Narrative:

Ramp weight was approximately 12;520 pounds (maximum ramp weight 12;591); with an estimated takeoff weight of 12;429 pounds. Preflight checks were completed; the cabin door was closed; and engine start commenced. Winds reported at the time were light and variable at 5 KTS. Both wind socks on the field were indicating runway 17 as the favorable runway. Temperature was 32C and our V speeds were set to V1 119; vr 119; V2 125. Flaps were set to position 10. Calculated rtofl [rejected takeoff field length] was calculated at 5;300 ft with a runway length of 6;200 ft. While taxing several aircraft were departing and in the pattern: first a training airplane reported departing 17 and remaining in left closed traffic. Second a cirrus reported #1 and was departing runway 17. Third an early to mid 1980s citation ii reported taxing from the terminal to 17 for departure and fourth a diamond aircraft reported 10-15 miles to the north for a 17 approach. Five minutes later the cirrus called departing the pattern. The citation ii stated they were rolling on runway 17 for a south departure. After the citation departed the training aircraft (a piper cherokee 140) stated they were departing runway 17. Our premier was arriving at the approach end of runway 17 for departure with no visual on the departing cherokee. As we were stopping at the hold short lines the cherokee departed to the north on runway 35 passing over the top of us about 100 ft opposite of the direction stated. We announced we were departing runway 17 for a west departure. The diamond aircraft reported a 6 mile final for runway 17. Power was applied and all engine indications were normal; takeoff roll began. Airspeed indications showed normal and a cross check at 80 KTS revealed no issues. Upon reaching the 1;000 ft marker the cherokee reported turning left downwind for runway 35. We stated we had them on TCAS and visual contact was made. We stated they should be no factor and to keep us advised of their position. The diamond aircraft reported a 2 mile final for runway 17. At approximately 3;500-4;000 ft down the runway V1/vr was reached and it was noticed that the cherokee turned a midfield base to final for runway 35. There was probably a 5-10 second delay in decision making while it was being determined what the other aircraft was doing. It became evident that the cherokee was going to remain on short final and showed no indication they were aware of our position or were going to make any changes. It was estimated that by the time the aircraft turned final it was at a height of approximately 200-300 ft AGL and 500-1;000 ft away from the premier. Thrust levers were immediately brought to idle; brakes applied full; and lift dump was deployed. The aircraft came to a stop on numbers 35 at the opposite end of the runway with an estimated 15-20 ft of runway remaining. The cherokee at some point departed final with a right turn out to the east and circled over the town and reported re-entering a final for runway 35. The premier exited the runway and the diamond aircraft reported breaking off approach to runway 17 and was on a left downwind for runway 35. The premier remained on solid side of the hold short lines for runway 35 and conducted the appropriate checklists to see if a second attempt at a departure was possible. It was at this time it was noted that the aircraft exhibited signs of flat tires and smoke was noticed billowing from underneath the aircraft. The aircraft was taxied to a safe location and engines were shut down and passengers deplaned. It was noticed that the cherokee landed and two occupants were inside. Upon initial inspection it was noticed that both main tires were no longer on the rims; the brakes were overheated; and one hydraulic line was severed. The occupants of the diamond aircraft after witnessing the event came over to see if everyone was ok. Pictures were taken and sent to hawker/beechcraft. It was determined that the aircraft was in need of new tires;rims; wheel bearing; brake pads; brake rotors; brake calipers; hydraulic lines; hydraulic fluid and several miscellaneous items and labor. Damages estimated to exceed $204;000. All on board aircraft witnessed the event. After speaking to others around the airport it was discovered that several individuals have had instances with the same aircraft taking off against the flow of traffic or performing un-safe maneuvers over the town.

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Original NASA ASRS Text

Title: Premier 1 Captain reports rejecting a takeoff at maximum gross weight and above V1 when a conflict develops with traffic landing opposite direction. Significant damage to the tires; wheels; and brakes of the Premier 1 are reported.

