On Tuesday, June 5, 2018 at 6:40:11 AM UTC+12, wrote:
All:

KLGC has been an uncontrolled airport with intersecting runways for many, many decades.
My understanding is at least as far back as a WW2 training base.

Aircraft operation from Rwy 3 have good line of sight to the approach end of Rwy 31.

Due to the prevailing winds and runway length, power traffic typically uses Rwy 31.
So as not to congest the approach end of the "primary" runway, gliders typically operated from Rwy 21.
Aircraft departing from Rwy 21 do not have line of sight to the approach end of Rwy 31; hence, justification for a local rule to require an "agent" to be stationed at the intersection to advise "that no apparent traffic conflict will be involved".
See: http://www.lagrangeairport.com/Home/Rules_Regulations

As I previously pointed, non-glider related aircraft utilizing Rwy 21 have the same inability to see the approach end of Rwy 31, but the airport rule does not require an "agent" to advise in such a case.

Furthermore, since an aircraft departing Rwy 3 has good line of sight to the approach end of Rwy 31, the need for an agent to advise Rwy 3 glider ops is moot.

Regarding determination of right-of-way:

It is unclear to me from the court documents what phase of flight the Baron was at the intersection.

If the Baron was still on the ground from a touch and go, then it was still in the landing phase and thus had the right of way.
However, if the Baron was still on the ground by the intersection, that left precious little runway remaining to intiate a takeoff from that point.
The intersection of Rwy 31 & 3 is ~4000' from the approach end of Rwy 31.

I got the impression the Baron never made it as far as the intersection, and didn't overfly either the intersection or the runway the glider&towplane were on before impact.

Official landing distance for a Baron is 2490 ft (from 50') with 1440 ft ground roll. You'd think from a reasonably normal approach stopping within 4000 ft of the threshold shouldn't be an issue even if not planning a maximum performance stop. Takeoff performance (at gross weight of course) is actually a shorter distance: 1373 ft of ground roll and 2345 ft to clear a 50 ft obstacle.

So a well flown Baron could touch down, come to a dead stop, then accelerate takeoff and clear a 50 ft obstacle in a total of 3785 ft. That's less than the distance to the intersection. With any kind of speed kept in a touch-and-go or a missed approach it *should* be a doddle.

The airport altitude is 700 ft, which will have an effect on those numbers, but not a major one. It probably wasn't hot in Georgia in February.