Thanks for all the tips and info, folks! Big thanks for the links to
John Cochrane & KS's past articles.

A couple of responses to the concerns and basic "just fly the task"
comments, so you understand where I'm coming from:

1) I'm flying with an S-Nav, a PDA (XCSoar), and an ewMicroRecorder.
I've practiced using all of the above equipment with AT-type tasks,
but I do need to figure out to set up MAT and TAT tasks. :-) I've
definitely spent some time dialing in my polar and final-glide
settings to try to make that part of it accurate, though (and I'm not
there yet).

2) I have been a big proponent of the Condor soaring simulator since I
first started working on transitioning from SEL to Glider. I have a
nice setup and have flown a lot of hours with it over the last 2
years. I think the thermals are slightly too symmetrical (too easy to
perfectly center in many cases) - but otherwise its an EXCELLENT
resource. Didn't think you could do MAT or TAT tasks with it,
though...

3) Practice: My last several flights at EPH this summer I made a
point of researching in the morning (see point #4 below), and picking
a few waypoints. I then flew to (or beyond) these waypoints on my
flights (noting differences in the forecast and the actual
conditions). I've also spent a fair amount of time flying near
Seattle itself, where cloudbases are very low and the lift is
typically only about 2 knots. This week I did a 125km+ XC flight -
which doesn't sound like much until you learn that the cloudbase was
3000' MSL and we were dodging rain-showers the whole time; and half of
the pilots that day landed out! Flying in weak conditions may not
allow for big distances, but the skills you develop in making low-
saves and "tiptoeing around" are invaluable!

4) Weather: For me this is a hugely important skill to learn as a
pilot. I've worked to become the chief forecaster for our local (west-
side) club. I am still working to get better at reading individual
clouds and timing my jumps to them, but I have become very adept at
using soundings (both real and simulated) and other online weather
resources to figure out the forecasted conditions at various points
along my flight-path. I'll admit it: mostly, I'm stubborn and I don't
trust other people's forecasts. I want to read the tea-leaves myself,
and then if I screw up I have no one else to blame. :-P

5) When to turn: This is still a big one for me. I am developing a
good "butt-meter" when it comes to detecting and centering lift when
I'm flying along slowly or already circling. At my typical cruise-
speed of ~80 knots I find it MUCH harder! Either I stop and turn for
a big bump that isn't workable (just a gust or something ragged); or I
blow through the lift by the time I realize its big enough to use, and
I don't think its worthwhile to try to turn back around to find it.
At least I know I'm not the only one who sometimes dolphin-flies and
pulls up in the sink on the far side because of vario lag... *sigh*

For those that have read this far (I'm impressed!) and have flown in
competitions: On a good day (thermal-strength-wise), how big of an
altitude band do you typically use when jumping between individual
clouds? I know about McCready theory and using streets and energy
lines and such; but I am curious about people's experiences and
anecdotal evidence. And yes, I know the exact answer is dependant
upon terrain and conditions - but I'm still interested to know what
your rough estimate is.

Thanks again for some excellent suggestions and information!

Take care,

--Noel