Well, a few points:

Minden (MEV) is an uncontrolled airport.
The Airport manager has no authority to prevent landings of any type of
aircraft. He does have the authority to prevent parachute landing
operations.
Although a lengthy process, try to have glider aware pilots appointed to the
board. The airport manager who requires a motor glider to land "engine off"
or
"engine on" has exceeded his authority.

Who runs the airport?
Who owns the airport?

Politicians who need votes can be persuaded that the airport board or
airport manager is keeping voters from using a public facility.
Don't depend on the FAA for anything.
There are no FARs because they don't exist. (Well, they do but they mean
Federal Acquisition Regulations.) Airports are covered under 14 CFR part
xxx regulations,
as are pilots etc.
The procedures in the AIM, while touted by the FAA, are advisory only.
(Except during a check ride.)
There are no requirements for radios at uncontrolled airports.
The FAA does not have the authority to require a mid-field controller.
Write to the FAA Director for a determination of this.
Complain to the FAA Director about abuses of authority, vis-a-vis grant
obligations.
Get your Congressman or Senator involved.

Try to persuade the owner of the airport - county or city or state or
whatever - to lease the airport to a non-profit corporation and bid for the
lease. If you care to confront the airport manager have your ducks in a row
and
have police standing by. Make a friend of the police chief within whose
jurisdiction the airport
lies.

The truth is, there are some valid safety concerns associated with glider
operations. It seems to me, however, that you have addressed these
adequately.

Amass safety statistics from airports that have simultaneous glider and
power operations: Hollister, CA; Truckee, CA; Minden, NV; Dillingham, HI and
others. You will find a very good safety record indeed.

Point out to the board the revenue generating aspects of your operation. If
you don't generate any revenue, find a way to do so.
Have exhibits at your local Airport Day. If there is no local Airport Day,
organize one.

Find out how the successful glider-power airports have resolved the
authority problems.

Good luck,

Allan (ex airport board member)


"Mark James Boyd" wrote in message
...
I will make an effort at brevity :P

I wonder if the ATC unions wouldn't balk at the precedent of using
an observer as a "psuedo-controller."

I wonder how much "runway intersection observer liability insurance"
would cost. An estimate from Lloyd's might be enlightening when
showing damages in court, or estimating costs of implementation.

I wonder if the Inspector General will end up as your final
recourse, since it seems unbiased viewpoints are rare.

I too have no firsthand idea of the facts going on at your
airport. However, given that I operate frequently out of two
public airports with view-limited crossing runways, the
observer requirement seems novel, unique, precedent-setting
and potentially extremely restrictive and limiting if
applied here.

I'd be willing to shop around support from Hollister,
Byron, Truckee, Minden, and Avenal
against this specific requirement if you can provide
copies of the documentation from your adversaries. Perhaps
a link to a .jpg or .doc file?