Narrative:

I taxied my light twin from parking to the locally accepted no-wind runway. Run up and engine checks were completed. Made radio call prior to taking active runway 34 for takeoff. Engine run up was made and radio call transmitted at commencement of takeoff roll. Takeoff runway length was published as 7;399 feet; no displacements at either end. Takeoff was normal; gear reaction was normal. Proceeded to climb northbound over the runway; at an estimated altitude of 300 feet. Noted a single engine [aircraft Y] pass in opposing direction below and to the left. The proximity of the two aircrafts produced a near miss. Aircraft Y had departed on the opposite end of the runway…runway 16. No radio calls were made by either aircraft for approximately 1-minute after the incident. Both pilots then exchanged comments on the incident as very concerned; but - 'no harm no foul' was the prevailing comment by both pilots; both having just departed a non-tower field.a contributing factor had to be the heavy radio traffic on the common frequency 123.05 at the time of the due to a glider school being conducted on the cross runway 30-12. The two runways cross almost exactly at midfield. Runway 30-12 is primarily used for glider staging and takeoff; but used by all aircraft when dictated by frequent high crosswind. Conditions in the valley. Staging; departing; landing; and post-departure communications by the glider operations were constant and interrupting to all aircraft trying to use the assigned CTAF/ unicom freq. 123.05. The takeoff roll radio calls made by the incident aircraft could have easily been 'stepped-on' and therefore unheard or blocked. A further contributing factor for missed calls could have been the 'tow-plane-to-glider pilot' post-takeoff conversations on frequency; a very common occurrence. Thus blocking normal airport operations frequency to the point of total distraction; confusion; and tension of the operating pilots. It is to my belief that this airport; given an non-towered field status; and serving every niche of general aviation from glider operations to corporate jets and everything in between including an 'on the airport property' commercial parachute jumping school. There is a lack of positive communications among moving aircraft. This can be observed every day at this airport. Many times personal experience has shown that requesting a 'radio check' commonly results in no response even when clearly there are other aircraft operating both airborne and in ground operations.this near-miss incident is clear testimony to the casualness at this airport in communications not normally expected in non-towered airport operations. Communications 'in-the-blind' is a fact of life at this airport. Perhaps more pro-active action by airport management in communications procedures for nothing more than safety alone could help to mitigate future incidents.

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Original NASA ASRS Text

Title: GA pilot reported a near-midair-collision with opposite direction traffic during takeoff from non-towered Minden-Tahoe Airport.

Narrative: I taxied my Light Twin from parking to the locally accepted no-wind runway. Run up and engine checks were completed. Made radio call prior to taking active Runway 34 for takeoff. Engine run up was made and radio call transmitted at commencement of takeoff roll. Takeoff runway length was published as 7;399 feet; no displacements at either end. Takeoff was normal; gear reaction was normal. Proceeded to climb northbound over the runway; at an estimated altitude of 300 feet. Noted a Single Engine [Aircraft Y] pass in opposing direction below and to the left. The proximity of the two aircrafts produced a near miss. Aircraft Y had departed on the opposite end of the runway…Runway 16. No radio calls were made by either aircraft for approximately 1-minute after the incident. Both pilots then exchanged comments on the incident as very concerned; but - 'No harm no foul' was the prevailing comment by both pilots; both having just departed a non-tower field.A contributing factor had to be the heavy radio traffic on the common frequency 123.05 at the time of the due to a Glider school being conducted on the cross runway 30-12. The two runways cross almost exactly at midfield. Runway 30-12 is primarily used for Glider staging and takeoff; but used by all aircraft when dictated by frequent high crosswind. Conditions in the valley. Staging; departing; landing; and post-departure communications by the glider operations were constant and interrupting to all aircraft trying to use the assigned CTAF/ Unicom freq. 123.05. The takeoff roll radio calls made by the incident aircraft could have easily been 'stepped-on' and therefore unheard or blocked. A further contributing factor for missed calls could have been the 'Tow-plane-to-glider pilot' post-takeoff conversations on frequency; a very common occurrence. Thus blocking normal airport operations frequency to the point of total distraction; confusion; and tension of the operating pilots. It is to my belief that this airport; given an non-towered field status; and serving every niche of general aviation from Glider operations to corporate jets and everything in between including an 'on the airport property' commercial parachute jumping school. There is a lack of positive communications among moving aircraft. This can be observed every day at this airport. Many times personal experience has shown that requesting a 'radio check' commonly results in no response even when clearly there are other aircraft operating both airborne and in ground operations.This near-miss incident is clear testimony to the casualness at this airport in communications not normally expected in non-towered airport operations. Communications 'in-the-blind' is a fact of life at this airport. Perhaps more pro-active action by airport management in communications procedures for nothing more than safety alone could help to mitigate future incidents.

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.