Cherokee II O&R

I had a fun time skipping work yesterday. Declared a 300 km out and
return and took off at ~ 1PM. I made sure to get a valid start within
1 km of the start point on the opposite side of my course. Lift was
not as good as forecast but I was soon finding 4-5 knots up and
climbing to around 8000 feet.

I did get a little up close and personal with an Air Tractor at 4000
feet. I was surprised to see him up there but he saw me and went
around the thermal I was working.

There were several dust devils that helped mark the way across
Kansas. Lift was strong and often really rough. I occasionally got
brave enough to dive at a blistering 65-70 mph between thermals. I
rounded Hays about 4:30, making sure to spend enough time on the
opposite side of the airport to get a good trace over there, then
headed back. Things were starting to weaken and a big bunch of the
sky had gone blue. I knew my only hope was to beeline straight home
and figured I'd go as far as I could. Keeping a positive mental
attitude helped a lot as it really looked doubtful that I'd get very
far.

Flight home was characterized by long smooth glides followed by weak
smooth thermals. I did get one good climb over a country airport
about halfway home. That was my last of the 4 knot variety. After
that it was 1-2 knots. A couple of turky vultures marked a core for
me at one point which was most appreciated. I had been using a bit of
mental math and figuring my glide at about 25:1 as I flew in smooth
evening air. My last good climb had been at 6 PM. Usually I'm on the
ground by then. I kept finding these really weak, smooth thermals
every 5 to 10 miles and was slowly closing the gap on the airport. It
seemed like I might be able to actually make it. or at least there was
a chance.

I left the last thermal 15 or 20 miles out. I was right on the edge
of a 25:1 glide to the airport. Of course I had to go PAST the
airport to finish the goal flight so I knew I needed a few more bumps
to make it. As I got lower I started to fly like Dick Wolters in The
Sunship Game. "field by field by field" Well unfortunately this
tactic was going to require a change in tactic as all of the fields
along my course within about 4 miles of the airport were full of full
grown corn! I started to turn a bit east to try to approach the
airport from the north but quickly realized that it was highly
doubtful I was going to make the runway, let alone get a finish for
the flight.

I was set up well as I was on an extended base leg to a private
airport. I also had a few dirt fields around as options. I didnt
find any more bumps so I committed to the runway and turned final. Lo
and behold there is a Duster sitting next to the runway. Turns out my
friend Jerry had landed there as well, not having quite enough left to
get back home. At least I'd have company.

All in all it was a great flight and I learned alot. Keep in mind that
I've never flown a real out and return beyond maybe 20 miles from home
and have flown a declared goal flight.

I should've started earlier. I screwed around for a while after
takeoff trying to find some great lift before I set out on course. Of
course I didn't want to land out immediately and waste the whole day.
However I could've used those extra minutes at the end of the day. I
have a slow glider and have to take advantage of the entire day

Turns out this flight was my second longest distance and my longest
duration at a bit over 6.5 hours. Not too shabby! Here is the OLC
trace: http://www.onlinecontest.org/olc-2.0...tId=1688698192

Nice flight Tony!!!

You may beat Adam and me to diamond



On Aug 12, 1:25*pm, Tony wrote:
I had a fun time skipping work yesterday. *Declared a 300 km out and
return and took off at ~ 1PM. *I made sure to get a valid start within
1 km of the start point on the opposite side of my course. *Lift was
not as good as forecast but I was soon finding 4-5 knots up and
climbing to around 8000 feet.

I did get a little up close and personal with an Air Tractor at 4000
feet. *I was surprised to see him up there but he saw me and went
around the thermal I was working.

There were several dust devils that helped mark the way across
Kansas. *Lift was strong and often really rough. *I occasionally got
brave enough to dive at a blistering 65-70 mph between thermals. I
rounded Hays about 4:30, making sure to spend enough time on the
opposite side of the airport to get a good trace over there, then
headed back. *Things were starting to weaken and a big bunch of the
sky had gone blue. *I knew my only hope was to beeline straight home
and figured I'd go as far as I could. *Keeping a positive mental
attitude helped a lot as it really looked doubtful that I'd get very
far.

