What We All Need to Know as CSA Members

Welcome to Owl Canyon Gliderport, home to the Colorado Soaring Association (CSA). Following are suggestions and tips to help you to quickly familiarize yourself with CSA and Owl Canyon Gliderport (aka OCGP, aka 4CO2) .

• Ask Questions: Don’t hesitate to ask questions of other members. It’s the easiest and safest way to learn.
• Ask for Help: Feel free to ask any member for help as chances are they will soon be asking for your help. It is nearly impossible to get a glider into or out of a hangar, get a glider to the flight-line, assemble or dis-assemble a glider or retrieve a glider from a land-out  by yourself. Just remember to say thanks, and repay the favor.
• Wear Your Name Badge: Wearing your name badge helps all members get get to know each other faster.  

It is good just to spend time at OCGP. There are many aspects of soaring you can’t learn from flying a glider. To become a well-rounded glider pilot you must spend time at the gliderport conversing with other members, helping out when possible, observing gliderport operations and watching how the weather changes throughout the day and throughout the seasons.

Learning to Fly Sailplanes

Obtaining your pilot's certificate (license)

Certification of sailplane pilots is regulated by the FAA, just as it is for power pilots. To pilot a sailplane with a passenger, you will need a Private Pilot (Glider) certificate. To obtain the Private Pilot (Glider) certificate, you must pass two examinations, the FAA Private Pilot (Glider) Written test and the FAA Private Pilot (Glider) Practical (flight) Test. No medical exam is required, glider pilots self-certify their fitness to fly.

The FAA requires at least two hours of solo flight time including 10 solo flights for the Private Pilot (Glider) certificate. In order to solo, you must receive flight and ground instruction covering all aspects of flying sailplanes.  Your instructor must feel confident of your ability to handle the sailplane and fly safely to sign you off to fly solo. Generally, this happens after 20 to 40 flights, although it varies between individuals and how frequently you fly. You must be at least 14 to fly a sailplane solo and 16 to take the Private Pilot (Glider) Practical Test.

Training is best done at a steady rate of one or two sessions per week with each session having 3 to 5 flights.  It is particularly important not to have any major breaks in your training. So, you should have the necessary funds budgeted before you start. Spreading out the time between lessons or having fewer flights per lesson can very significantly increase the number of instructional flights required. A proven means to accelerate your training is to use the Condor sailplane simulator to practice your lesson before actually flying and to continue practicing what you have learned in previous lessons.

Initially, training flights will be ~30 min with ~3,000 foot tows as you learn and practice basic flying skills. This will transition to shorter ~10 min flights with ~1,200 foot tows as you perfect take-offs, tows, flying the pattern and landing.  You will likely spend as much or more time receiving ground instruction as flight instruction.  

In anticipation of taking the FAA written and practical time, time needs be spent studying FAA regulations, radio communications procedures, aerodynamics, weather, navigation, cross country soaring, etc. The more you study under the guidance of your instructor the more successful you will be taking the tests.

For pilots transitioning from powered aircraft, the FAA requires at least 10 solo flights before taking the Private Pilot (Glider) practical test. No written test is required if you're already have a Private Pilot (SEL, MEL, etc.) certificate. You will need about 15 flights of flight instruction and ground instruction before solo.

CSA Process for learning to fly sailplanes

The Training and Checkout webpage lists the books, manuals and supplies you will need for your training.  It al has the various tests and quizzes CSA instructors use as you progress. 

The Training Progression webpage explains steps and tasks you, in some cases, and can take as you progress from training to solo through cross country soaring.

It is important to learn how to care for sailplanes. Sailplanes have two facets. They are structurally sound and durable to handle the rigors of flying.  However they are optimized to be light weight and aerodynamically efficient. This means the surfaces can be easily subject to scratches, cracks and dents.

When flying sailplanes you are continually learning how to take advantage of the weather.  To see the local weather CSA has a weather station at OCGP with a web camera.  This website also has an extensive soaring weather page which will help with planning your flights and getting ready for your various tests.  And best of all, there are many experienced club members you can talk to too develop your understanding of soaring weather.

