Narrative:

There should be NOTAM procedures in effect when gliders are operated at IFR altitudes near a busy airport with IFR arrs. I was on the IFR flight plan from wdr to pdk. Approach initially instructed me to proceed direct (which was 255 degrees). Then approach said, þturn left to 210 degrees, sequencing for traffic.' as I turned to 210 degrees, I heard another pilot advise approach that there was a glider at 3000 ft near stone mountain. Approach's vector was taking me directly toward stone mountain. I was looking for the glider. I spotted it at 12 O'clock and told approach the glider was ahead of me. Approach then instructed me to turn right to 280 degrees -- cleared for a visual approach to runway 2R. As I saw the glider ahead, I realized it was not moving in my windscreen even though it was headed west. I did not want to deviate from the ATC clearance. If ATC/approach had not given me the left turn to 280 degrees, I would have had to deviate to avoid dangerous proximity to the glider. Even with the approach vector to 280 degrees, after I alerted approach to the glider's presence, the separation was less than comfortable. The closure rate was more rapid than I had expected. Glider operations in this area should be notamed -- or the tow plane should call ATC like parachute operations -- or the glider should have been talking to approach control and/or had mode þc' information transmitted from a transponder..

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Original NASA ASRS Text

Title: AN SMA PLT HAD LTSS WITH A GLIDER IN AN AIRSPACE THAT THE RPTING PLT SAYS SHOULD NOT CONTAIN GLIDERS.

Narrative: THERE SHOULD BE NOTAM PROCS IN EFFECT WHEN GLIDERS ARE OPERATED AT IFR ALTS NEAR A BUSY ARPT WITH IFR ARRS. I WAS ON THE IFR FLT PLAN FROM WDR TO PDK. APCH INITIALLY INSTRUCTED ME TO PROCEED DIRECT (WHICH WAS 255 DEGS). THEN APCH SAID, þTURN L TO 210 DEGS, SEQUENCING FOR TFC.' AS I TURNED TO 210 DEGS, I HEARD ANOTHER PLT ADVISE APCH THAT THERE WAS A GLIDER AT 3000 FT NEAR STONE MOUNTAIN. APCH'S VECTOR WAS TAKING ME DIRECTLY TOWARD STONE MOUNTAIN. I WAS LOOKING FOR THE GLIDER. I SPOTTED IT AT 12 O'CLOCK AND TOLD APCH THE GLIDER WAS AHEAD OF ME. APCH THEN INSTRUCTED ME TO TURN R TO 280 DEGS -- CLRED FOR A VISUAL APCH TO RWY 2R. AS I SAW THE GLIDER AHEAD, I REALIZED IT WAS NOT MOVING IN MY WINDSCREEN EVEN THOUGH IT WAS HEADED W. I DID NOT WANT TO DEVIATE FROM THE ATC CLRNC. IF ATC/APCH HAD NOT GIVEN ME THE L TURN TO 280 DEGS, I WOULD HAVE HAD TO DEVIATE TO AVOID DANGEROUS PROX TO THE GLIDER. EVEN WITH THE APCH VECTOR TO 280 DEGS, AFTER I ALERTED APCH TO THE GLIDER'S PRESENCE, THE SEPARATION WAS LESS THAN COMFORTABLE. THE CLOSURE RATE WAS MORE RAPID THAN I HAD EXPECTED. GLIDER OPS IN THIS AREA SHOULD BE NOTAMED -- OR THE TOW PLANE SHOULD CALL ATC LIKE PARACHUTE OPS -- OR THE GLIDER SHOULD HAVE BEEN TALKING TO APCH CTL AND/OR HAD MODE þC' INFO XMITTED FROM A XPONDER..

Data retrieved from NASA's ASRS site as of July 2007 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.