Flight home was characterized by long smooth glides followed by weak
smooth thermals. *I did get one good climb over a country airport
about halfway home. *That was my last of the 4 knot variety. *After
that it was 1-2 knots. *A couple of turky vultures marked a core for
me at one point which was most appreciated. *I had been using a bit of
mental math and figuring my glide at about 25:1 as I flew in smooth
evening air. *My last good climb had been at 6 PM. Usually I'm on the
ground by then. *I kept finding these really weak, smooth thermals
every 5 to 10 miles and was slowly closing the gap on the airport. *It
seemed like I might be able to actually make it. or at least there was
a chance.

I left the last thermal 15 or 20 miles out. *I was right on the edge
of a 25:1 glide to the airport. *Of course I had to go PAST the
airport to finish the goal flight so I knew I needed a few more bumps
to make it. *As I got lower I started to fly like Dick Wolters in The
Sunship Game. "field by field by field" *Well unfortunately this
tactic was going to require a change in tactic as all of the fields
along my course within about 4 miles of the airport were full of full
grown corn! *I started to turn a bit east to try to approach the
airport from the north but quickly realized that it was highly
doubtful I was going to make the runway, let alone get a finish for
the flight.

I was set up well as I was on an extended base leg to a private
airport. *I also had a few dirt fields around as options. *I didnt
find any more bumps so I committed to the runway and turned final. *Lo
and behold there is a Duster sitting next to the runway. Turns out my
friend Jerry had landed there as well, not having quite enough left to
get back home. *At least I'd have company.

All in all it was a great flight and I learned alot. Keep in mind that
I've never flown a real out and return beyond maybe 20 miles from home
and have flown a declared goal flight.

I should've started earlier. I screwed around for a while after
takeoff trying to find some great lift before I set out on course. Of
course I didn't want to land out immediately and waste the whole day.
However I could've used those extra minutes at the end of the day. *I
have a slow glider and have to take advantage of the entire day

Turns out this flight was my second longest distance and my longest
duration at a bit over 6.5 hours. *Not too shabby! *Here is the OLC
trace:http://www.onlinecontest.org/olc-2.0....html?flightId...

On Aug 12, 2:51*pm, Dan Wrobel wrote:
Nice flight Tony!!!

You may beat Adam and me to diamond

On Aug 12, 1:25*pm, Tony wrote:



I had a fun time skipping work yesterday. *Declared a 300 km out and
return and took off at ~ 1PM. *I made sure to get a valid start within
1 km of the start point on the opposite side of my course. *Lift was
not as good as forecast but I was soon finding 4-5 knots up and
climbing to around 8000 feet.

I did get a little up close and personal with an Air Tractor at 4000
feet. *I was surprised to see him up there but he saw me and went
around the thermal I was working.

There were several dust devils that helped mark the way across
Kansas. *Lift was strong and often really rough. *I occasionally got
brave enough to dive at a blistering 65-70 mph between thermals. I
rounded Hays about 4:30, making sure to spend enough time on the
opposite side of the airport to get a good trace over there, then
headed back. *Things were starting to weaken and a big bunch of the
sky had gone blue. *I knew my only hope was to beeline straight home
and figured I'd go as far as I could. *Keeping a positive mental
attitude helped a lot as it really looked doubtful that I'd get very
far.

Flight home was characterized by long smooth glides followed by weak
smooth thermals. *I did get one good climb over a country airport
about halfway home. *That was my last of the 4 knot variety. *After
that it was 1-2 knots. *A couple of turky vultures marked a core for
me at one point which was most appreciated. *I had been using a bit of
mental math and figuring my glide at about 25:1 as I flew in smooth
evening air. *My last good climb had been at 6 PM. Usually I'm on the
ground by then. *I kept finding these really weak, smooth thermals
every 5 to 10 miles and was slowly closing the gap on the airport. *It
seemed like I might be able to actually make it. or at least there was
a chance.

I left the last thermal 15 or 20 miles out. *I was right on the edge
of a 25:1 glide to the airport. *Of course I had to go PAST the
airport to finish the goal flight so I knew I needed a few more bumps
to make it. *As I got lower I started to fly like Dick Wolters in The
Sunship Game. "field by field by field" *Well unfortunately this
tactic was going to require a change in tactic as all of the fields
along my course within about 4 miles of the airport were full of full
grown corn! *I started to turn a bit east to try to approach the
airport from the north but quickly realized that it was highly
doubtful I was going to make the runway, let alone get a finish for
the flight.

