Narrative:

I was at an uncontrolled but somewhat busy airport practicing takeoffs and landings solo in a rented aeronca 7AC (champ). I was on the taxiway parallel to the runway; first in line for takeoff; holding short of the hold line. I was facing the approach path with my back to the departure end of the runway. I continued to hold while an aeronca 11AC (chief) completed the base leg followed by a somewhat long and slow final approach and landing. I was aware of several airplanes lined up and waiting behind me; and regretted not making a timely departure while the chief was on base leg.as the chief completed his landing roll; a cessna cardinal reported on CTAF frequency 'base to final'. I could see the cardinal and judged the aircraft to be far enough out that I could depart with no conflict. I announced my intention to takeoff and taxied onto the runway. In takeoff position; I could now see the far end of the runway. The chief that had just landed was on the runway completing his rollout about 1800 feet from my position and approaching the turnoff to the taxiway.as an aside; the performance chart for the champ indicated my ground run would be 270 feet; with 670 feet required to clear a 50 foot obstacle. I obviously didn't check the chart immediately prior to this takeoff; but I knew from experience the takeoff and climb characteristics of the airplane. I knew I would be airborne well before reaching the chief's position; so I initiated takeoff. The chief turned off the runway onto the taxiway as I started the takeoff roll.takeoff was uneventful from my perspective and there was no conflict with the chief. The approaching cardinal pilot elected to go around and announced his intentions at about the time I became airborne. That airplane was behind and above me; so I was not able to see what sort of problems I had created for him; but I realized I had likely misjudged his speed and time from touchdown.at the time these events were occurring; I didn't feel that I was doing anything dangerous; although it did occur to me that initiating takeoff with one airplane on final and one still on the runway was not standard operating procedure. It occurred to me later that I had probably violated some regulations.I did some research trying to answer a couple of my own questions: at an uncontrolled airport; is it ever ok to initiate takeoff in front of an airplane on final? Is it ever ok to initiate takeoff with another airplane on the runway? If so; when and under what circumstances?I found a direct reference in the pilot's handbook of aeronautical knowledge; FAA-H-8083-25B: 'when the tower is closed or you are operating at a non-towered airport; you may taxi past a runway holding position sign only when the runway is clear of aircraft; and there are no aircraft on final approach.'so in trying to expedite my departure for the benefit of airplanes behind me; I exercised some rather poor judgment. In retrospect I realize that my actions could have contributed to unnecessary risk. If the chief had stopped on the runway for any reason while I simultaneously had to abort my takeoff; it would have increased the risk of collision. And causing the cardinal to go around; besides being inconsiderate; may have created some additional risk for that pilot.as far as corrective action; the only suggestion I can come up with is to maybe expand the reference in the pilot's handbook of aeronautical knowledge mentioned above. Explain the potential safety risks of not complying. This could also be a topic for emphasis during the biennial flight review. Otherwise; I believe the FAA is on the right track with their safety team seminars and webinars. I am attending one next week: 'nontowered case studies - what went wrong?'

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Original NASA ASRS Text

Title: Aeronca pilot reported departing from an uncontrolled airport with an aircraft rolling out and an aircraft on final. The aircraft on final initiated a go around.

Narrative: I was at an uncontrolled but somewhat busy airport practicing takeoffs and landings solo in a rented Aeronca 7AC (Champ). I was on the taxiway parallel to the runway; first in line for takeoff; holding short of the hold line. I was facing the approach path with my back to the departure end of the runway. I continued to hold while an Aeronca 11AC (Chief) completed the base leg followed by a somewhat long and slow final approach and landing. I was aware of several airplanes lined up and waiting behind me; and regretted not making a timely departure while the Chief was on base leg.As the Chief completed his landing roll; a Cessna Cardinal reported on CTAF frequency 'base to final'. I could see the Cardinal and judged the aircraft to be far enough out that I could depart with no conflict. I announced my intention to takeoff and taxied onto the runway. In takeoff position; I could now see the far end of the runway. The Chief that had just landed was on the runway completing his rollout about 1800 feet from my position and approaching the turnoff to the taxiway.As an aside; the performance chart for the Champ indicated my ground run would be 270 feet; with 670 feet required to clear a 50 foot obstacle. I obviously didn't check the chart immediately prior to this takeoff; but I knew from experience the takeoff and climb characteristics of the airplane. I knew I would be airborne well before reaching the Chief's position; so I initiated takeoff. The Chief turned off the runway onto the taxiway as I started the takeoff roll.Takeoff was uneventful from my perspective and there was no conflict with the Chief. The approaching Cardinal pilot elected to go around and announced his intentions at about the time I became airborne. That airplane was behind and above me; so I was not able to see what sort of problems I had created for him; but I realized I had likely misjudged his speed and time from touchdown.At the time these events were occurring; I didn't feel that I was doing anything dangerous; although it did occur to me that initiating takeoff with one airplane on final and one still on the runway was not standard operating procedure. It occurred to me later that I had probably violated some regulations.I did some research trying to answer a couple of my own questions: At an uncontrolled airport; is it ever OK to initiate takeoff in front of an airplane on final? Is it ever OK to initiate takeoff with another airplane on the runway? If so; when and under what circumstances?I found a direct reference in The Pilot's Handbook of Aeronautical Knowledge; FAA-H-8083-25B: 'When the tower is closed or you are operating at a non-towered airport; you may taxi past a runway holding position sign only when the runway is clear of aircraft; and there are no aircraft on final approach.'So in trying to expedite my departure for the benefit of airplanes behind me; I exercised some rather poor judgment. In retrospect I realize that my actions could have contributed to unnecessary risk. If the Chief had stopped on the runway for any reason while I simultaneously had to abort my takeoff; it would have increased the risk of collision. And causing the Cardinal to go around; besides being inconsiderate; may have created some additional risk for that pilot.As far as corrective action; the only suggestion I can come up with is to maybe expand the reference in the Pilot's Handbook of Aeronautical Knowledge mentioned above. Explain the potential safety risks of not complying. This could also be a topic for emphasis during the biennial flight review. Otherwise; I believe the FAA is on the right track with their Safety Team seminars and webinars. I am attending one next week: 'Nontowered Case Studies - What Went Wrong?'

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.