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A conflict resulted when a king air C90 departing runway 12 and an arriving sailplane on runway 30 failed to co-ordinate their operations. The sailplane altered its arrival runway to facilitate separation.
| Attributes | |
| ACN | 1221689 |
| Time | |
| Date | 201411 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | King Air C90 E90 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Takeoff |
| Route In Use | None |
| Flight Plan | None |
| Aircraft 2 | |
| Make Model Name | Sail Plane |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Landing |
| Route In Use | None |
| Flight Plan | None |
| Person 1 | |
| Function | Single Pilot |
| Qualification | Flight Crew Multiengine Flight Crew Instrument Flight Crew Commercial |
| Experience | Flight Crew Last 90 Days 75 Flight Crew Total 1100 Flight Crew Type 30 |
| Events | |
| Anomaly | Conflict Airborne Conflict |
| Miss Distance | Horizontal 2500 Vertical 0 |
Narrative:
I was operating a skydive jump aircraft from a non-towered airport. The airport has two runways: [laid out in v-shape]. For our operations we regularly takeoff runway 12 and land runway 30. The winds were from the north at 5-10 knots and traffic was mostly using runway 30 or occasionally runway 05. I had been coordinating our departures on runway 12 with the frequent glider and glider towing operations using runway 30; as we regularly do on busy weekends. I announced on CTAF that we were holding short of runway 12 and looked for traffic in pattern. A glider reported it was downwind for runway 30 and I thought it told me that we had time to depart ahead of them. I then announced that we were departing runway 12 straight out. As we were rolling on departure the glider announced it was turning base for runway 30. I reported we were rolling on runway 12 and saw the glider turning base. The glider then said it was going to switch to runway 23; which is lined up with the base leg of runway 30. I climbed above the glider's approach to runway 23 and the glider passed about 1/2 mile off our left side. I thanked the glider for making the adjustment and continued operations without any more incidents. I believe the incident is the result of the high volume of flight training; glider operations; and high-performance aircraft operation at this non-towered airport. I also think if the glider had announced in position when I first reported holding short of runway 12 it would have given me more time to visually acquire the traffic. The glider also should not have turned base after I announced we were departing on runway 12. I also need to ensure I visually acquire any traffic in the pattern before departing to verify there will be sufficient spacing and confirm that any traffic in the pattern is aware if we are departing ahead of their arrival.
Original NASA ASRS Text
Title: A conflict resulted when a King Air C90 departing Runway 12 and an arriving sailplane on Runway 30 failed to co-ordinate their operations. The sailplane altered its arrival runway to facilitate separation.
Narrative: I was operating a skydive jump aircraft from a non-towered airport. The airport has two runways: [laid out in V-shape]. For our operations we regularly takeoff RWY 12 and land RWY 30. The winds were from the north at 5-10 knots and traffic was mostly using RWY 30 or occasionally RWY 05. I had been coordinating our departures on RWY 12 with the frequent glider and glider towing operations using RWY 30; as we regularly do on busy weekends. I announced on CTAF that we were holding short of RWY 12 and looked for traffic in pattern. A glider reported it was downwind for RWY 30 and I thought it told me that we had time to depart ahead of them. I then announced that we were departing RWY 12 straight out. As we were rolling on departure the glider announced it was turning base for RWY 30. I reported we were rolling on RWY 12 and saw the glider turning base. The glider then said it was going to switch to RWY 23; which is lined up with the base leg of RWY 30. I climbed above the glider's approach to RWY 23 and the glider passed about 1/2 mile off our left side. I thanked the glider for making the adjustment and continued operations without any more incidents. I believe the incident is the result of the high volume of flight training; glider operations; and high-performance aircraft operation at this non-towered airport. I also think if the glider had announced in position when I first reported holding short of RWY 12 it would have given me more time to visually acquire the traffic. The glider also should not have turned base after I announced we were departing on RWY 12. I also need to ensure I visually acquire any traffic in the pattern before departing to verify there will be sufficient spacing and confirm that any traffic in the pattern is aware if we are departing ahead of their arrival.
Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.