with you I sincerely hope that you will become a better contest pilot . Till next month.