Narrative:

After a local flight of approximately 15 mins, I returned to land at my home field. Approaching from the north, I saw the glider (aircraft #2) on what appeared to be a high (estimated 1300 ft AGL) left downwind for runway 26. As I crossed runway 8/26, the glider began to turn. I assumed it was going to make a 360 degree turn to lose altitude and continue a left downwind for runway 26. Since my aircraft is considerably faster than the glider and I tend to make close, short patterns, I turned left downwind and called left downwind for runway 26 on CTAF. In actuality, the glider, now out of sight behind me, made a 180 degree turn and initiated a right downwind for runway 8. I performed an expedited pattern assuming the glider was well above and behind me. I called base to final for runway 26 on CTAF. On short final, I checked that the runway was clear, again assuming the glider was above and behind. As I touched down on runway 26, the glider was touching down almost simultaneously on runway 8. As I approached mid field on my rollout, I saw the glider stopped on the south edge of the runway, left wing down, approximately 50 ft in front of me. (Note: the aircraft is a tailwheel biplane flown from the rear cockpit. After touchdown, forward visibility is severely limited.) I attempted to turn right, but struck the glider's left wing with my left main wheel and tailwheel. At this point I estimate I was traveling approximately 10-15 KTS. I continued turning right and stopped approximately 50 ft from the glider. No one was hurt and my aircraft suffered only minor cosmetic damage to the left wheel fairing. The glider suffered damage to the outboard 36 inches of its left wingtip. The glider pilot stated that they had been stopped for only 5-10 seconds. I believe the following were contributing factors: 1) the wind was switching from southeast to southwest. Both runway 26 (our normal runway) and runway 8 had been used during the preceding few hours. 2) my assumption that the glider was making left traffic for runway 26. 3) my assumption that I would make a quicker pattern than the glider. 4) low overcast reduced contract, making the white glider harder to see. 5) no radio calls from the glider. (Glider pilot reported afterward that they had called, but the radio master switch had been turned off.) 6) poor forward visibility of the biplane.

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Original NASA ASRS Text

Title: PWRED ACFT AND GLIDER MEET ON SAME RWY AFTER LNDG ON OPPOSITE ENDS. DAMAGE RESULTED TO BOTH ACFT.

Narrative: AFTER A LCL FLT OF APPROX 15 MINS, I RETURNED TO LAND AT MY HOME FIELD. APCHING FROM THE N, I SAW THE GLIDER (ACFT #2) ON WHAT APPEARED TO BE A HIGH (ESTIMATED 1300 FT AGL) L DOWNWIND FOR RWY 26. AS I CROSSED RWY 8/26, THE GLIDER BEGAN TO TURN. I ASSUMED IT WAS GOING TO MAKE A 360 DEG TURN TO LOSE ALT AND CONTINUE A L DOWNWIND FOR RWY 26. SINCE MY ACFT IS CONSIDERABLY FASTER THAN THE GLIDER AND I TEND TO MAKE CLOSE, SHORT PATTERNS, I TURNED L DOWNWIND AND CALLED L DOWNWIND FOR RWY 26 ON CTAF. IN ACTUALITY, THE GLIDER, NOW OUT OF SIGHT BEHIND ME, MADE A 180 DEG TURN AND INITIATED A R DOWNWIND FOR RWY 8. I PERFORMED AN EXPEDITED PATTERN ASSUMING THE GLIDER WAS WELL ABOVE AND BEHIND ME. I CALLED BASE TO FINAL FOR RWY 26 ON CTAF. ON SHORT FINAL, I CHKED THAT THE RWY WAS CLR, AGAIN ASSUMING THE GLIDER WAS ABOVE AND BEHIND. AS I TOUCHED DOWN ON RWY 26, THE GLIDER WAS TOUCHING DOWN ALMOST SIMULTANEOUSLY ON RWY 8. AS I APCHED MID FIELD ON MY ROLLOUT, I SAW THE GLIDER STOPPED ON THE S EDGE OF THE RWY, L WING DOWN, APPROX 50 FT IN FRONT OF ME. (NOTE: THE ACFT IS A TAILWHEEL BIPLANE FLOWN FROM THE REAR COCKPIT. AFTER TOUCHDOWN, FORWARD VISIBILITY IS SEVERELY LIMITED.) I ATTEMPTED TO TURN R, BUT STRUCK THE GLIDER'S L WING WITH MY L MAIN WHEEL AND TAILWHEEL. AT THIS POINT I ESTIMATE I WAS TRAVELING APPROX 10-15 KTS. I CONTINUED TURNING R AND STOPPED APPROX 50 FT FROM THE GLIDER. NO ONE WAS HURT AND MY ACFT SUFFERED ONLY MINOR COSMETIC DAMAGE TO THE L WHEEL FAIRING. THE GLIDER SUFFERED DAMAGE TO THE OUTBOARD 36 INCHES OF ITS L WINGTIP. THE GLIDER PLT STATED THAT THEY HAD BEEN STOPPED FOR ONLY 5-10 SECONDS. I BELIEVE THE FOLLOWING WERE CONTRIBUTING FACTORS: 1) THE WIND WAS SWITCHING FROM SE TO SW. BOTH RWY 26 (OUR NORMAL RWY) AND RWY 8 HAD BEEN USED DURING THE PRECEDING FEW HRS. 2) MY ASSUMPTION THAT THE GLIDER WAS MAKING L TFC FOR RWY 26. 3) MY ASSUMPTION THAT I WOULD MAKE A QUICKER PATTERN THAN THE GLIDER. 4) LOW OVCST REDUCED CONTRACT, MAKING THE WHITE GLIDER HARDER TO SEE. 5) NO RADIO CALLS FROM THE GLIDER. (GLIDER PLT RPTED AFTERWARD THAT THEY HAD CALLED, BUT THE RADIO MASTER SWITCH HAD BEEN TURNED OFF.) 6) POOR FORWARD VISIBILITY OF THE BIPLANE.

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.