Narrative:

On sep/xx/94 at PM53 EDT we departed from yip on runway 27R. We were cleared to takeoff on runway 23L. Runway 27R was being used by a hawker to taxi eastward . The hawker crew has requested that ATC file a complaint against our action. Our action caused a safety hazard. No damage resulted from our action. I was communicating with ATC and running the checklists. The PIC was responding. All preparation was normal. WX was night VFR. Wind virtually calm. My attention was in the cockpit. We held at the north end of the east taxiway to complete the quick turn checklist. Then reported 'ready runway 23L.' ATC then called 'position and hold runway 23L awaiting release.' I began the line up checklist. We were then cleared for takeoff. We started our roll. I glanced forward and saw a few lights. Not of high intensity. Not like landing lights. Had we been on runway 23L, I expected to see some ramp lights from FBO a located off the end of runway 23L. All seemed normal. I returned my scan to the panel. My next look outside was after the V1 call. That scene was 4 high intensity lights straight ahead. We rotated and climbed. Only then was it clear that we were opposing another aircraft on the same strip. We passed overhead the hawker at an estimated 100 ft. As we climbed to about 500 ft AGL I looked at my directional gyroscope. We were heading west. We clearly had departed runway 27R. Runway 27R also has a freight ramp at its end, FBO B from that perspective it could have been FBO a. My initial lookout on the roll showed a white runway marker. All of this seemed normal. At no time did we hear any call from ATC in recognition of our error. An 'abort' call would have stopped our roll. They did not notice, or call, our lineup position on the wrong runway. It was only after the fact, when we were safely airborne, that we were notified that we had erred. By then we knew it. The hawker continued its taxi as cleared, even after knowing that we were on the roll. They took no evasive action. As we passed overhead they were continuing to roll eastward on their taxi. It seems that a more prudent action would have been to stop and or power off into the grass. They did neither. The hazard increased second by second. Yip is upgrading its runway and taxiway signs. It is a confusing airport at night. We erred by not having the airport diagram open during our taxi. The airport has so many runways that it has little need for additional txwys. Therefore most taxiing is rted along actual runways. The confusion is that white lines are all too common. It is the yellow taxiway markings which are less common. Our experience is that this is unusual. The new (last 2 yrs) ground marking signs are very clear and obvious. We depend on these more and more. They are a great addition to any airport. Yip has few of these important markers. More would have helped. That added to our confusion.

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Original NASA ASRS Text

Title: ATX FREIGHTER TOOK OFF ON THE WRONG RWY AT YIP, CLIMBING OVER ANOTHER ATX FREIGHTER TAXIING ON THE RWY.

Narrative: ON SEP/XX/94 AT PM53 EDT WE DEPARTED FROM YIP ON RWY 27R. WE WERE CLRED TO TKOF ON RWY 23L. RWY 27R WAS BEING USED BY A HAWKER TO TAXI EASTWARD . THE HAWKER CREW HAS REQUESTED THAT ATC FILE A COMPLAINT AGAINST OUR ACTION. OUR ACTION CAUSED A SAFETY HAZARD. NO DAMAGE RESULTED FROM OUR ACTION. I WAS COMMUNICATING WITH ATC AND RUNNING THE CHKLISTS. THE PIC WAS RESPONDING. ALL PREPARATION WAS NORMAL. WX WAS NIGHT VFR. WIND VIRTUALLY CALM. MY ATTN WAS IN THE COCKPIT. WE HELD AT THE N END OF THE E TXWY TO COMPLETE THE QUICK TURN CHKLIST. THEN RPTED 'READY RWY 23L.' ATC THEN CALLED 'POS AND HOLD RWY 23L AWAITING RELEASE.' I BEGAN THE LINE UP CHKLIST. WE WERE THEN CLRED FOR TKOF. WE STARTED OUR ROLL. I GLANCED FORWARD AND SAW A FEW LIGHTS. NOT OF HIGH INTENSITY. NOT LIKE LNDG LIGHTS. HAD WE BEEN ON RWY 23L, I EXPECTED TO SEE SOME RAMP LIGHTS FROM FBO A LOCATED OFF THE END OF RWY 23L. ALL SEEMED NORMAL. I RETURNED MY SCAN TO THE PANEL. MY NEXT LOOK OUTSIDE WAS AFTER THE V1 CALL. THAT SCENE WAS 4 HIGH INTENSITY LIGHTS STRAIGHT AHEAD. WE ROTATED AND CLBED. ONLY THEN WAS IT CLR THAT WE WERE OPPOSING ANOTHER ACFT ON THE SAME STRIP. WE PASSED OVERHEAD THE HAWKER AT AN ESTIMATED 100 FT. AS WE CLBED TO ABOUT 500 FT AGL I LOOKED AT MY DIRECTIONAL GYROSCOPE. WE WERE HEADING W. WE CLRLY HAD DEPARTED RWY 27R. RWY 27R ALSO HAS A FREIGHT RAMP AT ITS END, FBO B FROM THAT PERSPECTIVE IT COULD HAVE BEEN FBO A. MY INITIAL LOOKOUT ON THE ROLL SHOWED A WHITE RWY MARKER. ALL OF THIS SEEMED NORMAL. AT NO TIME DID WE HEAR ANY CALL FROM ATC IN RECOGNITION OF OUR ERROR. AN 'ABORT' CALL WOULD HAVE STOPPED OUR ROLL. THEY DID NOT NOTICE, OR CALL, OUR LINEUP POS ON THE WRONG RWY. IT WAS ONLY AFTER THE FACT, WHEN WE WERE SAFELY AIRBORNE, THAT WE WERE NOTIFIED THAT WE HAD ERRED. BY THEN WE KNEW IT. THE HAWKER CONTINUED ITS TAXI AS CLRED, EVEN AFTER KNOWING THAT WE WERE ON THE ROLL. THEY TOOK NO EVASIVE ACTION. AS WE PASSED OVERHEAD THEY WERE CONTINUING TO ROLL EASTWARD ON THEIR TAXI. IT SEEMS THAT A MORE PRUDENT ACTION WOULD HAVE BEEN TO STOP AND OR PWR OFF INTO THE GRASS. THEY DID NEITHER. THE HAZARD INCREASED SECOND BY SECOND. YIP IS UPGRADING ITS RWY AND TXWY SIGNS. IT IS A CONFUSING ARPT AT NIGHT. WE ERRED BY NOT HAVING THE ARPT DIAGRAM OPEN DURING OUR TAXI. THE ARPT HAS SO MANY RWYS THAT IT HAS LITTLE NEED FOR ADDITIONAL TXWYS. THEREFORE MOST TAXIING IS RTED ALONG ACTUAL RWYS. THE CONFUSION IS THAT WHITE LINES ARE ALL TOO COMMON. IT IS THE YELLOW TXWY MARKINGS WHICH ARE LESS COMMON. OUR EXPERIENCE IS THAT THIS IS UNUSUAL. THE NEW (LAST 2 YRS) GND MARKING SIGNS ARE VERY CLR AND OBVIOUS. WE DEPEND ON THESE MORE AND MORE. THEY ARE A GREAT ADDITION TO ANY ARPT. YIP HAS FEW OF THESE IMPORTANT MARKERS. MORE WOULD HAVE HELPED. THAT ADDED TO OUR CONFUSION.

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.