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- 2026 Regional Contest Pilot Briefing
Posted by TSA on February 1, 2026
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Texas Soaring Association TSA Airport (TA11) is located in northern Texas near the town of Midlothian, directly south of the Dallas / Ft. Worth metroplex. The airfield is at 660’ MSL and has a single paved runway 3200’ x 25’, oriented 18-36. A grass runway lies parallel to and just north of the paved runway for the full airfield length of 4300’. The grass is used by tow planes; but it is also available.
A paved taxiway lies parallel to the west for the middle part of the paved runway. An additional taxiway leads to the tow plane “E” hangar. When landing on Runway 18, a cut-off is provided onto the parallel taxiway. A landing roll onto the taxiway should be done such that the glider can be rolled near to, but stopped just short of, the line.
Most administrative functions (registration, scoring, retrieves, etc.) take place in the Contest Office (conference room), located in the Texas Soaring Association clubhouse.
The contest radio frequencies will be 123.3 MHz for launches, finishes & landings, and 123.5 MHz for other flying. Pilot-crew communications use 123.5 MHz. For contest purposes, sunset will be artificially set to 8:00 pm.
Meetings
Pilot meetings take place in the club house. A mandatory safety meeting will take place following the welcome dinner on Sunday evening Jul 26. The daily pilots meeting will be held at 09:30 (or another time, as announced by the CD).
If announced, another brief pilot meeting might be held near the front of the launch grid just prior grid time. Gliders will be moved onto the runway just after this meeting.
The west side of the paved runway (both ends) is marked with grid numbers, noting where a glider should be placed in preparation for launching. Each glider is assigned a numeric grid position each day; positions change after every valid contest day.
No vehicle or glider may be on the runway prior to the daily pilots briefing (09:30). After that time, gliders should be staged on the grass west of the runway near their assigned grid number, leaving the pavement clear for free movement of other gliders and vehicles. Staging should be complete five minutes prior to grid time.
For gridding, gliders should be pushed onto the pavement with the main wheel near the runway centerline. Most commonly, gliders will be gridded at the north end of the runway for a launch to the south. Grid positions are closely spaced: cooperation in staging and gridding is essential.
Vehicles are allowed on and near the grid area as needed during glider staging. By grid time they must be moved west of the runway. All vehicles must stay well clear of the launch area after gliders are placed on their grid positions. You must adhere to the instructions of the CD and the launch crew.
Weighing
Scales may be set up on the big triangle ramp (“helicopter pad”) near the north end of the runway. Pilots selected for weighing (which will typically include those whose overall or previous day’s score places them among the leaders) will maneuver their gliders onto the scales on the way to the grid.
Safety checks
A critical assembly check (CAC) is a verification done after normal assembly to ensure that items the pilot considers critical to flight safety are performed correctly. Completion of the CAC is indicated by initials or a mark on tape near the left-wing root leading edge. A CAC is required at this contest: a glider without a mark may be denied a launch.
Launching
The launch will begin at a time designated by the CD. Once underway, it is essential that no one other than launch personnel is in front of the sailplane next to be launched, and that all vehicles are well clear. Follow launch crew instructions.
Tow planes will taxi in front of the next glider to be launched, line crew will attach the towrope, and the launch will begin without asking for a signal from the pilot. Except for canopy closing, the first five pilots at the front of the grid are expected to be fully ready to launch prior to hookup. If you are not ready, you will be pulled from the launch and moved to the end of the flight line for launch.
The launch crew may look to see that spoilers are in a safe position: either closed and locked or open with the pilot’s hand on the spoiler control. Pilots who wish to use spoilers during the initial takeoff roll should have their spoilers noticeably open; movement – “bouncing” the spoilers – confirms that the pilot has control of them.
During launches, both gliders and tow planes shall use the TSA CTAF: 123.3 MHz. It is not normally necessary or desirable for a glider pilot to talk to the tow pilot; should this be necessary, it is important that the radio call includes the tow plane’s ID, so it is not misunderstood to apply to any other tow planes that may be in the air.
Tows will be to 2000’ AGL, and to a place designated by the CD; glider pilots are expected to release promptly upon reaching tow release altitude. Glider pilots should switch to 123.5 MHz when established in lift, well clear of aerotow operations, and expecting not to have to enter a landing pattern in the next few minutes. Do not make any “changing frequency” radio calls.
Relaunching
When the regular launch is in progress, pilots who need to relaunch should land on the grass and roll as close to the front of the launch line as circumstances safely allow. When ready, inform the CD of your desire to re-launch.
Relaunches (of pilots who are ready) happen after the last regular launch of the class whose launch was in progress when the re-launch was requested. Normal procedure is to stage gliders on the east side of the runway and to push them onto the runway just prior to launch. Once the main runway is clear, pilots needing to re-launch may land on the runway and launch from the runway (remaining runway length permitting).
Start
Starts will be from one of three different start cylinders, as assigned by the CD and noted as part of each task. The Maximum Start Height (MSH) will be based on conditions and specified on every task sheet.
