Narrative:

I departed the airport in my glider on tow. I monitored the CTAF. Lift was good that day; and after about 90 minutes I decided to come home. I'd satisfied myself that the wind was still southerly; based on glider radio calls for left pattern entry on runway xxl; and on an occasional power plane reporting operations on runway xxr; but after an hour and a half I still wanted to satisfy myself what the wind conditions were. There is no control tower. There is a windsock inside the circle just east of the east taxiway; and I overflew the wind circle east of the airport centerline at about 2;000 ft AGL to observe the current wind; taking care to remain well above pattern altitude of 800 ft AGL. The airport consists of two parallel asphalt runways; the east runway shorter than the west. Outside the runways; a parallel taxiway services each. Power plane parked and fuel are west of the west taxiway. Parallel runway operating procedures are consistent with those that apply to every parallel runway set from which I've flown; all departures and approaches hew to their own side. At or below pattern altitude; departing and approaching aircraft never cross the field centerline. The custom here is that glider and glider-tow aircraft operate and remain on the east side of the airport; all other power aircraft use the west side. I was flying over the wind circle just east of the airport; steering 200 degrees; when I abruptly became aware of a power plane on the reciprocal heading; almost at my 12 o'clock; and almost head-on. The 'almosts' were sufficient to avoid a nasty conjunction of aircraft; and neither I nor (presumably) he took evasive action. I estimate that we passed within 100 yards laterally and 50 ft vertically. I was still well above pattern altitude; and I departed the airport environment to the east to finish my descent. I gradually became aware that aircraft Y was up on CTAF; and intended to land. I finished my descent and called turning 45 to left downwind for runway xxl. Shortly thereafter; aircraft Y announced that he was turning right downwind for runway xxl. Now I was not immediately struck paranoid. Even the locals are occasionally a trifle dyslexic about runway identification; and I have occasionally heard 'area traffic; right downwind for runway xxl... No; runway xxr!' I was on short final for runway xxl when aircraft Y announced that he was on short final for runway xxl. Since I could not see anyone; this announcement profoundly increased my level of insecurity. Almost immediately I spotted aircraft Y; close aboard at my 9 o'clock level; and range perhaps 80 ft; passing through a loose wing formation position. He finally acknowledged that power planes really do have to yield to gliders; and called that he was going around. By then he had already flown his right base leg and crossed the final approach course for runway xxr at 90 degrees; a safety of flight violation; before trying to ram me; a second safety of flight violation. As I landed; another pilot inquired of aircraft Y if he had ever even seen the glider he almost ran down. Aircraft Y did not respond; he had become aware that glider operations really were going on. I cleared left (east) onto the gravel immediately after touchdown; trying to put as much distance as possible between me and runway xxl; lest this person attempt the same runway again. The pilot of aircraft Y waved off; entering right traffic for runway xxl again. He crossed the departure end of runway xxr at 90 degrees; for a third safety of flight violation. Continuing with right traffic; aircraft Y again crossed the approach end of runway xxr at 90 degrees; his fourth safety of flight violation in as many minutes. It may seem that the west runway appears clear; but helicopters frequently operated on the west side of the airport; and their evolutions are nearly incomprehensible to me and to most other fixed-wing pilots; and I stay well clear of them. In addition; the drop ship for the local skydivingbusiness normally sets up his own final approach at a steep angle; and he is seldom where one would look for traffic on final approach. I had come to rest on the east taxiway; and as I looked south down the taxiway; I noticed that aircraft Y was taxiing on it up to the east operations area. He pulled up next to me; and chose to taxi onto the gravel between my stopped airplane and several tied-down gliders. He ignored both my shouts and my gestures. Eventually; he taxied across both active runways at the north end; apparently properly; and arrived at the power-plane parking area. On his own first final approach to runway xxl; the pilot of aircraft Y must have been intent on keeping the runway threshold in sight. I can think of three reasons why he might have passed so close to my own left wind on his missed approach: 1) after looking directly at me (or through me) for his own approach; he was too blind to see me until a collision almost occurred; or 2) he saw me; but intended to land regardless of my own position in front of him; or 3) he intended to intimidate me. This NASA form invites me to discuss factors affecting the quality of human performance. Up until now I've never encountered a pilot with chronically poor judgment. The dreary consequences of poor judgment typically terminate that behavior after very few events; but this time I think I've found one. I'd suggest that the remedy for such behavior is prompt and permanent grounding.

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Original NASA ASRS Text

Title: Glider pilot reports two NMACs with powered light aircraft during arrival and approach to airport with parallel runways. Powered aircraft pilot makes right traffic to the left runway and is reluctant to give way to the glider as required by FARs.