Narrative: Ramp weight was approximately 12;520 LBS (maximum ramp weight 12;591); with an estimated takeoff weight of 12;429 LBS. Preflight checks were completed; the cabin door was closed; and engine start commenced. Winds reported at the time were light and variable at 5 KTS. Both wind socks on the field were indicating Runway 17 as the favorable runway. Temperature was 32C and our V speeds were set to V1 119; Vr 119; V2 125. Flaps were set to position 10. Calculated RTOFL [Rejected Takeoff Field Length] was calculated at 5;300 FT with a runway length of 6;200 FT. While taxing several aircraft were departing and in the pattern: First a training airplane reported departing 17 and remaining in left closed traffic. Second a Cirrus reported #1 and was departing Runway 17. Third an early to mid 1980s Citation II reported taxing from the terminal to 17 for departure and fourth a Diamond aircraft reported 10-15 miles to the north for a 17 approach. Five minutes later the Cirrus called departing the pattern. The Citation II stated they were rolling on Runway 17 for a south departure. After the Citation departed the training aircraft (a Piper Cherokee 140) stated they were departing Runway 17. Our Premier was arriving at the approach end of Runway 17 for departure with no visual on the departing Cherokee. As we were stopping at the hold short lines the Cherokee departed to the north on Runway 35 passing over the top of us about 100 FT opposite of the direction stated. We announced we were departing Runway 17 for a west departure. The Diamond aircraft reported a 6 mile final for Runway 17. Power was applied and all engine indications were normal; takeoff roll began. Airspeed indications showed normal and a cross check at 80 KTS revealed no issues. Upon reaching the 1;000 FT marker the Cherokee reported turning left downwind for Runway 35. We stated we had them on TCAS and visual contact was made. We stated they should be no factor and to keep us advised of their position. The Diamond aircraft reported a 2 mile final for Runway 17. At approximately 3;500-4;000 FT down the runway V1/Vr was reached and it was noticed that the Cherokee turned a midfield base to final for Runway 35. There was probably a 5-10 second delay in decision making while it was being determined what the other aircraft was doing. It became evident that the Cherokee was going to remain on short final and showed no indication they were aware of our position or were going to make any changes. It was estimated that by the time the aircraft turned final it was at a height of approximately 200-300 FT AGL and 500-1;000 FT away from the Premier. Thrust levers were immediately brought to idle; brakes applied full; and lift dump was deployed. The aircraft came to a stop on numbers 35 at the opposite end of the runway with an estimated 15-20 FT of runway remaining. The Cherokee at some point departed final with a right turn out to the east and circled over the town and reported re-entering a final for Runway 35. The Premier exited the runway and the Diamond aircraft reported breaking off approach to Runway 17 and was on a left downwind for Runway 35. The Premier remained on solid side of the hold short lines for Runway 35 and conducted the appropriate checklists to see if a second attempt at a departure was possible. It was at this time it was noted that the aircraft exhibited signs of flat tires and smoke was noticed billowing from underneath the aircraft. The aircraft was taxied to a safe location and engines were shut down and passengers deplaned. It was noticed that the Cherokee landed and two occupants were inside. Upon initial inspection it was noticed that both main tires were no longer on the rims; the brakes were overheated; and one hydraulic line was severed. The occupants of the Diamond aircraft after witnessing the event came over to see if everyone was ok. Pictures were taken and sent to Hawker/Beechcraft. It was determined that the aircraft was in need of new tires;rims; wheel bearing; brake pads; brake rotors; brake calipers; hydraulic lines; hydraulic fluid and several miscellaneous items and labor. Damages estimated to exceed $204;000. All on board aircraft witnessed the event. After speaking to others around the airport it was discovered that several individuals have had instances with the same aircraft taking off against the flow of traffic or performing un-safe maneuvers over the town.

Data retrieved from NASA's ASRS site as of July 2013 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.