Narrative:

Chain of events - how the problem arose - contributing factors? - How it was discovered - corrective actions flight instruction; training flight in a cessna 182. On downwind in; a guy in a golf cart from the airports glider club starts directing air traffic to accommodate the gliders. We call base for runway 25. We are instructed by the golf cart to land on the grass. We restate we are 'landing on runway 25; now on final 25'. The golf cart again tells that this isn't the way we do things here; land in the grass. We land on the pavement. We land and taxi back on the north taxiway. We wait for the glider tug to take off. We are instructed to take off on the grass from the golf cart/ glider club. We state our intent to takeoff on runway 25. We takeoff runway 25 without any traffic in the pattern. We call down wind; and a glider and tow are setting up for departure. We call base and the tow is upwind. Final; land; taxi back. The golf car is ordering a bonanza split tail wait for the tug and tow to land back. The bonanza ignored the 'ATC golf cart' and took off. We pull up to the runway 25 line and hold for a glider calling right base. Glider lands runway 25. Tow plane hasn't made any radio calls. My student crosses the runway line and sees the golf cart on the runway as we advance. The glider hasn't moved off the runway. The tow plane is calling left base and the ATC golf cart is stepping on radio transmissions. We stop with our main wheels across the runway/taxi line but our tail still in the taxi area. My student announces that we are going to stay put until everyone is clear. The tow plane lands crossing the numbers diagonally and lands on the grass. Rolls out on the north taxiway. (100 feet horizontal; 100 feet vertical or less). Glider reports clear. ATC golf cart demands to know the names of the pilots in our airplane. We line up and wait. The golf cart is on the radio telling us that we should be taking off on the grass so that the glider doesn't have to leave the runway. We state our intent to takeoff on the paved runway 25. We are told by the golf cart that it's going to take a long time because we didn't follow his instructions. It does take a long time to get the glider 50 feet off the runway. When the glider reports clear; we call on the go. After we get 300 feet or more into our take off roll; the ATC gold cart says we have to wait because the physical golf cart wasn't yet 50 feet from the pavement. We consider an abort-takeoff but roll on to see that the cart is 10 feet clear in the grass and the driver is just standing in the grass 20 feet from the cart. Not a factor for takeoff; but a poor radio call from the ATC golf cart. We do a go-round on our next approach. Again taking an ear beating from the ATC golf cart that things wouldn't take so long if we would just land in the grass like we've been told. I took radios over from my student announced that this has been a training flight and asked that only pilots in the pattern; not a flightless golf cart make any radio calls. The tug and tow take off. We land; and return to our tide down spot. 30 minutes later the [glider tug] pilot debriefs with me about how to avoid this again. We conclude that the ATC golf cart person shouldn't be allowed to have a radio or all together remove himself from any further operations with the glider club. Listening to the radio as I write this. ATC golf cart is still at it. We also discussed his decision to land and not go-round. Our pilot to pilot radio call of our intention to hold with our tail across the taxi line was enough for him to safely land away from the glider on pavement. Giving him enough room from us on final for the grass. Human performance considerations - perceptions; judgements; decisions - factors affecting the quality of human performance? - Actions or inactions I would consider more pilot to pilot radio communication as a positive action. Factors affecting quality human performance [are] go-round used by the [glider tug]could have been a better judgement [and] ATC golf cart could stay off CTAF and communicate with the glider operation on a separate frequency.

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Original NASA ASRS Text

Title: C182 flight instructor reported NMAC with unsafe glider tow aircraft and ATC operations from skydive operation.

Narrative: Chain of events - How the problem arose - Contributing factors? - How it was discovered - Corrective actions Flight instruction; Training flight in a Cessna 182. On downwind in; a guy in a golf cart from the airports Glider Club starts directing air traffic to accommodate the gliders. We call base for Runway 25. We are instructed by the golf cart to land on the grass. We restate we are 'landing on Runway 25; now on final 25'. The golf cart again tells that this isn't the way we do things here; land in the grass. We land on the pavement. We land and taxi back on the north taxiway. We wait for the glider tug to take off. We are instructed to take off on the grass from the golf cart/ Glider Club. We state our intent to takeoff on Runway 25. We takeoff Runway 25 without any traffic in the pattern. We call down wind; and a glider and tow are setting up for departure. We call base and the tow is upwind. Final; Land; taxi back. The golf car is ordering a Bonanza split tail wait for the tug and tow to land back. The Bonanza ignored the 'ATC golf cart' and took off. We pull up to the Runway 25 line and hold for a glider calling right base. Glider lands Runway 25. Tow plane hasn't made any radio calls. My student crosses the runway line and sees the golf cart on the runway as we advance. The glider hasn't moved off the runway. The tow plane is calling left base and the ATC golf cart is stepping on radio transmissions. We stop with our main wheels across the runway/taxi line but our tail still in the taxi area. My student announces that we are going to stay put until everyone is clear. The tow plane lands crossing the numbers diagonally and lands on the grass. Rolls out on the north taxiway. (100 feet horizontal; 100 feet vertical or less). Glider reports clear. ATC golf cart demands to know the names of the pilots in our airplane. We line up and wait. The golf cart is on the radio telling us that we should be taking off on the grass so that the glider doesn't have to leave the runway. We state our intent to takeoff on the paved Runway 25. We are told by the golf cart that it's going to take a long time because we didn't follow his instructions. It does take a long time to get the glider 50 feet off the runway. When the glider reports clear; we call on the go. After we get 300 feet or more into our take off roll; the ATC gold cart says we have to wait because the physical golf cart wasn't yet 50 feet from the pavement. We consider an abort-takeoff but roll on to see that the cart is 10 feet clear in the grass and the driver is just standing in the grass 20 feet from the cart. Not a factor for takeoff; but a poor radio call from the ATC golf cart. We do a go-round on our next approach. Again taking an ear beating from the ATC golf cart that things wouldn't take so long if we would just land in the grass like we've been told. I took radios over from my student announced that this has been a training flight and asked that only pilots in the pattern; not a flightless golf cart make any radio calls. The tug and tow take off. We land; and return to our tide down spot. 30 minutes later the [glider tug] pilot debriefs with me about how to avoid this again. We conclude that the ATC golf cart person shouldn't be allowed to have a radio or all together remove himself from any further operations with the Glider Club. Listening to the radio as I write this. ATC golf cart is still at it. We also discussed his decision to land and not go-round. Our pilot to pilot radio call of our intention to hold with our tail across the taxi line was enough for him to safely land away from the glider on pavement. Giving him enough room from us on final for the grass. Human Performance Considerations - Perceptions; judgements; decisions - Factors affecting the quality of human performance? - Actions or inactions I would consider more pilot to pilot radio communication as a positive action. Factors affecting quality human performance [are] go-round used by the [glider tug]could have been a better judgement [and] ATC golf cart could stay off CTAF and communicate with the glider operation on a separate frequency.

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.