Narrative:

At dfw takeoffs are usually done on runway 18L and lndgs on runway 128R. We were to follow a widebody transport heavy for takeoff on runway 18L and as always I started elapsed time running for the 2 min margin recommended/required following a heavy jet takeoff. Tower cleared a commuter aircraft to takeoff on the outboard runway (standard practice), and an arrival aircraft to land on the inboard runway. Usually the landing runway, and the one we were to use for takeoff. At 1 min, 15 seconds elapsed we were cleared for takeoff. I slowly taxied into position to use maximum available runway and figured on using the time remaining to line up the aircraft. As we were finishing the maneuver, tower told us to exit the runway to the right. We complied. Tower stated 'we have to work together' and that I was interfering with traffic control. I took the radio and stated that I was just waiting for wake-turbulence safe sep. Tower asked to please let him know the next time as I was hampering operations. I did not respond as I see no point in getting into a hissing contest on the radio. When issued takeoff clearance tower did not advise me of distance sep on the preceeding heavy, as required. My only protection was time (winds 180/3). My omission was not advising tower I would require safe interval before accepting takeoff clearance. I had felt the remaining 30 seconds would have elapsed by the time we lined up. I feel the controller was pushed by the arrival aircraft landing on my takeoff runway and I messed up his flow due to safety requirements. We ultimately took off on runway 18R.

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Original NASA ASRS Text

Title: LGT CAPT DECIDES HE WANTS TWO MINUTES SEPARATION ON TKOF BEHIND A WDB VS THE 4 OR 5 MILE RADAR SEPARATION AFTER HE HAS TAXIED ONTO RWY. TWR HAD HIM CLEAR THE RWY.

Narrative: AT DFW TKOFS ARE USUALLY DONE ON RWY 18L AND LNDGS ON RWY 128R. WE WERE TO FOLLOW A WDB HVY FOR TKOF ON RWY 18L AND AS ALWAYS I STARTED ELAPSED TIME RUNNING FOR THE 2 MIN MARGIN RECOMMENDED/REQUIRED FOLLOWING A HVY JET TKOF. TWR CLRED A COMMUTER ACFT TO TKOF ON THE OUTBOARD RWY (STANDARD PRACTICE), AND AN ARR ACFT TO LAND ON THE INBOARD RWY. USUALLY THE LNDG RWY, AND THE ONE WE WERE TO USE FOR TKOF. AT 1 MIN, 15 SECS ELAPSED WE WERE CLRED FOR TKOF. I SLOWLY TAXIED INTO POS TO USE MAX AVAILABLE RWY AND FIGURED ON USING THE TIME REMAINING TO LINE UP THE ACFT. AS WE WERE FINISHING THE MANEUVER, TWR TOLD US TO EXIT THE RWY TO THE R. WE COMPLIED. TWR STATED 'WE HAVE TO WORK TOGETHER' AND THAT I WAS INTERFERING WITH TFC CTL. I TOOK THE RADIO AND STATED THAT I WAS JUST WAITING FOR WAKE-TURB SAFE SEP. TWR ASKED TO PLEASE LET HIM KNOW THE NEXT TIME AS I WAS HAMPERING OPS. I DID NOT RESPOND AS I SEE NO POINT IN GETTING INTO A HISSING CONTEST ON THE RADIO. WHEN ISSUED TKOF CLRNC TWR DID NOT ADVISE ME OF DISTANCE SEP ON THE PRECEEDING HVY, AS REQUIRED. MY ONLY PROTECTION WAS TIME (WINDS 180/3). MY OMISSION WAS NOT ADVISING TWR I WOULD REQUIRE SAFE INTERVAL BEFORE ACCEPTING TKOF CLRNC. I HAD FELT THE REMAINING 30 SECS WOULD HAVE ELAPSED BY THE TIME WE LINED UP. I FEEL THE CTLR WAS PUSHED BY THE ARR ACFT LNDG ON MY TKOF RWY AND I MESSED UP HIS FLOW DUE TO SAFETY REQUIREMENTS. WE ULTIMATELY TOOK OFF ON RWY 18R.

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.