Finally, it is very important to track your progress. Keep your personal training record and pilot's logbook up-to date. This helps club instructors track your progress and complete your training as efficiently as possible.

Scheduling Sailplanes and Instructors:

• While training, it is good to schedule early in the morning and late in the afternoon. Winds and turbulence are lighter and there's less demand is on the tow plane.
• Usually, the Puchacz is used for initial, pre Private, training and the Grob for advanced training.
• Schedule in advance on the CSA scheduling web page and understand CSA's scheduling policies. Remember to schedule both the sailplane and instructor.
• Arrive a minimum of 30 minutes prior to your scheduled time to have time to get ready to fly. 
• Be flexible once you arrive. There are many factors including weather that may cause schedule delays.
• Plan for extra time to help with the operation and get some ground instruction.
• If you can’t make your scheduled time, please cancel as much in advance as possible. 

Operations:

More about launch operations at OCGP:

Lend a Hand: We all need help moving aircraft, rigging and de-rigging aircraft, launching aircraft and keeping our club facilities and equipment in good working order. On average, you should help to launch at least one glider for each launch you take. When you see someone who needs help getting their glider to the flight-line, give them a hand. When a glider lands, hustle over and help the pilot push or tow their glider to the flight-line, the hangar or their trailer. At the beginning of the day, help get ready for operations. At the end of the day, help put away aircraft and equipment and locking-up the gliderport.

Efficient Launching Operations:  If you are staged on the runway, you should be as ready to launch when the tow plane is in position. The longer it takes you to launch, the longer it takes to clear the runway for landing and for those staged behind you, safely off to the side, and returning to the gliderport to launch.vDelays cause the tow plane sit and idle, or even worse, to have to shut down. Idling and re-starting burns fuel and wears out the engine. Delays also result in the club making fewer tows in a day. Launching delays are frustrating to other pilots and are a significant cost to CSA.

Safe Launching Operations: While we strive for launch efficiency, don’t let anyone rush your takeoff. Use your checklist. Take the time you need before giving a thumb’s up or wagging your rudder. Making sure the dive brakes are closed and the canopy is latched will avoid the most common take-off incidents.

Tow Rope Awareness: The tow rope is about 200ft long. Do not get between it and the towplane as it can knock you down and drag you. In the air, with sailplane attached, the tope rope hangs down from the tow plane at about a 45 degree angle. Watch out!

Weak Links: We use a very strong tow rope at OCGP.  This requires a weak link at both the tow plane end (Tost metal weak link) and sailplane end (rope weak link) of the rope. Most of the the gliders at OCGP use the same tow plane weak link and rope weak link with the double ring Tost rings.  The rope weak links attach to the tow rope using a carabiner. When using the carabiner make sure the locking sleeve is turned finger tight.  If tightened to much or after many tows, you may need to use pliers (in the Suzuki) to loosen the locking sleeve.  New sailplane end rope weak links are on the south wall of the hangar and one may be carried in the tow plane. 

Note that the 1-26 is very light and requires a different weak link at both the tow plane and sailplane ends of the rope.  Do not attempt to change the weak link at the towplane end unless you have been trained to do so.

Running a Wing:  As a wing runner you are a significant partner to the pilot to ensure a safe launch:

• You are required to take the SSF Wing Runner Course before you attempt to run a wing. 
• Make sure the traffic is clear, check that the sailplane dive brakes and canopy are closed and tail dolly is off.
• Do not hold back on the wing tip, which will turn the glider. Cup your hand on the aft of the wing tip and let it leave your hand.
• With a cross wind component, place the upwind wing a bit lower than level.  However, don't force it down as you run or it will pop up/down when released.

