Narrative:

Winds at the airport were light and variable. I returned from 10 miles north of the field; and winds according to the AWOS were 110 at 5. I entered the pattern for a touch and go on runway 08; and while turning final; had a discussion with traffic holding short for departure on 26. I announced my intentions to full stop; clear the runway to allow the departure; and taxi to runway 26. As I was taxiing from midfield to the run up area for 26; an aircraft west of the field called entering the pattern for 08 while the original conflict was above the runway upwind on 26. I announced; visually cleared; and crossed 14/32 at alpha; and arrived at the hold short for 26 as yet another aircraft from 7 miles east of the field called to enter for runway 26. A second taxiing aircraft entered the run up area behind me for 26 as well. I called that I was holding short for 26; waited for the traffic landing on 08 to call clear of the runway; but never heard it. I visually cleared the length of 26; called for and took the runway; and began my takeoff roll. While on the takeoff roll; I saw an aircraft airborne off of runway 14; in a left turn to the north--I estimate he was airborne and eastbound well before midfield of 14. By this time; the conflict was definitely resolved...but I think both of us started our takeoff rolls without knowledge of the other aircraft.there are a few compounding factors here--the approach end of 14 isn't visible from the hold short of 26; and apparently isn't line of sight for VHF communication either. I'm a local tenant at the airport; and know that summer mornings often favor 08 and afternoons 26. Other tenants adhere to this as well; but there is no calm wind runway advice in the af/D or on AWOS. The amount of traffic in multiple directions on 08/26 definitely had the majority of my attention--I was not expecting a 14 departure. Had our roles been reversed; I would not have taken off from 14 with traffic landing on 08 and two airplanes holding short because of it for 26--however; the other aircraft might not have known about any of the 26 traffic due to the VHF line of sight issue.while I was airborne; I could have improved my situational awareness of the aircraft taxiing to 14. Any of the inbound airborne other aircraft could also have heard both takeoff radio calls and spoken up about it--this is something I will keep in mind when within radio range of an airport as I'm building a mental picture of the traffic. Also; had I continued my touch and go and executed my runway change in the air; the other aircraft would probably have heard my radio calls and held his takeoff until I was clear.this particular runway conflict is one I'm well aware of now; but I think a couple of things might help point it out to future non-local pilots--a calm-wind runway note in the af/D; a note about the visibility of other runways from various thresholds; and perhaps a sign in the 26 hold short about the radio issue to the approach end of 14 would help.

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Original NASA ASRS Text

Title: A pilot reported that while taking off on RTS Runway 26 he neither heard nor saw an aircraft taking off from Runway 14. Because of the runway locations; Runway 14 cannot be seen nor in VHF line of sight from the Runway 26 hold short area.

Narrative: Winds at the airport were light and variable. I returned from 10 miles north of the field; and winds according to the AWOS were 110 at 5. I entered the pattern for a touch and go on Runway 08; and while turning final; had a discussion with traffic holding short for departure on 26. I announced my intentions to full stop; clear the runway to allow the departure; and taxi to runway 26. As I was taxiing from midfield to the run up area for 26; an aircraft west of the field called entering the pattern for 08 while the original conflict was above the runway upwind on 26. I announced; visually cleared; and crossed 14/32 at Alpha; and arrived at the hold short for 26 as yet another aircraft from 7 miles east of the field called to enter for runway 26. A second taxiing aircraft entered the run up area behind me for 26 as well. I called that I was holding short for 26; waited for the traffic landing on 08 to call clear of the runway; but never heard it. I visually cleared the length of 26; called for and took the runway; and began my takeoff roll. While on the takeoff roll; I saw an aircraft airborne off of Runway 14; in a left turn to the north--I estimate he was airborne and eastbound well before midfield of 14. By this time; the conflict was definitely resolved...but I think both of us started our takeoff rolls without knowledge of the other aircraft.There are a few compounding factors here--the approach end of 14 isn't visible from the hold short of 26; and apparently isn't line of sight for VHF communication either. I'm a local tenant at the airport; and know that summer mornings often favor 08 and afternoons 26. Other tenants adhere to this as well; but there is no calm wind runway advice in the AF/D or on AWOS. The amount of traffic in multiple directions on 08/26 definitely had the majority of my attention--I was not expecting a 14 departure. Had our roles been reversed; I would not have taken off from 14 with traffic landing on 08 and two airplanes holding short because of it for 26--however; the other aircraft might not have known about any of the 26 traffic due to the VHF line of sight issue.While I was airborne; I could have improved my situational awareness of the aircraft taxiing to 14. Any of the inbound airborne other aircraft could also have heard both takeoff radio calls and spoken up about it--this is something I will keep in mind when within radio range of an airport as I'm building a mental picture of the traffic. Also; had I continued my touch and go and executed my runway change in the air; the other aircraft would probably have heard my radio calls and held his takeoff until I was clear.This particular runway conflict is one I'm well aware of now; but I think a couple of things might help point it out to future non-local pilots--a calm-wind runway note in the AF/D; a note about the visibility of other runways from various thresholds; and perhaps a sign in the 26 hold short about the radio issue to the approach end of 14 would help.

Data retrieved from NASA's ASRS site 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.