Skyhawk 172/Cutlass 172
Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Glider; Flight Crew Multiengine
Flight Crew Last 90 Days 30; Flight Crew Total 26500; Flight Crew Type 300
Conflict NMAC
General None Reported / Taken
Airspace Structure; Human Factors
I took off from Carson City airport; alone; during mid afternoon to try to gather information for my newly installed Garmin GTN 750's traffic display. I also had a Garmin GDL 88 installed which is their ADS-B In/Out unit. This is advertised to not only give hard traffic targets; but the relative altitudes of my targets as well as direction and trend vectors; but not the relative altitudes. My mission that day was to note any warnings or messages from the GDL 88; as displayed on the 750; so I could pass on that information to the maintenance technicians as they had requested.I picked the Carson Valley to fly around primarily because that's where I live; and love the beauty of it all. I flew down the valley in altitudes ranging 7;500 to 8;500 FT; trying to find smooth air. At all times I was at least 2;000 FT above the traffic pattern altitude when in the vicinity of Minden airport [4;700 FT]. From a position south of the airport I turned northbound. I am familiar with the airport and its glider operations. I kept a sharp eye for traffic in the area; and the only traffic I saw was an aircraft landing on Runway 30. The thought crossed my mind to check the winds out and maybe practice a few landings; so from a northerly heading; I turned westbound to a heading of about 250 to stay closer to the field and possibly set myself up for a pattern entry into Runway 34 if I decided to stay. I was at 8;200 FT. I did not see any aircraft during this portion of the flight; gliders or otherwise. My entire visual field was clear of all traffic.I [could] not recall the AWOS frequency right off the top of my head and didn't feel like taking the time to retrieve it from my GPS right then; but did have it noted on my sectional chart which was tucked in the copilots lower side pocket. I maintained this 250 heading as I reached down to retrieve my sectional chart. Again; it was clear ahead of me and to the sides to the extent that I could see; the high wing precluding visual contact with aircraft off to my side and higher than I was.I pulled out my sectional; simultaneously laying it unopened on the seat and returning my eyes to the outside ahead of me. I couldn't have been distracted from the windshield for more than a second at most. As my eyes returned to the windshield; I saw; in rapid succession; the wing of a glider; then its fuselage; 12 o'clock; very close and only slightly higher than I was. The whiteness of the glider contrasted starkly with the vivid blue sky: The wing; then fuselage. I was so close that I never saw the nose. I did not have time to react to anything. My right hand was on the throttle; my left on the control column; but it happened so very fast; less than a second; that I had no time to react. Two involuntary guttural sounds emanated from my throat; two very short bursts as I was about to possibly hit the glider. The wing first; and then the fuselage. I passed under each in what can only be measured in inches; not feet. Its flight path seemed to be about 45 degrees to the left of my 250-260 degree heading; judging from the very short time span I saw it. So it appeared to be on a converging course from my right. My airspeed at the time was probably around 90-95 KTS.After a second or two I realized that we had not collided and were both safe. Right then and there I thanked God for sparing our lives and let out a sigh of relief. If my airplane had been a few feet higher; or that glider lower; I would not be typing this today. It was remarkable that we did not collide. It could not have been any closer. In hindsight; even though I stayed well above the traffic pattern altitude I did not give ample consideration to gliders entering the traffic pattern from well above even my altitude. The high wing and converging traffic prevented visual contact at that point. I should have stayed completely out of the gliders area of operation; although it was completely legal for me to be there. Perhaps a more definitive statement and/or bold markings on the chart to mark out the most dangerous areas to be avoided would be very welcome. Also publishing the working air to air frequencies for these glider operations would be very helpful. We could monitor this when passing through the area.
C172 pilot experiences a NMAC with a glider near MEV at 8;200 FT.