Class task opening times will be announced on the contest radio frequency (123.5 MHz). Typically, as a class’s last scheduled launch is underway, the CD will announce the “task opening in 15 minutes”. Unless a subsequent change to this time is announced, this will be the task opening time: once that time arrives, the task is open – a separate “The task is now open” radio call is not required.
Cylinder finish
The finish cylinder is 2 miles in radius, centered on the “E hangar” taxiway and runway intersection. Pilots should cross the cylinder perimeter at or above the minimum altitude (1600’ MSL), then return to the field for a normal pattern and landing. A pilot who enters the cylinder below the minimum altitude receives a penalty proportional to the amount by which the finish was low.
Pilots should change to 123.3 MHz (with no “changing frequency” radio call) when about 8 miles from the finish and listen to gain awareness of other finishing and landing gliders. Rules specify a radio call when 4 miles from the edge of the finish cylinder (“[callsign] 4 miles”), and again when entering the cylinder(“[callsign] finish”). Other radio calls are only appropriate when they improve safety; otherwise, keep radio chatter to a minimum so as not to block the calls of others.
Landing after finishing
Normal post-task landings take place both on the main runway and on any available grass area. Pilots should take care to plan their landing and rollout so as to leave landing areas clear for other arriving pilots. If using the cutoff, roll safely onto the area up to the stop line. If landing on the runway, roll onto the grass (preferably, to the west side), or have your crew standing by to push you clear promptly.
It may happen that a pilot arrives without sufficient energy for a normal pattern. Such a pilot should announce a straight-in or “direct” landing and choose the landing area that is safest, paying attention to the need either to roll clear of an area that may soon be needed by other gliders, or promptly pushing the glider clear once it has stopped rolling.
Note that the length of the paved runway means that touching down “on the numbers” may make it difficult to roll to the desired spot. This is obviously true when landing to the north, as the distance is nearly 2500’ – but even a landing to the south may offer some problems promptly clearing the runway, especially when there is a meaningful headwind. Most gliders will do well if the pilot plans to touch down at normal speed around 800 to 1000’ short of the intended stopping point.
Also note that rough terrain and trees (turbulence) ahead of the north end of the runway means it is a bad idea to plan a low and slow arrival to the threshold of Runway 18, especially on a windy day.
Off-field landing
The contest task area includes a significant number of airfields; a separate document contains notes on some of these: not all are listed on Sectional charts, and not all those on a chart are fully acceptable for glider operations. The task area also includes countless good land-able areas that are not airfields.
If you land off-airport, it’s important that you treat the landowner well. Try to come across as a reasonable person politely asking a favor, rather than as an arrogant stranger.
Note that even though you may fly in this area only a couple of weeks, many other pilots fly here regularly. If you treat a landowner badly, you can expect serious repercussions, as this can threaten the future of soaring in this area. If you do have a problem, make it known to the CD or Contest Manager.
Aero-tow Retrieves
If you land somewhere other than TSA, rules require that you make a prompt telephone report of your off-filed landing. Only if it is truly impractical to use a telephone should you attempt to relay landing information via radio. Airborne pilots should not relay information when a relay isn’t necessary.
The essential information is your landing location (either airport name or lat/lon coordinates) and retrieve method. For a trailer retrieve, the preferred scheme is to directly phone your crew and make arrangements. But ensure that your crew informs the Retrieve Office with all information before the retrieve begins. Expect a penalty if your crew sets out before this is done.
You may supply your off-filed landing information to the Retrieve Office by phone or text, using one of the numbers listed on each task sheet. For a trailer retrieve, it’s essential either to have a designated crew or to have made some arrangements (e.g. with another crew-less pilot). The Retrieve Office’s job is to manage and relay information not to seek out crew.
When the Retrieve Office hears from a pilot who has landed out, they will summon the crew by means of a phone call to a number that crew or pilot has left at the Retrieve Office, or a radio call on 123.5. If the crew does not respond, it becomes the crew’s responsibility to check with the Retrieve Office: retrieve cards for out-landed pilots will be posted in a window.
The Retrieve Office will close when all pilots are accounted for and crews are dispatched to retrieve those who landed out – or 19:00, whichever is later. If that time is approaching and crew and pilot are not in contact, one or the other should call to request that the Retrieve Office stay open. Having done this, you must then call when together, so the Retrieve Office can be closed.
Aero-tow retrieves will be available from contest tow-planes at an announced per tach hour charge (which you’ll pay directly to your tow pilot). You must be at an airfield deemed acceptable for aero-towing and there must be ample time to complete the retrieve before sunset. All aero retrieves must be arranged through the contest Retrieve Office. If you fail to supply the Retrieve Office with complete and correct information (e.g. you give the name of an airfield different from the one where you actually landed), expect to pay for all flying that becomes necessary.
Airfields
Per the SSA Rules, a contest landing at an airfield depicted on a current Sectional chart is eligible for an Airfield Landing Bonus. The Airfield Notes document provides a list of exceptional fields that may be on some charts but not acceptable for glider operations or are uncharted but acceptable.
