Narrative:

After completing ground reference maneuvers about 15 NM east of C83, my student and I called out our 45 degree entry for right traffic runway 30. We planned to do a touch and go and depart the pattern. Just after touchdown parachutists obstructed the departure end of runway 30. We taxied off the active and had to find an alternate route to get back to the runway 30 approach end because gliders and their equipment had blocked the parallel taxiway. A king air waited behind us at the runway 30 hold short line as 2 ultralights, 2 gliders, an old russian fighter jet, and a cessna on the incorrect (left) pattern prepared to land. The russian jet executed 360 degree turns on final because the cessna in left traffic had cut him off. The jet landed and the 2 gliders were next to land from a 3/4 NM final moving slowly in the 8-10 KT headwind. This was our opportunity to depart. I had my student announce his intentions, taxi on the runway and depart with no delay on the runway. Just after we started our takeoff roll a voice on the CTAF announced 'cessna -- hold your position for glider on final.' my student, who is used to twred airports, obeyed the voice on the radio, powered back and applied the brakes. I told him several times to let go of the brakes. He repeated back that we were told to hold position. After 10- 15 seconds I got full control of the aircraft and departed. The first glider touched down after we turned our crosswind leg. There was no danger of a collision. I believe the outcome of this situation could have been disastrous had there been a less experienced person in the airplane who had actually stopped on the runway. I am concerned for the safety at airports like byron with such high density and variety of operations at peak times (weekends). This wasn't the first time I've seen byron so chaotic. I also feel the person who announced 'hold position' on the CTAF should not have assumed an ATC function. I would like to suggest 4 items which I believe may relieve the traffic problems I encountered at C83: clarify what the CTAF function is and who is authority/authorized to use it. Set up a temporary ATC facility at uncontrolled fields of very high traffic density and variety of operations. Time slots for certain airport activities at byron. Add a runway at byron strictly for glider and ultralight operations. I don't feel there was a collision danger on this particular day at byron. However, I feel the potential is there should the same situation arise again.

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Original NASA ASRS Text

Title: AN INSTRUCTOR PLT COMPLAINS THAT THE C83 ARPT IS VERY CROWDED ON WEEKENDS WITH ACFT, GLIDERS AND SKYDIVE OPS AND THIS INTERFERED WITH HIS INSTRUCTION FLT. IN THIS CASE, SOMEONE ON THE CTAF TOLD HIM TO HOLD AFTER HIS STUDENT STARTED HIS TKOF AND HE FELT THAT THIS UNNECESSARILY CREATED A DANGEROUS SIT.

Narrative: AFTER COMPLETING GND REF MANEUVERS ABOUT 15 NM E OF C83, MY STUDENT AND I CALLED OUT OUR 45 DEG ENTRY FOR R TFC RWY 30. WE PLANNED TO DO A TOUCH AND GO AND DEPART THE PATTERN. JUST AFTER TOUCHDOWN PARACHUTISTS OBSTRUCTED THE DEP END OF RWY 30. WE TAXIED OFF THE ACTIVE AND HAD TO FIND AN ALTERNATE RTE TO GET BACK TO THE RWY 30 APCH END BECAUSE GLIDERS AND THEIR EQUIP HAD BLOCKED THE PARALLEL TXWY. A KING AIR WAITED BEHIND US AT THE RWY 30 HOLD SHORT LINE AS 2 ULTRALIGHTS, 2 GLIDERS, AN OLD RUSSIAN FIGHTER JET, AND A CESSNA ON THE INCORRECT (L) PATTERN PREPARED TO LAND. THE RUSSIAN JET EXECUTED 360 DEG TURNS ON FINAL BECAUSE THE CESSNA IN L TFC HAD CUT HIM OFF. THE JET LANDED AND THE 2 GLIDERS WERE NEXT TO LAND FROM A 3/4 NM FINAL MOVING SLOWLY IN THE 8-10 KT HEADWIND. THIS WAS OUR OPPORTUNITY TO DEPART. I HAD MY STUDENT ANNOUNCE HIS INTENTIONS, TAXI ON THE RWY AND DEPART WITH NO DELAY ON THE RWY. JUST AFTER WE STARTED OUR TKOF ROLL A VOICE ON THE CTAF ANNOUNCED 'CESSNA -- HOLD YOUR POS FOR GLIDER ON FINAL.' MY STUDENT, WHO IS USED TO TWRED ARPTS, OBEYED THE VOICE ON THE RADIO, POWERED BACK AND APPLIED THE BRAKES. I TOLD HIM SEVERAL TIMES TO LET GO OF THE BRAKES. HE REPEATED BACK THAT WE WERE TOLD TO HOLD POS. AFTER 10- 15 SECONDS I GOT FULL CTL OF THE ACFT AND DEPARTED. THE FIRST GLIDER TOUCHED DOWN AFTER WE TURNED OUR XWIND LEG. THERE WAS NO DANGER OF A COLLISION. I BELIEVE THE OUTCOME OF THIS SIT COULD HAVE BEEN DISASTROUS HAD THERE BEEN A LESS EXPERIENCED PERSON IN THE AIRPLANE WHO HAD ACTUALLY STOPPED ON THE RWY. I AM CONCERNED FOR THE SAFETY AT ARPTS LIKE BYRON WITH SUCH HIGH DENSITY AND VARIETY OF OPS AT PEAK TIMES (WEEKENDS). THIS WASN'T THE FIRST TIME I'VE SEEN BYRON SO CHAOTIC. I ALSO FEEL THE PERSON WHO ANNOUNCED 'HOLD POS' ON THE CTAF SHOULD NOT HAVE ASSUMED AN ATC FUNCTION. I WOULD LIKE TO SUGGEST 4 ITEMS WHICH I BELIEVE MAY RELIEVE THE TFC PROBS I ENCOUNTERED AT C83: CLARIFY WHAT THE CTAF FUNCTION IS AND WHO IS AUTH TO USE IT. SET UP A TEMPORARY ATC FACILITY AT UNCTLED FIELDS OF VERY HIGH TFC DENSITY AND VARIETY OF OPS. TIME SLOTS FOR CERTAIN ARPT ACTIVITIES AT BYRON. ADD A RWY AT BYRON STRICTLY FOR GLIDER AND ULTRALIGHT OPS. I DON'T FEEL THERE WAS A COLLISION DANGER ON THIS PARTICULAR DAY AT BYRON. HOWEVER, I FEEL THE POTENTIAL IS THERE SHOULD THE SAME SIT ARISE AGAIN.

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.