I was set up well as I was on an extended base leg to a private
airport. *I also had a few dirt fields around as options. *I didnt
find any more bumps so I committed to the runway and turned final. *Lo
and behold there is a Duster sitting next to the runway. Turns out my
friend Jerry had landed there as well, not having quite enough left to
get back home. *At least I'd have company.

All in all it was a great flight and I learned alot. Keep in mind that
I've never flown a real out and return beyond maybe 20 miles from home
and have flown a declared goal flight.

I should've started earlier. I screwed around for a while after
takeoff trying to find some great lift before I set out on course. Of
course I didn't want to land out immediately and waste the whole day.
However I could've used those extra minutes at the end of the day. *I
have a slow glider and have to take advantage of the entire day

Turns out this flight was my second longest distance and my longest
duration at a bit over 6.5 hours. *Not too shabby! *Here is the OLC
trace:http://www.onlinecontest.org/olc-2.0...l?flightId...- Hide quoted text -

- Show quoted text -

I'm trying my best! I keep rubbing it in to him that I fly further in
the Cherokee than he goes in the Jantar. I'm really hoping for a good
climb out in western KS this year and perhaps Gold Altitude so I can
beat him to Gold...

On Aug 12, 3:25*pm, Tony wrote:
I had a fun time skipping work yesterday. *Declared a 300 km out and
return and took off at ~ 1PM. *I made sure to get a valid start within
1 km of the start point on the opposite side of my course. *Lift was
not as good as forecast but I was soon finding 4-5 knots up and
climbing to around 8000 feet.

I did get a little up close and personal with an Air Tractor at 4000
feet. *I was surprised to see him up there but he saw me and went
around the thermal I was working.

There were several dust devils that helped mark the way across
Kansas. *Lift was strong and often really rough. *I occasionally got
brave enough to dive at a blistering 65-70 mph between thermals. I
rounded Hays about 4:30, making sure to spend enough time on the
opposite side of the airport to get a good trace over there, then
headed back. *Things were starting to weaken and a big bunch of the
sky had gone blue. *I knew my only hope was to beeline straight home
and figured I'd go as far as I could. *Keeping a positive mental
attitude helped a lot as it really looked doubtful that I'd get very
far.

Flight home was characterized by long smooth glides followed by weak
smooth thermals. *I did get one good climb over a country airport
about halfway home. *That was my last of the 4 knot variety. *After
that it was 1-2 knots. *A couple of turky vultures marked a core for
me at one point which was most appreciated. *I had been using a bit of
mental math and figuring my glide at about 25:1 as I flew in smooth
evening air. *My last good climb had been at 6 PM. Usually I'm on the
ground by then. *I kept finding these really weak, smooth thermals
every 5 to 10 miles and was slowly closing the gap on the airport. *It
seemed like I might be able to actually make it. or at least there was
a chance.

I left the last thermal 15 or 20 miles out. *I was right on the edge
of a 25:1 glide to the airport. *Of course I had to go PAST the
airport to finish the goal flight so I knew I needed a few more bumps
to make it. *As I got lower I started to fly like Dick Wolters in The
Sunship Game. "field by field by field" *Well unfortunately this
tactic was going to require a change in tactic as all of the fields
along my course within about 4 miles of the airport were full of full
grown corn! *I started to turn a bit east to try to approach the
airport from the north but quickly realized that it was highly
doubtful I was going to make the runway, let alone get a finish for
the flight.

I was set up well as I was on an extended base leg to a private
airport. *I also had a few dirt fields around as options. *I didnt
find any more bumps so I committed to the runway and turned final. *Lo
and behold there is a Duster sitting next to the runway. Turns out my
friend Jerry had landed there as well, not having quite enough left to
get back home. *At least I'd have company.

All in all it was a great flight and I learned alot. Keep in mind that
I've never flown a real out and return beyond maybe 20 miles from home
and have flown a declared goal flight.

I should've started earlier. I screwed around for a while after
takeoff trying to find some great lift before I set out on course. Of
course I didn't want to land out immediately and waste the whole day.
However I could've used those extra minutes at the end of the day. *I
have a slow glider and have to take advantage of the entire day

Turns out this flight was my second longest distance and my longest
duration at a bit over 6.5 hours. *Not too shabby! *Here is the OLC
trace:http://www.onlinecontest.org/olc-2.0....html?flightId...

There's nothing more magical than those smooth late evening
thermals. I remember one of my early 1-26 XC attempts ended up with
me climbing out from about 1,000 feet over a field. Suddenly, I
heard a strange metallic "clickety-clack" sound. It was the 5 pm
Amtrak departure from Philadelphia heading for NYC. Sounded like it
was right next to me...