Airspace
The Dallas / Ft. Worth Class B Airspace begins 3.5 miles North of TSA. Contest pilots are NOT allowed to under-fly Class B airspace, therefore any incurstion into the annotated airspace will incur the applicable penalty, independent of altitude. Please note that TSA is located in a very busy aviation corridor. Heavy civilian (airline) traffic will fly all day long directly overhead TSA at altitudes as low as 4,500 ft MSL, especially during North flow operations (mostly traffic for Dallas Love Field, descending IFR arrivals in Class E airspace).
The area is also very busy with GA traffic, notably training aircraft from nearby flight training academies. Even though having a transponder is not mandated, having onboard means to identify ADS-B traffic is highly recommended.
In the contest area there are a few airports with Class D airspace up to 3,500 ft MSL: Tyler-Pounds (TYR), Waco Rgnl (ACT), and Waco TSTC (CNW). The Robert Gray AAF (GRK) complex has the R6203 complex with restricted airspace up to FL300.
Ennis airport (F41) is conducting daily Parachute / Sky diving operations and should be avoided by 3Nm at all altitudes. Of course, it can be used in case of emergency, but please communicate your intentions on CTAF 122.9 MHz.
Finally, there is permanent TFR no-fly zone about 10 mi southwest of McGregor airport (PWG).
Scoring
Although scoring is done in the Contest Office, the preferred submission method is email. If you submit storage media (memory cards, thumb drives, etc.), please ensure these are labeled with the correct contest ID and pilot name. Online submission is encouraged – the email address for this will be on task sheets. Should you need to submit a Task Claim card, these will be available from the scorer.
Rules require that flight documentation be submitted promptly upon landing at TSA; the Flight Documentation Interval will normally be one hour. This applies both to finishers and to pilots who land without a finish (such as those returning from an aero retrieve). Pilots who land elsewhere and return by trailer should submit flight documentation when they return to TSA (as soon as practical, but in no case later than 09:00 the next morning).
A Task Claim Card must be routinely submitted to the scorer only for a Modified Assigned Task – Assigned Tasks and Turn-Area Tasks require only a flight log. But all pilots should carry an Out-landing Card on every flight, since one is required to manage a retrieve. Extras are always available from the scorer.
A valid Flight Log covering all flight time is required from every pilot who makes a launch. Note that a valid Flight Log must include the pilot’s name and correct contest ID; files in IGC format are preferred unless different arrangements with the scorer have been made. Also note that the scorer has the right to request that a pilot re-transfer a flight log in the scorer’s presence as late as the morning after a flight.
- A. North grid
- B. North staging area
- C. North glider parking
- D. Weighing area (Helicopter pad)
- E. TSA Clubhouse
- F. Tow plane hangar
- G. Car parking
- H. RV parking
- I. South glider parking
- J. South staging area
- K. South grid
MISCELLANEOUS
Contest registration
Registration (in the Contest Office) is required of all entrants prior to any flying during the contest or the practice period. Please do not grid your glider or take a tow until you are registered.
Trailer & glider parking
You must park in a designated spot. Check with the Contest Office for details.
A few parking spaces are reserved for those who help with contest organization; the rest are first come, first served. They can be claimed only by parking the trailer of a contest glider. Four days before the first scheduled competition day is the first day that a trailer may be parked to hold a slot.
Vehicles
Vehicles are expected to be operated safely and in a way that does not interfere with others. Several RV parking slots with electrical service are available – first come, first served. A daily fee will be charged for on-airport camping with electrical service.
The TSA clubhouse has male/female toilets and showers. The tow plane hangar has a toilet. As there are no professional cleaning services, please do your full share to keep things tidy.
Ballast water
Since this is a Regional contest, no-ballast rules are in effect.
Battery Charging
Outlets are available in the tow plane hangar, the 21 hangar, and the TSA clubhouse. Please do not charge batteries in the Contest Office or in bathrooms.
Smoking
Smoking is not permitted at any contest function (indoors or outdoors), inside or near any building or near any aircraft.
Children and pets
Children on the airfield must be supervised by an adult. Pets are permitted on the field but must always be on a leash (an airport rule). Pets are not permitted at pilot meetings or at any event at which food is served. Owners are expected to clean up after their animals.
Field cleanup
Please take care to clean up your trash, and the occasional item that isn’t yours. Trash cans are located at various points on the airfield. A dumpster is located near the parking lot against hangar “D”.
Safety comments
Any contest participant – pilots, crews and others - are encouraged to bring forward any safety related comments or observations to any contest organizing member. Anonymous written comments can be placed in the Safety Comment Box, located in the Contest Office.
Other operations
TSA is a private airfield and is closed to all but glider operations during contest times. Outside this time, non-soaring operations might be accommodated. Pilots should make a particular effort to park gliders so that taxiways are not blocked, and to keep the area near the fuel pumps clear. If you have any questions about, or problems with other airport operations, please bring them promptly to the attention of contest management.