Narrative:

I was in an small aircraft X and #2 for takeoff behind an small aircraft Y at oxc. An small aircraft Z was on an extended final for runway 36. I monitored a transmission over unicom (assumed made by small aircraft Y): 'aircraft on final at waterbury, please extend for a couple of departures.' I monitored another transmission over unicom (assumed made by small aircraft Z on final): 'I'll do some s-turns out here.' I then observed the small aircraft Z commence s-turn maneuvering. The small aircraft Y taxied into position and held for a couple of seconds, and then departed. As I started to taxi for the runway, I observed the small aircraft X roll out lined up with the runway and not continue with another s-turn as I had assumed. As a result, I did not line up with the centerline prior to adding power for takeoff. Instead, in an effort to ensure sufficient interval for the arriving small aircraft Z, I immediately applied full power as I was turning to line up with the runway. This left adequate interval (approximately 1 mi) for the small aircraft Z to make a normal landing. After departing, I maneuvered to the right and climbed at near maximum angle of climb airspeed to ensure not disturbing the small aircraft Y which I eventually overtook, about 500' above him. The small aircraft Z apparently desired a greater interval and elected to go around, utilizing the advisory frequency for a non standard broadcast. A couple of lessons here: be alert for an action different than advised (particularly over unicom), and landing interval requirements are perceived differently by different pilots.

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Original NASA ASRS Text

Title: GA SMA TRIED TO SANDWICH HIS TKOF BETWEEN A DEP SMA AND AN ARR SMA AT A NON TWR ARPT. THE RESULTS WERE CLOSE PROX WITH ACFT ON TKOF AND GO AROUND FOR ACFT ON FINAL.

Narrative: I WAS IN AN SMA X AND #2 FOR TKOF BEHIND AN SMA Y AT OXC. AN SMA Z WAS ON AN EXTENDED FINAL FOR RWY 36. I MONITORED A XMISSION OVER UNICOM (ASSUMED MADE BY SMA Y): 'ACFT ON FINAL AT WATERBURY, PLEASE EXTEND FOR A COUPLE OF DEPS.' I MONITORED ANOTHER XMISSION OVER UNICOM (ASSUMED MADE BY SMA Z ON FINAL): 'I'LL DO SOME S-TURNS OUT HERE.' I THEN OBSERVED THE SMA Z COMMENCE S-TURN MANEUVERING. THE SMA Y TAXIED INTO POS AND HELD FOR A COUPLE OF SECS, AND THEN DEPARTED. AS I STARTED TO TAXI FOR THE RWY, I OBSERVED THE SMA X ROLL OUT LINED UP WITH THE RWY AND NOT CONTINUE WITH ANOTHER S-TURN AS I HAD ASSUMED. AS A RESULT, I DID NOT LINE UP WITH THE CENTERLINE PRIOR TO ADDING PWR FOR TKOF. INSTEAD, IN AN EFFORT TO ENSURE SUFFICIENT INTERVAL FOR THE ARRIVING SMA Z, I IMMEDIATELY APPLIED FULL PWR AS I WAS TURNING TO LINE UP WITH THE RWY. THIS LEFT ADEQUATE INTERVAL (APPROX 1 MI) FOR THE SMA Z TO MAKE A NORMAL LNDG. AFTER DEPARTING, I MANEUVERED TO THE RIGHT AND CLBED AT NEAR MAX ANGLE OF CLB AIRSPD TO ENSURE NOT DISTURBING THE SMA Y WHICH I EVENTUALLY OVERTOOK, ABOUT 500' ABOVE HIM. THE SMA Z APPARENTLY DESIRED A GREATER INTERVAL AND ELECTED TO GO AROUND, UTILIZING THE ADVISORY FREQ FOR A NON STANDARD BROADCAST. A COUPLE OF LESSONS HERE: BE ALERT FOR AN ACTION DIFFERENT THAN ADVISED (PARTICULARLY OVER UNICOM), AND LNDG INTERVAL REQUIREMENTS ARE PERCEIVED DIFFERENTLY BY DIFFERENT PLTS.

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.