More about landing operations at OCGP:

Clear Active Runways: Keep the runways cleared, except at the launch point! We usually stage for takeoff on 19R, 01L or 27L. You will often land on 19L, 27R or 01R. Another sailplane or the towplane may also be expecting to land quickly behind you. Unless the wind is howling, making it unsafe to leave the cockpit and controls, quickly exit your glider and push it off the runway. Usually, you can push the glider off by yourself. Don’t wait for assistance to clear an active runway unless you absolutely need help.

Runway Awareness: When walking about the gliderport, always be aware of where you are in relation to aircraft traffic. OCGOP many runways, and just because one runway is most active doesn’t mean someone isn’t going to land on the runway you may be crossing. Have a radio handy and announce your intention to cross a runway. Look twice before you cross any runway then hustle across. Make sure visitors do likewise. Having an aircraft collide with someone or a vehicle at 50kts will ruin everyone's day.

Extreme Wind: We can get high winds at Owl Canyon, sometimes unexpectedly, often they are out of the west at 30kts to 50kts. If you land in high winds, remain in the sailplane, keep the dive brakes open and fly the sailplane on the ground until help arrives. In extreme conditions, the sailplane should be towed back to the hangar and pushed inside with the pilot still in it.

Gliderport Terrain: We are fortunate at Owl Canyon that most of our 250 acres are landable. However, there are several exceptions you should familiarize yourself with. Do not land on the old roadbed that cuts across our property from the northwest to southeast.  Take a walk and give it a look for safe places to cross. There is an old house foundation to the east of the south portion of 19. Take another walk and inspect it so you are sure to miss it. Take a look at the the land south of the gliderport. There are barbed wire fences crossing it.  Make sure you talk to your instructor about safe landing options if your weak link breaks below 200ft when taking off on runway 19.

More about aircraft handling: 

Aircraft Responsibility: When flying club aircraft, as the pilot the responsibility for the aircraft is yours until you hand-off that responsibility to another pilot/member. This includes, making sure the aircraft is properly tied down on the ground with controls secured and canopy locked as well as getting the aircraft in and out of the hangar without damage to it or other aircraft. Clearly instruct anyone helping you how to move the aircraft. Don’t assume that they know what to do. After someone helps you, make sure you acknowledge their help by saying thanks!

Moving Aircraft: When moving an aircraft, the pilot instruct must instruct helpers on exactly what they want done. If the pilot’s instructions are not clear, ask for clarification. Pushing on an aircraft in some spots can damage it. Generally, pushing a sailplane backwards on the leading edge of the wing near the fuselage is OK. To push  a sailplane, forward, it is generally OK to lay your hands flat on the top a wing close to where the trailing spar attaches to the fuselage. Never push on the trailing edge. If in doubt ask the pilot for instructions.

• Never pull a glider by its wing tips.

Without a tail dolly, to pivot a sailplane on it’s main wheel you must make sure the nose/tail wheel is off the ground. With a pilot's permission you may be able to lift the tail by pushing down on the nose of the sailplane or by lifting the fuselage close to the tail wheel.

• Never lift on the horizontal stabilizer beyond it's root.

Be careful so that your belt buckle, watch and other personal objects don’t scratch a glider.

Securing Aircraft on the Ground: The wind is usually blowing at Owl Canyon. On light wind days, if you remain at your sailplane, you might consider not tying it down. But it never hurts. It is best to position the sailplane so the fuselage is perpendicular to the wind. The upwind wing should be down. Open the dive brakes, secure the controls and make sure the canopy is closed and locked. Either hold it down while you sit next to it, or tie it down. When leaving a glider unattended, tie both wings down, the tail if possible, and extend the dive brakes, secure the controls and close and lock the canopy. Ask an instructor or sailplane owner to show you where to attach the tie-down ropes to the glider. Never leave a sailplane unattended, regardless of whether or not it is tied down. 

Aircraft Care: We are not a commercial operation. There is not anyone paid to take daily care of CSA's aircraft.  Make sure you read and follow the CSA Daily Care instructions which specify how to care for sailplanes before, during and after flying them. 

