Narrative:

Runway 30 is the runway all aircraft were using and the wind favored. As I finished the pre-takeoff checks a glider reported on downwind for a runway 30 landing. I elected to wait for the unpowered plane to land. The glider came to a stop about one third down the runway. The pilot got out and pushed the plane well off into the grass to open the runway for the next operation. I announced on CTAF that I was taxing onto runway 30 and would be departing to the northeast off the downwind. In addition to the wing tip and tail strobes that were already on for taxi I turned on the taxi light for departure. While I taxied out on to runway 30 for takeoff the golf cart used as a tug for the sailplanes arrived to tow the glider. My C172's climb performance reflected that it was near gross weight. My plane reached pattern altitude on the downwind leg as we crossed abeam the numbers on runway 30. To maintain situational awareness I looked down and saw that the stearman was at the hold short line for runway 30. I then lowered the nose slightly to clear the airspace for the left turn northeast. As I lowered the nose a glider was sighted directly ahead of my plane estimated at less than 100 yards distance at my altitude flying in the opposite direction; very nearly directly at my plane. The glider was flying right traffic for runway 12 in conflict with the left patterns established for this airport and against flow of current traffic in the pattern. The glider pilot pushed the nose down and banked slightly to the north. I pulled the nose up and banked to the right very slightly; fearing that a more extreme change in attitude could cause the wings of the two aircraft to collide. The fuselages of the two aircraft passed approximately within thirty feet of each other and the glider was approximately ten feet below my altitude. A couple of seconds after the near-miss I heard 'that was close' on CTAF. The next day I spoke with the airport manager by phone and was told by him that there is a glider pilot that [the] airport manager has spoken to twice before about improper traffic pattern operation. I was told that late in the day the pilot has previously gone against traffic pattern standards for the airport in order to get on the ground close to the staging area to try get one more tow in before sunset. The airport manager said he'd speak to the glider operator on the field and try find out who the pilot was for sure. Upon returning from the trip I had my first opportunity to speak with the people at the glider operations. I spoke with the tow plane pilot; a glider pilot and the soaring club owner\operator. When I asked the tow pilot for the name of the glider pilot; he was evasive and said he didn't want to give it to me because it could have been one of two people. When I asked the owner\operator for the name of the pilot involved in the near-miss he responded that from what he could tell it was [the] glider pilot and myself that were responsible. He said that the far's state that when two aircraft hit head on that it is the fault of both pilots. Although I agree with those statements I feel it is a total disregard for the careless and reckless glider pilot's operation in a traffic pattern and that the glider pilot created a hazardous situation which put three people's lives in grave danger. The owner\operator did not appear to take the matter very seriously. The owner\operator stated that I should have only spoken with the glider pilot about this and said I should not have contacted the airport manager; the tow pilot; other glider pilots or him. Although the owner\operator was adamant that I should speak with the glider pilot and knew who the pilot was he would not give me the pilot's name. My conclusion is that these glider operations in general are being conducted in an unsafe; unairman like manner. Basically an attitude of get out of my way - I'm flying a glider and I'll do what I want at this airport. I believe this near-miss was caused by improper traffic pattern operation on the part of the glider pilot. I believe that either the glider pilot does not appreciate the importance of standard pattern operations spelled out in the aim or is totally callous to these standards; or feels that since he is operating a glider that he can fly however he wants since he has right of way over the powered aircraft. I believe the glider pilot was influenced by a type of 'get home itis' and his desire to come to a stop on the ground at the runway 30 threshold where his aircraft could be quickly staged for one more flight prior to sunset. I have learned that I need to be even more vigilant when operating in the vicinity of an airport. That announcing location and intentions; and following standard traffic pattern procedures as described in the aim are important but will not assure the safety of my flights. In the future I will be much more demanding to query about airport traffic and specifically about glider operations. If glider operations are in effect I will try and determine via the radio how many gliders are in the air or staging; the location and altitude of all airborne gliders in the vicinity and their intentions. Rather than depart the airport traffic area off the downwind I will make straight out departures in order to minimize the time spent in the traffic pattern - especially if glider landing operations are in effect. Normally I make forty five degree to the downwind traffic pattern entries on arrivals. During glider operations which tend to tow the gliders upwind I may elect to make straight in approaches which will keep my aircraft on the other side of the airport from the glider release area. I also need to be more vigilant on initial climb and will start executing low angle s-turns while in the pattern after reaching a safe altitude to do so. As a CFI I also feel the responsibility to report this glider pilot to the local FSDO office. He has been spoken to in the past about improper traffic pattern operations and continues to disregard his safety as well as the safety of others operating at the airport. I also plan to discuss this matter with the local flying club at the airport. The club is largely a social event for the local pilots but like most airport clubs they also discuss piloting; aircraft and airport issues that are relevant to the airport. Finally; I'd like to speak with the glider pilot to understand what he was thinking.

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Original NASA ASRS Text

Title: C172 pilot on a left downwind departure from Runway 30 experiences a NMAC with a glider on a right downwind for Runway 12. The wind favored Runway 30 and all other operations were being conducted to Runway 30.

