Narrative:

I departed ZZZ at the controls of aircraft X with aircraft Y in tow. The glider pilot requested a 3;000 feet AGL tow and desired to 'box the wake' after reaching 2;000 feet AGL. After reaching 2;000 feet AGL (2;400 feet MSL); I noticed conflicting traffic during my visual scan of the area. The conflicting traffic was aircraft Z. When I first noticed the traffic; it was at my 10 o'clock position and approximately 1-2 NM distance from my aircraft. The aircraft was heading westward in straight and level flight; and I was heading southward and climbing approximately 300-400 fpm with aircraft Y in tow. I determined that my aircraft and aircraft Z were converging to a near-collision. The aircraft Y pilot requested via radio to begin 'boxing the wake;' and I replied with distance and direction information about the conflicting traffic and instructed the aircraft Y pilot to postpone the maneuver. The aircraft Y pilot replied that he did not have visual contact with aircraft Z. I decided to continue southward without releasing aircraft Y and performing an evasive maneuver because the aircraft Y pilot did not have visual contact with aircraft Z. I was concerned that; after releasing from the aircraft Y the aircraft Y pilot would maneuver in conflict with aircraft Z. I did not level off because doing so abruptly could result in the glider overshooting and 'kiting' above my aircraft; leading to controllability issues. Additionally; a turn to the left or right would further place my aircraft and aircraft Y in a collision course with aircraft Z. I deduced that; barring any change in flight path by either my aircraft or aircraft Z; aircraft Z would pass behind me and at the same altitude. Aircraft Z ultimately passed behind aircraft Y in tow by approximately 100-150 yards and at an altitude approximately 100-200 feet below the altitude of aircraft Y in tow. I continued southward and aircraft Z continued westward. At no point during the encounter did aircraft Z pilot appear to have my aircraft or aircraft Y in tow in sight. The aircraft Z pilot did not make an evasive maneuver and did not yield to my aircraft or aircraft Y in tow. The aircraft Z pilot did not attempt any radio communications during the encounter. I received the impression that the aircraft Z pilot was completely unaware of the near-miss; despite the very small margin and my aircraft appearing almost directly in front of the aircraft Z pilot's view. 14 crash fire rescue equipment part 91.113(d) states that an aircraft towing or refueling another aircraft has right-of-way over all other engine-driven aircraft. This is undoubtedly due to the fact that aircraft engaged in towing are far less maneuverable than other aircraft. I believe that this near-miss incident demonstrates the large difference in maneuverability between aircraft towing other aircraft compared to other engine-driven aircraft. I found myself significantly limited in my options to safely avoid aircraft Z. Despite having the right-of-way; I was prepared to take evasive action. 'See and avoid' is a responsibility of every pilot; despite right-of-way rules. I chose not to alter my flight path because I believe that doing so would increase the risk of collision. ZZZ is marked with a symbol depicting its status as an area of glider operations on the VFR sectional chart and terminal aeronautical chart. Adjacent to this symbol is a box that reads 'caution intensive glider activity' and provides the radio frequency used for glider operations. I have noticed that many powered aircraft transition through the area without communicating with glider and tow plane pilots. The high volume of glider traffic; as well as the difficulty of visually identifying gliders; makes the area potentially dangerous for transitioning powered aircraft. I urge pilots transitioning through glider operations areas to plan accordingly; communicate with local traffic; and exercise extreme caution.

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Original NASA ASRS Text

Title: Pilot of an aircraft that is towing another aircraft reports of a near miss with a third aircraft. Pilot speculates that the third aircraft never saw the two aircraft formation.

Narrative: I departed ZZZ at the controls of Aircraft X with Aircraft Y in tow. The glider pilot requested a 3;000 feet AGL tow and desired to 'box the wake' after reaching 2;000 feet AGL. After reaching 2;000 feet AGL (2;400 feet MSL); I noticed conflicting traffic during my visual scan of the area. The conflicting traffic was Aircraft Z. When I first noticed the traffic; it was at my 10 o'clock position and approximately 1-2 NM distance from my aircraft. The aircraft was heading westward in straight and level flight; and I was heading southward and climbing approximately 300-400 fpm with Aircraft Y in tow. I determined that my aircraft and Aircraft Z were converging to a near-collision. The Aircraft Y pilot requested via radio to begin 'boxing the wake;' and I replied with distance and direction information about the conflicting traffic and instructed the Aircraft Y pilot to postpone the maneuver. The Aircraft Y pilot replied that he did not have visual contact with Aircraft Z. I decided to continue southward without releasing Aircraft Y and performing an evasive maneuver because the Aircraft Y pilot did not have visual contact with Aircraft Z. I was concerned that; after releasing from the Aircraft Y the Aircraft Y pilot would maneuver in conflict with Aircraft Z. I did not level off because doing so abruptly could result in the glider overshooting and 'kiting' above my aircraft; leading to controllability issues. Additionally; a turn to the left or right would further place my aircraft and Aircraft Y in a collision course with Aircraft Z. I deduced that; barring any change in flight path by either my aircraft or Aircraft Z; Aircraft Z would pass behind me and at the same altitude. Aircraft Z ultimately passed behind Aircraft Y in tow by approximately 100-150 yards and at an altitude approximately 100-200 feet below the altitude of Aircraft Y in tow. I continued southward and Aircraft Z continued westward. At no point during the encounter did Aircraft Z pilot appear to have my aircraft or Aircraft Y in tow in sight. The Aircraft Z pilot did not make an evasive maneuver and did not yield to my aircraft or Aircraft Y in tow. The Aircraft Z pilot did not attempt any radio communications during the encounter. I received the impression that the Aircraft Z pilot was completely unaware of the near-miss; despite the very small margin and my aircraft appearing almost directly in front of the Aircraft Z pilot's view. 14 CFR Part 91.113(d) states that an aircraft towing or refueling another aircraft has right-of-way over all other engine-driven aircraft. This is undoubtedly due to the fact that aircraft engaged in towing are far less maneuverable than other aircraft. I believe that this near-miss incident demonstrates the large difference in maneuverability between aircraft towing other aircraft compared to other engine-driven aircraft. I found myself significantly limited in my options to safely avoid Aircraft Z. Despite having the right-of-way; I was prepared to take evasive action. 'See and avoid' is a responsibility of every pilot; despite right-of-way rules. I chose not to alter my flight path because I believe that doing so would increase the risk of collision. ZZZ is marked with a symbol depicting its status as an area of glider operations on the VFR sectional chart and Terminal Aeronautical Chart. Adjacent to this symbol is a box that reads 'Caution Intensive Glider Activity' and provides the radio frequency used for glider operations. I have noticed that many powered aircraft transition through the area without communicating with glider and tow plane pilots. The high volume of glider traffic; as well as the difficulty of visually identifying gliders; makes the area potentially dangerous for transitioning powered aircraft. I urge pilots transitioning through glider operations areas to plan accordingly; communicate with local traffic; and exercise extreme caution.

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.