Narrative: I departed the airport in my glider on tow. I monitored the CTAF. Lift was good that day; and after about 90 minutes I decided to come home. I'd satisfied myself that the wind was still southerly; based on glider radio calls for left pattern entry on Runway XXL; and on an occasional power plane reporting operations on Runway XXR; but after an hour and a half I still wanted to satisfy myself what the wind conditions were. There is no control tower. There is a windsock inside the circle just east of the east taxiway; and I overflew the wind circle east of the airport centerline at about 2;000 FT AGL to observe the current wind; taking care to remain well above pattern altitude of 800 FT AGL. The airport consists of two parallel asphalt runways; the east runway shorter than the west. Outside the runways; a parallel taxiway services each. Power plane parked and fuel are west of the west taxiway. Parallel runway operating procedures are consistent with those that apply to every parallel runway set from which I've flown; all departures and approaches hew to their own side. At or below pattern altitude; departing and approaching aircraft never cross the field centerline. The custom here is that glider and glider-tow aircraft operate and remain on the east side of the airport; all other power aircraft use the west side. I was flying over the wind circle just east of the airport; steering 200 degrees; when I abruptly became aware of a power plane on the reciprocal heading; almost at my 12 o'clock; and almost head-on. The 'almosts' were sufficient to avoid a nasty conjunction of aircraft; and neither I nor (presumably) he took evasive action. I estimate that we passed within 100 yards laterally and 50 FT vertically. I was still well above pattern altitude; and I departed the airport environment to the east to finish my descent. I gradually became aware that Aircraft Y was up on CTAF; and intended to land. I finished my descent and called turning 45 to left downwind for Runway XXL. Shortly thereafter; Aircraft Y announced that he was turning right downwind for Runway XXL. Now I was not immediately struck paranoid. Even the locals are occasionally a trifle dyslexic about runway identification; and I have occasionally heard 'area traffic; right downwind for Runway XXL... no; Runway XXR!' I was on short final for Runway XXL when Aircraft Y announced that he was on short final for Runway XXL. Since I could not see anyone; this announcement profoundly increased my level of insecurity. Almost immediately I spotted Aircraft Y; close aboard at my 9 o'clock level; and range perhaps 80 FT; passing through a loose wing formation position. He finally acknowledged that power planes really do have to yield to gliders; and called that he was going around. By then he had already flown his right base leg and crossed the final approach course for Runway XXR at 90 degrees; a safety of flight violation; before trying to ram me; a second safety of flight violation. As I landed; another pilot inquired of Aircraft Y if he had ever even seen the glider he almost ran down. Aircraft Y did not respond; he had become aware that glider operations really were going on. I cleared left (east) onto the gravel immediately after touchdown; trying to put as much distance as possible between me and Runway XXL; lest this person attempt the same runway again. The pilot of Aircraft Y waved off; entering right traffic for Runway XXL again. He crossed the departure end of Runway XXR at 90 degrees; for a third safety of flight violation. Continuing with right traffic; Aircraft Y again crossed the approach end of Runway XXR at 90 degrees; his fourth safety of flight violation in as many minutes. It may seem that the west runway appears clear; but helicopters frequently operated on the west side of the airport; and their evolutions are nearly incomprehensible to me and to most other fixed-wing pilots; and I stay well clear of them. In addition; the drop ship for the local skydivingbusiness normally sets up his own final approach at a steep angle; and he is seldom where one would look for traffic on final approach. I had come to rest on the east taxiway; and as I looked south down the taxiway; I noticed that Aircraft Y was taxiing on it up to the east operations area. He pulled up next to me; and chose to taxi onto the gravel between my stopped airplane and several tied-down gliders. He ignored both my shouts and my gestures. Eventually; he taxied across both active runways at the north end; apparently properly; and arrived at the power-plane parking area. On his own first final approach to Runway XXL; the pilot of Aircraft Y must have been intent on keeping the runway threshold in sight. I can think of three reasons why he might have passed so close to my own left wind on his missed approach: 1) after looking directly at me (or through me) for his own approach; he was too blind to see me until a collision almost occurred; or 2) he saw me; but intended to land regardless of my own position in front of him; or 3) he intended to intimidate me. This NASA form invites me to discuss factors affecting the quality of human performance. Up until now I've never encountered a pilot with chronically poor judgment. The dreary consequences of poor judgment typically terminate that behavior after very few events; but this time I think I've found one. I'd suggest that the remedy for such behavior is prompt and permanent grounding.

Data retrieved from NASA's ASRS site as of April 2012 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.