as an itinerant renter, I can tell you that every place I have rented -- about 6 leading glider clubs and commercial orgs across the country -- has its own idea of safety.

this is just an abbreviated list of differences:

1. some places have tie downs, some have wing stands, some have nothing
2. some require canopies to be down all the time, other places leave them up all the time
3. some places people have their hands on the canopy all the time, some places you can never touch the canopy
4. some places you open and shut the canopy by the rails, other places you can only operate the canopy by reaching in and using the handle
5. some places you push on the canopy to check secure, other places its verboten, or you are expected to look at the locking pins
6. some places the only thing you do is rudder wag, other places you have a wing runner, other places, you have to call the tow pilot and say "brakes locked, canopy locked, slack out" and then you can wag.
7. everyone has their own tow position they like: hstab centered on the wings, hstab at the top of the wing, hstab on the mirrors, etc. boxing the wake (remember, this is a checkout) is a whole 'nother set of parameters regarding positioning, rudder versus aileron, and whether to pause for 1/2 a second or 2 seconds, or somewhere in between, and everyone likes 'em different
8. everyone has their own favorite set of stall series, MCA, and various banks of turns. for steep turns, it could be the triangle, 50, Va, or some other number
9. on landing, everyone has their own set of IP, downwind distance from the runway ("fly over that road", "1/4 mile", "45 degrees"), base leg distance (at the threshold, 1/2 mile past the threshold, but not too far if you have a large headwind on final)
10. no speedbrakes until on base or final, never more than 1/2 speed brakes, never close the speedbrakes, etc etc
11. before landing checklist -- RUFSTALL, factory placard, this here laminated one
12. base landing speed. triangle, 1.5*Vs0, some random number which is "what we do here"
13. high energy landing or low energy landing
14. roll out straight, roll out straight but if you can move over to side of the runway into the dirt or grass, turn to get off the runway but dont groundloop
15. use the brakes, don't use the brakes, test the brakes when you land but don't use them, test the brakes when you land and use them to stop at a designated point on the runway
16. come to a stop at that intersection so you can push off there, ... stop past the instersection because the towplanes need to use it, ...stop at the staging area
17. get out of the glider when you stop, don't get out of the glider when you stop
18. radio calls -- only on downwind, on the 45, 45/downwind/base/final, depends on how much traffic there is

this is a serious list. i have had every single one of these instructions.

there is absolutely no standardization in what is expected from gliderport to gliderport

on these checkouts, I have become a chameleon, asking lots of questions in order to satisfy the CFI. at the end of the day, when I'm PIC, i do my best to take care of the glider as if it were my own, to stay out of the way of other aircraft, and to operate safely.

--bob