P3

On Aug 12, 12:25*pm, Tony wrote:
I had a fun time skipping work yesterday. *Declared a 300 km out and
return and took off at ~ 1PM. *I made sure to get a valid start within
1 km of the start point on the opposite side of my course. *Lift was
not as good as forecast but I was soon finding 4-5 knots up and
climbing to around 8000 feet.

I did get a little up close and personal with an Air Tractor at 4000
feet. *I was surprised to see him up there but he saw me and went
around the thermal I was working.

There were several dust devils that helped mark the way across
Kansas. *Lift was strong and often really rough. *I occasionally got
brave enough to dive at a blistering 65-70 mph between thermals. I
rounded Hays about 4:30, making sure to spend enough time on the
opposite side of the airport to get a good trace over there, then
headed back. *Things were starting to weaken and a big bunch of the
sky had gone blue. *I knew my only hope was to beeline straight home
and figured I'd go as far as I could. *Keeping a positive mental
attitude helped a lot as it really looked doubtful that I'd get very
far.

Flight home was characterized by long smooth glides followed by weak
smooth thermals. *I did get one good climb over a country airport
about halfway home. *That was my last of the 4 knot variety. *After
that it was 1-2 knots. *A couple of turky vultures marked a core for
me at one point which was most appreciated. *I had been using a bit of
mental math and figuring my glide at about 25:1 as I flew in smooth
evening air. *My last good climb had been at 6 PM. Usually I'm on the
ground by then. *I kept finding these really weak, smooth thermals
every 5 to 10 miles and was slowly closing the gap on the airport. *It
seemed like I might be able to actually make it. or at least there was
a chance.

I left the last thermal 15 or 20 miles out. *I was right on the edge
of a 25:1 glide to the airport. *Of course I had to go PAST the
airport to finish the goal flight so I knew I needed a few more bumps
to make it. *As I got lower I started to fly like Dick Wolters in The
Sunship Game. "field by field by field" *Well unfortunately this
tactic was going to require a change in tactic as all of the fields
along my course within about 4 miles of the airport were full of full
grown corn! *I started to turn a bit east to try to approach the
airport from the north but quickly realized that it was highly
doubtful I was going to make the runway, let alone get a finish for
the flight.

I was set up well as I was on an extended base leg to a private
airport. *I also had a few dirt fields around as options. *I didnt
find any more bumps so I committed to the runway and turned final. *Lo
and behold there is a Duster sitting next to the runway. Turns out my
friend Jerry had landed there as well, not having quite enough left to
get back home. *At least I'd have company.

All in all it was a great flight and I learned alot. Keep in mind that
I've never flown a real out and return beyond maybe 20 miles from home
and have flown a declared goal flight.

I should've started earlier. I screwed around for a while after
takeoff trying to find some great lift before I set out on course. Of
course I didn't want to land out immediately and waste the whole day.
However I could've used those extra minutes at the end of the day. *I
have a slow glider and have to take advantage of the entire day

Turns out this flight was my second longest distance and my longest
duration at a bit over 6.5 hours. *Not too shabby! *Here is the OLC
trace:http://www.onlinecontest.org/olc-2.0....html?flightId...

If your declaration had been from launch airport to turn point and
return, then yes.. get off tow on the far side of the airport from
your route.. but you only need to land back at the departure airport.
Not having to go back to your start point. Unless you needed a remote
start and remote finish to get the 300km.

On Aug 17, 7:50*pm, BTiz wrote:
On Aug 12, 12:25*pm, Tony wrote:



I had a fun time skipping work yesterday. *Declared a 300 km out and
return and took off at ~ 1PM. *I made sure to get a valid start within
1 km of the start point on the opposite side of my course. *Lift was
not as good as forecast but I was soon finding 4-5 knots up and
climbing to around 8000 feet.

I did get a little up close and personal with an Air Tractor at 4000
feet. *I was surprised to see him up there but he saw me and went
around the thermal I was working.

There were several dust devils that helped mark the way across
Kansas. *Lift was strong and often really rough. *I occasionally got
brave enough to dive at a blistering 65-70 mph between thermals. I
rounded Hays about 4:30, making sure to spend enough time on the
opposite side of the airport to get a good trace over there, then
headed back. *Things were starting to weaken and a big bunch of the
sky had gone blue. *I knew my only hope was to beeline straight home
and figured I'd go as far as I could. *Keeping a positive mental
attitude helped a lot as it really looked doubtful that I'd get very
far.