Pay special attention to caring for canopies; they are extremely easy to scratch and crack and extraordinarily expensive to replace. If you want to raise the blood pressure of a sailplane pilot, touch their canopy (very bad idea). Do not wear baseball or other type caps with a button on top. The button can crack a canopy if your head hits against it in turbulence. This has happened more than once. Make sure visitors, especially kids, know not to touch a canopy. Never leave a canopy unlatched. An unlatched canopy can blow off in the wind. Latching your canopy is a good habit to have. Never move a sailplane with the canopy open or unlocked. Never leave an unattended canopy open or unlocked.

Private Ships: There are quite a few privately owned sailplanes at Owl Canyon.  Sailplane owner/pilots tend to be very careful when it comes to their sailplanes. Never touch a privately owned sailplane without prior instruction from the owner, but don’t hesitate to talk to a pilot about their sailplane. You will find them more than willing to chat. One way to learn about sailplanes and meet members is to offer help when you see a pilot readying to rig or de-rig their sailplane. As always, let the pilot instruct you on exactly what they want you to do. If the pilot’s instructions are not clear, ask for clarification. An experienced pilot will make rigging or de-rigging a straight-forward and simple task. One Warning: Sailplane wings can be very heavy.

Being a member of CSA:

Safety First: At Owl Canyon Gliderport, safety is our first concern. Don’t do anything you think may be unsafe. If a member sees anyone doing something that they believe is questionable, they should kindly bring it to that person's attention. That’s part of the ongoing learning process and safety culture CSA cultivates. If you see something you do not believe is safe please let an instructor, board member or the CSA Safety Committee member know about it.

G.O.D. Duty: Every club member is expected to serve three days of Ground Operations Duty (G.O.D.) each year, two from April through October. This is important duty and just about everything you will need to know is covered in the G.O.D. Manual. If you have questions, there is usually someone around to answer them. There are rewards for extra duty and penalties for failure to put in the required time.

Dehydration: It is often dry and hot at Owl Canyon Gliderport. Make sure you drink plenty of water. If you are dehydrated, your flying skills will markedly decrease. And don’t forget to use sunscreen.

Visitors: Feel free to bring visitors to Owl Canyon Gliderport, but make sure they remain a safe distance from our operations. Keep them well clear of the runways.  Also, politely instruct any unknown visitors you might find wandering too close to runways, etc., how to remain a safe distance from our operations and direct them to the G.O.D for the day.

Corporate Information:  CSA is incorporated as a the CSA Foundation a 501c(3) corporation doing business as (dba) Colorado Soaring Association.  There is considerably more information to be found about CSA on the CSA Organization and Information page. One of thee first things a member might want to know about are CSA dues and fees which can be found at CSA Rates.  There are monthly Board of Directors meetings, a yearly all member business meeting in the spring and an awards banquet in the fall.  Please plan to attend.

The Clubhouse: Members are welcome to use the clubhouse at any time. Please work to keep it neat and clean. If the trash is overflowing, take it to the dumpster. If the aluminum cans are overflowing, bundle them in trash bags and put them in the hangar. If dishes need washing, wash them. If dishes need to be put away, do that as well. If towels need laundering, take them home and wash them. None of these things happen by themselves. Please do your share to keep your clubhouse clean.

Year-Round Soaring: Don’t count out any time of the year. While summer is generally considered best for soaring, spring and fall can be excellent. Training late fall winter and early spring can be very successful as the air is calmer and the towplane is more available. Winter days can also be good, especially for wave soaring, but make sure you wear your heated socks.

SSA Membership: To be a CSA member, you have to be a member of SSA.  The CSA treasurer can manage your SSA membership for you.  However, your SSA Soaring magazine may take a while to arrive but will eventually find you. It often takes up to three months.

Afterword: There's a lot of information that has been presented here and on the rest of the CSA website. It may take some time and experience for it all to make sense. If anything is unclear to you, follow the first tip and ask a member. We are delighted to have new members, and hope you will enjoy learning to soar with CSA at Owl Canyon Gliderport!

Updated 02/26/2025