Narrative:

I was a participant at special event. The aerobatic box was active just adjacent and east of the runway 20. Runway 20 was the only active runway due to winds gusting to 21 KTS out of the south. Glider tow; jet pwred glider and self-propeller glider takeoff operations were in effect on the parallel taxiway adjacent and west of runway 20. The glider takeoff roll and climb out were through the aerobatic ground operations area with no communications between the aerobatic ground operations controller (starter) and the glider operations staff. I was on a 1.5 mi final to runway 20 behind a cessna and made my position clear with position reports. The aircraft landed in the first 1000 ft of the runway and decided to taxi to the end of the 6700 ft runway. When forced to execute a go around; normal pattern procedures would have required me to execute a climbing upwind to traffic pattern altitude; followed by turn at the departure end of the runway to crosswind. However; a climbing go around was not safe due to a potential conflict with aerobatic activity in the aerobatic box; which was adjacent to the left side of the runway. Since a climbing go around was impossible; I found a need to offset to avoid the aircraft on the runway. Normal pattern offset is to the left in such a situation; but this was not possible due to the aerobatic box left of the runway. I was forced to offset to the right. A glider tow ground roll was beginning while I was on final without the required radio call on unicom. Glider takeoff and land operations are from the taxiway on the right side of runway 20. I was boxed in on my go around. I chose to go around; climb to 200 ft for the length of the runway; apply maximum power to accelerate past the glider takeoff operations; and offset to the right of the runway when clear of the glider/tow plane so as to avoid the aircraft. I found it necessary to get into the traffic pattern as quickly as possible because of departing glider traffic that I assumed was accelerating and departing from my rear. Rather than fly straight ahead and execute a normal turn to crosswind farther from the field; I elected to turn into the traffic pattern while I was still aware of the position of the tow plane/glider. I announced my intention on the radio as right closed pattern runway 20. I pulled up into a closed pattern and entered a downwind for runway 20 without further incident. I am not aware of the outcome of the glider takeoff roll.

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Original NASA ASRS Text

Title: PLT OF A HIGH PERFORMANCE AEROBATIC MONOPLANE REPORTS POOR TRAFFIC CONTROL AT AN AIRSHOW LED TO A GAR AND NMAC IN MIXED TRAFFIC CONDITIONS.

Narrative: I WAS A PARTICIPANT AT SPECIAL EVENT. THE AEROBATIC BOX WAS ACTIVE JUST ADJACENT AND E OF THE RWY 20. RWY 20 WAS THE ONLY ACTIVE RWY DUE TO WINDS GUSTING TO 21 KTS OUT OF THE S. GLIDER TOW; JET PWRED GLIDER AND SELF-PROP GLIDER TKOF OPS WERE IN EFFECT ON THE PARALLEL TXWY ADJACENT AND W OF RWY 20. THE GLIDER TKOF ROLL AND CLBOUT WERE THROUGH THE AEROBATIC GND OPS AREA WITH NO COMS BTWN THE AEROBATIC GND OPS CTLR (STARTER) AND THE GLIDER OPS STAFF. I WAS ON A 1.5 MI FINAL TO RWY 20 BEHIND A CESSNA AND MADE MY POS CLR WITH POS RPTS. THE ACFT LANDED IN THE FIRST 1000 FT OF THE RWY AND DECIDED TO TAXI TO THE END OF THE 6700 FT RWY. WHEN FORCED TO EXECUTE A GAR; NORMAL PATTERN PROCS WOULD HAVE REQUIRED ME TO EXECUTE A CLBING UPWIND TO TFC PATTERN ALT; FOLLOWED BY TURN AT THE DEP END OF THE RWY TO XWIND. HOWEVER; A CLBING GAR WAS NOT SAFE DUE TO A POTENTIAL CONFLICT WITH AEROBATIC ACTIVITY IN THE AEROBATIC BOX; WHICH WAS ADJACENT TO THE L SIDE OF THE RWY. SINCE A CLBING GAR WAS IMPOSSIBLE; I FOUND A NEED TO OFFSET TO AVOID THE ACFT ON THE RWY. NORMAL PATTERN OFFSET IS TO THE L IN SUCH A SITUATION; BUT THIS WAS NOT POSSIBLE DUE TO THE AEROBATIC BOX L OF THE RWY. I WAS FORCED TO OFFSET TO THE R. A GLIDER TOW GND ROLL WAS BEGINNING WHILE I WAS ON FINAL WITHOUT THE REQUIRED RADIO CALL ON UNICOM. GLIDER TKOF AND LAND OPS ARE FROM THE TXWY ON THE R SIDE OF RWY 20. I WAS BOXED IN ON MY GAR. I CHOSE TO GO AROUND; CLB TO 200 FT FOR THE LENGTH OF THE RWY; APPLY MAX PWR TO ACCELERATE PAST THE GLIDER TKOF OPS; AND OFFSET TO THE R OF THE RWY WHEN CLR OF THE GLIDER/TOW PLANE SO AS TO AVOID THE ACFT. I FOUND IT NECESSARY TO GET INTO THE TFC PATTERN AS QUICKLY AS POSSIBLE BECAUSE OF DEPARTING GLIDER TFC THAT I ASSUMED WAS ACCELERATING AND DEPARTING FROM MY REAR. RATHER THAN FLY STRAIGHT AHEAD AND EXECUTE A NORMAL TURN TO XWIND FARTHER FROM THE FIELD; I ELECTED TO TURN INTO THE TFC PATTERN WHILE I WAS STILL AWARE OF THE POS OF THE TOW PLANE/GLIDER. I ANNOUNCED MY INTENTION ON THE RADIO AS R CLOSED PATTERN RWY 20. I PULLED UP INTO A CLOSED PATTERN AND ENTERED A DOWNWIND FOR RWY 20 WITHOUT FURTHER INCIDENT. I AM NOT AWARE OF THE OUTCOME OF THE GLIDER TKOF ROLL.

Data retrieved from NASA's ASRS site as of January 2009 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.