Flight home was characterized by long smooth glides followed by weak
smooth thermals. *I did get one good climb over a country airport
about halfway home. *That was my last of the 4 knot variety. *After
that it was 1-2 knots. *A couple of turky vultures marked a core for
me at one point which was most appreciated. *I had been using a bit of
mental math and figuring my glide at about 25:1 as I flew in smooth
evening air. *My last good climb had been at 6 PM. Usually I'm on the
ground by then. *I kept finding these really weak, smooth thermals
every 5 to 10 miles and was slowly closing the gap on the airport. *It
seemed like I might be able to actually make it. or at least there was
a chance.

I left the last thermal 15 or 20 miles out. *I was right on the edge
of a 25:1 glide to the airport. *Of course I had to go PAST the
airport to finish the goal flight so I knew I needed a few more bumps
to make it. *As I got lower I started to fly like Dick Wolters in The
Sunship Game. "field by field by field" *Well unfortunately this
tactic was going to require a change in tactic as all of the fields
along my course within about 4 miles of the airport were full of full
grown corn! *I started to turn a bit east to try to approach the
airport from the north but quickly realized that it was highly
doubtful I was going to make the runway, let alone get a finish for
the flight.

I was set up well as I was on an extended base leg to a private
airport. *I also had a few dirt fields around as options. *I didnt
find any more bumps so I committed to the runway and turned final. *Lo
and behold there is a Duster sitting next to the runway. Turns out my
friend Jerry had landed there as well, not having quite enough left to
get back home. *At least I'd have company.

All in all it was a great flight and I learned alot. Keep in mind that
I've never flown a real out and return beyond maybe 20 miles from home
and have flown a declared goal flight.

I should've started earlier. I screwed around for a while after
takeoff trying to find some great lift before I set out on course. Of
course I didn't want to land out immediately and waste the whole day.
However I could've used those extra minutes at the end of the day. *I
have a slow glider and have to take advantage of the entire day

Turns out this flight was my second longest distance and my longest
duration at a bit over 6.5 hours. *Not too shabby! *Here is the OLC
trace:http://www.onlinecontest.org/olc-2.0....html?flightId...

If your declaration had been from launch airport to turn point and
return, then yes.. get off tow on the far side of the airport from
your route.. but you only need to land back at the departure airport.
Not having to go back to your start point. Unless you needed a remote
start and remote finish to get the 300km.

can you provide a reference in the Sporting Code that supports that?
I read SC3 1.4.6, referring to Diamond Goal flights, as "All WAY
POINTS must be declared, and the OZ SECTOR radius at the START and
FINISH is 1000 meters."

The definition of a Finish Point in SC3 1.2.11 does allow for a Finish
at landing, however I don't think applies when a finish point has been
declared.

1.3.2 (b) says that "For an airborne finish at the declared FINISH
POINT, FINISH TIME, and ALTITUDE may be taken at: (i) the glider's
entry into the FINISH OZ SECTOR, (ii) the crossing of a FINISH LINE,
or (iii) a FIX within the FINISH OZ SECTOR.

The SSA's Badge and Record Guide says that for Closed Courses for
Diamond Goal, Distance & Speed Records, "The Start & Finish must be
achieved using any combination of 1000 meter radius OZ Sector(s) and
Start/Finish Line(s)..."

Perhaps back in the days of barographs and cameras a landing finish
was good enough for Diamond Goal but it seems to me that in the IGC
flight recorder world of today you have to get to the other side of
the finish point, regardless of where that point is at. Perhaps I'm
wrong. Regardless, I didn't have enough altitude to safely make it
back anyway.

On Aug 17, 9:08*pm, Tony wrote:
On Aug 17, 7:50*pm, BTiz wrote:



On Aug 12, 12:25*pm, Tony wrote:

I had a fun time skipping work yesterday. *Declared a 300 km out and
return and took off at ~ 1PM. *I made sure to get a valid start within
1 km of the start point on the opposite side of my course. *Lift was
not as good as forecast but I was soon finding 4-5 knots up and
climbing to around 8000 feet.

I did get a little up close and personal with an Air Tractor at 4000
feet. *I was surprised to see him up there but he saw me and went
around the thermal I was working.