Narrative: Runway 30 is the runway all aircraft were using and the wind favored. As I finished the pre-takeoff checks a glider reported on downwind for a Runway 30 landing. I elected to wait for the unpowered plane to land. The glider came to a stop about one third down the runway. The pilot got out and pushed the plane well off into the grass to open the runway for the next operation. I announced on CTAF that I was taxing onto Runway 30 and would be departing to the northeast off the downwind. In addition to the wing tip and tail strobes that were already on for taxi I turned on the taxi light for departure. While I taxied out on to Runway 30 for takeoff the golf cart used as a tug for the sailplanes arrived to tow the glider. My C172's climb performance reflected that it was near gross weight. My plane reached pattern altitude on the downwind leg as we crossed abeam the numbers on Runway 30. To maintain situational awareness I looked down and saw that the Stearman was at the hold short line for Runway 30. I then lowered the nose slightly to clear the airspace for the left turn northeast. As I lowered the nose a glider was sighted directly ahead of my plane estimated at less than 100 yards distance at my altitude flying in the opposite direction; very nearly directly at my plane. The glider was flying right traffic for Runway 12 in conflict with the left patterns established for this airport and against flow of current traffic in the pattern. The glider pilot pushed the nose down and banked slightly to the north. I pulled the nose up and banked to the right very slightly; fearing that a more extreme change in attitude could cause the wings of the two aircraft to collide. The fuselages of the two aircraft passed approximately within thirty feet of each other and the glider was approximately ten feet below my altitude. A couple of seconds after the near-miss I heard 'that was close' on CTAF. The next day I spoke with the Airport Manager by phone and was told by him that there is a glider pilot that [the] Airport Manager has spoken to twice before about improper traffic pattern operation. I was told that late in the day the pilot has previously gone against traffic pattern standards for the airport in order to get on the ground close to the staging area to try get one more tow in before sunset. The Airport Manager said he'd speak to the glider operator on the field and try find out who the pilot was for sure. Upon returning from the trip I had my first opportunity to speak with the people at the glider operations. I spoke with the Tow Plane Pilot; a Glider Pilot and the soaring club Owner\Operator. When I asked the Tow Pilot for the name of the Glider Pilot; he was evasive and said he didn't want to give it to me because it could have been one of two people. When I asked the Owner\Operator for the name of the pilot involved in the near-miss he responded that from what he could tell it was [the] Glider Pilot and myself that were responsible. He said that the FAR's state that when two aircraft hit head on that it is the fault of both pilots. Although I agree with those statements I feel it is a total disregard for the careless and reckless Glider Pilot's operation in a traffic pattern and that the Glider Pilot created a hazardous situation which put three people's lives in grave danger. The Owner\Operator did not appear to take the matter very seriously. The Owner\Operator stated that I should have only spoken with the Glider Pilot about this and said I should not have contacted the Airport Manager; the Tow Pilot; other glider pilots or him. Although the Owner\Operator was adamant that I should speak with the Glider Pilot and knew who the pilot was he would not give me the pilot's name. My conclusion is that these glider operations in general are being conducted in an unsafe; unairman like manner. Basically an attitude of get out of my way - I'm flying a glider and I'll do what I want at this airport. I believe this near-miss was caused by improper traffic pattern operation on the part of the Glider Pilot. I believe that either the Glider Pilot does not appreciate the importance of standard pattern operations spelled out in the AIM or is totally callous to these standards; or feels that since he is operating a glider that he can fly however he wants since he has right of way over the powered aircraft. I believe the Glider Pilot was influenced by a type of 'get home itis' and his desire to come to a stop on the ground at the Runway 30 threshold where his aircraft could be quickly staged for one more flight prior to sunset. I have learned that I need to be even more vigilant when operating in the vicinity of an airport. That announcing location and intentions; and following standard traffic pattern procedures as described in the AIM are important but will not assure the safety of my flights. In the future I will be much more demanding to query about airport traffic and specifically about glider operations. If glider operations are in effect I will try and determine via the radio how many gliders are in the air or staging; the location and altitude of all airborne gliders in the vicinity and their intentions. Rather than depart the airport traffic area off the downwind I will make straight out departures in order to minimize the time spent in the traffic pattern - especially if glider landing operations are in effect. Normally I make forty five degree to the downwind traffic pattern entries on arrivals. During glider operations which tend to tow the gliders upwind I may elect to make straight in approaches which will keep my aircraft on the other side of the airport from the glider release area. I also need to be more vigilant on initial climb and will start executing low angle S-turns while in the pattern after reaching a safe altitude to do so. As a CFI I also feel the responsibility to report this Glider Pilot to the local FSDO office. He has been spoken to in the past about improper traffic pattern operations and continues to disregard his safety as well as the safety of others operating at the airport. I also plan to discuss this matter with the local flying club at the airport. The club is largely a social event for the local pilots but like most airport clubs they also discuss piloting; aircraft and airport issues that are relevant to the airport. Finally; I'd like to speak with the Glider Pilot to understand what he was thinking.

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.