Narrative:

I started up the aircraft and tuned in ATIS; next contacted the ground controller. Ground controller informed me I had intermittent static. I told ground I would check it out and come back in a few minutes. (Side note: the radios had recently been sent in for repairs). I again contacted the ground and tried to establish communication on the number 1 radio. The number 1 radio continued to be a problem. I switched to the number 2 comm and established communication. I informed ground I was a local flight; staying in the pattern and checking out the radios. Ground cleared me to runway 09 taxi way alpha; cross 18; hold short 32. After taxi and run up; I contacted the tower for clearance; tower issued a hold for landing traffic on a 1 mile final. As I remember; tower told the landing aircraft to land long and turn of at the end. Next I was issued a limit clearance to 'line up and wait'; I acknowledged saying '[callsign] line up and wait'. I was issued clearance for take-off; which I acknowledged. I then applied power and accelerated. Shortly after application of full power; I noticed static in my headset but due to the aircraft attitude -that being accelerating and tail up- I proceeded; as this was the best choice. During the transition to flight; I thought I heard some communications but could not make it out. After I decreased power the static cleared; and I contacted the tower to see if the comm was for me -which it was- and they stated that I had my take-off clearance cancelled due to the previously landing aircraft still being on the runway; and asked me to copy the tower's phone number and call the tower when landed. I told the tower I would copy the number after landing and asked for clearance for downwind to land. After landing I called the tower and I was informed of a possible runway incursion. I was also informed that there may be further action taken in this matter. I apologized and explained the static that had occurred.in defense of my actions when my tail came up I had good forward visibility; and saw no plane on the runway during my roll; so I had no reason to expect my clearance was cancelled. In addition; aborting a take-off in this type of 'conventional' gear aircraft at that particular moment would notably decrease safety margins. In hindsight; I believe that if I did see an aircraft way down the runway; I would have continued my take-off anyway as it was the safest choice assuming no conflict was imminent. I contacted my mechanic and reported the comm static. Later that afternoon; he discovered that my alternator noise capacitor had loosened and therefore was not working. Repairs have already been completed. Additional operational checks of the radio were also completed with no other issues being noted.my lesson learned; communicate to both ground and tower when performing a test flight for communication and/or mechanical issues.

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Original NASA ASRS Text

Title: Pilot reported not hearing cancellation of takeoff clearance from Tower due to static in recently repaired aircraft radios.

Narrative: I started up the aircraft and tuned in ATIS; next contacted the Ground controller. Ground controller informed me I had intermittent static. I told Ground I would check it out and come back in a few minutes. (Side note: the radios had recently been sent in for repairs). I again contacted the Ground and tried to establish communication on the Number 1 radio. The Number 1 radio continued to be a problem. I switched to the Number 2 comm and established communication. I informed Ground I was a local flight; staying in the pattern and checking out the radios. Ground cleared me to runway 09 taxi way Alpha; cross 18; hold short 32. After taxi and run up; I contacted the Tower for clearance; Tower issued a hold for landing traffic on a 1 mile final. As I remember; Tower told the landing aircraft to land long and turn of at the end. Next I was issued a limit clearance to 'line up and wait'; I acknowledged saying '[callsign] line up and wait'. I was issued clearance for take-off; which I acknowledged. I then applied power and accelerated. Shortly after application of full power; I noticed static in my headset but due to the aircraft attitude -that being accelerating and tail up- I proceeded; as this was the best choice. During the transition to flight; I thought I heard some communications but could not make it out. After I decreased power the static cleared; and I contacted the Tower to see if the comm was for me -which it was- and they stated that I had my take-off clearance cancelled due to the previously landing aircraft still being on the runway; and asked me to copy the Tower's phone number and call the Tower when landed. I told the Tower I would copy the number after landing and asked for clearance for downwind to land. After landing I called the Tower and I was informed of a possible Runway Incursion. I was also informed that there may be further action taken in this matter. I apologized and explained the static that had occurred.In defense of my actions when my tail came up I had good forward visibility; and saw no plane on the runway during my roll; so I had no reason to expect my clearance was cancelled. In addition; aborting a take-off in this type of 'conventional' gear aircraft at that particular moment would notably decrease safety margins. In hindsight; I believe that if I did see an aircraft way down the runway; I would have continued my take-off anyway as it was the safest choice assuming no conflict was imminent. I contacted my mechanic and reported the comm static. Later that afternoon; he discovered that my Alternator Noise capacitor had loosened and therefore was not working. Repairs have already been completed. Additional operational checks of the radio were also completed with no other issues being noted.My lesson learned; communicate to both Ground and Tower when performing a test flight for communication and/or mechanical issues.

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.