There were several dust devils that helped mark the way across
Kansas. *Lift was strong and often really rough. *I occasionally got
brave enough to dive at a blistering 65-70 mph between thermals. I
rounded Hays about 4:30, making sure to spend enough time on the
opposite side of the airport to get a good trace over there, then
headed back. *Things were starting to weaken and a big bunch of the
sky had gone blue. *I knew my only hope was to beeline straight home
and figured I'd go as far as I could. *Keeping a positive mental
attitude helped a lot as it really looked doubtful that I'd get very
far.

Flight home was characterized by long smooth glides followed by weak
smooth thermals. *I did get one good climb over a country airport
about halfway home. *That was my last of the 4 knot variety. *After
that it was 1-2 knots. *A couple of turky vultures marked a core for
me at one point which was most appreciated. *I had been using a bit of
mental math and figuring my glide at about 25:1 as I flew in smooth
evening air. *My last good climb had been at 6 PM. Usually I'm on the
ground by then. *I kept finding these really weak, smooth thermals
every 5 to 10 miles and was slowly closing the gap on the airport. *It
seemed like I might be able to actually make it. or at least there was
a chance.

I left the last thermal 15 or 20 miles out. *I was right on the edge
of a 25:1 glide to the airport. *Of course I had to go PAST the
airport to finish the goal flight so I knew I needed a few more bumps
to make it. *As I got lower I started to fly like Dick Wolters in The
Sunship Game. "field by field by field" *Well unfortunately this
tactic was going to require a change in tactic as all of the fields
along my course within about 4 miles of the airport were full of full
grown corn! *I started to turn a bit east to try to approach the
airport from the north but quickly realized that it was highly
doubtful I was going to make the runway, let alone get a finish for
the flight.

I was set up well as I was on an extended base leg to a private
airport. *I also had a few dirt fields around as options. *I didnt
find any more bumps so I committed to the runway and turned final. *Lo
and behold there is a Duster sitting next to the runway. Turns out my
friend Jerry had landed there as well, not having quite enough left to
get back home. *At least I'd have company.

All in all it was a great flight and I learned alot. Keep in mind that
I've never flown a real out and return beyond maybe 20 miles from home
and have flown a declared goal flight.

I should've started earlier. I screwed around for a while after
takeoff trying to find some great lift before I set out on course. Of
course I didn't want to land out immediately and waste the whole day.
However I could've used those extra minutes at the end of the day. *I
have a slow glider and have to take advantage of the entire day

Turns out this flight was my second longest distance and my longest
duration at a bit over 6.5 hours. *Not too shabby! *Here is the OLC
trace:http://www.onlinecontest.org/olc-2.0....html?flightId...

If your declaration had been from launch airport to turn point and
return, then yes.. get off tow on the far side of the airport from
your route.. but you only need to land back at the departure airport.
Not having to go back to your start point. Unless you needed a remote
start and remote finish to get the 300km.

can you provide a reference in the Sporting Code that supports that?
I read SC3 1.4.6, referring to Diamond Goal flights, *as "All WAY
POINTS must be declared, and the OZ SECTOR radius at the START and
FINISH is 1000 meters."

The definition of a Finish Point in SC3 1.2.11 does allow for a Finish
at landing, however I don't think applies when a finish point has been
declared.

1.3.2 (b) says that "For an airborne finish at the declared FINISH
POINT, FINISH TIME, and ALTITUDE may be taken at: *(i) the glider's
entry into the FINISH OZ SECTOR, (ii) the crossing of a FINISH LINE,
or (iii) a FIX within the FINISH OZ SECTOR.

The SSA's Badge and Record Guide says that for Closed Courses for
Diamond Goal, Distance & Speed Records, "The Start & Finish must be
achieved using any combination of 1000 meter radius OZ Sector(s) and
Start/Finish Line(s)..."

Perhaps back in the days of barographs and cameras a landing finish
was good enough for Diamond Goal but it seems to me that in the IGC
flight recorder world of today you have to get to the other side of
the finish point, regardless of where that point is at. *Perhaps I'm
wrong. * Regardless, I didn't have enough altitude to safely make it
back anyway.

ok all i had to do was look in Table 1. Finish by landing is allowed
on a Diamond Goal out and return flight but only if the landing is
made in the FINISH OZ sector. So i would've needed to go past the
airport no matter.