Narrative:

FSS was reporting the WX at 1500 ft broken with 7-10 mi visibility and some lower scattered, rain showers had been moving through on a regular basis. Air carrier X called 14 mi out as I took the active runway to back-taxi for a runway 11 departure. After my takeoff, I made a right crosswind turn at about 800 ft and saw that I had good VMC along the downwind leg, south of the extended centerline. I also noticed that there was a shower or some sort of obscuration in the tongass narrows that border the north side of the centerline. As the narrows are overwater, this area is for float plane traffic. As I turned to my downwind leg, I observed that the jet could be seeing something different, so I confirmed my transponder was on so air carrier X could 'see' me at all times in case visual contact was not made. I began a climb out that would clear me southwest of the zone at approximately 1500 ft MSL and gave most of my attention to cloud and terrain clrncs along with protecting the centerline. Air carrier X gave no indication if they were VMC or IMC, nor did they say if they had contact on me. I did not make contact on them but had several options available should they have communicated a need. Callback conversation with reporter revealed the following information: the ktn FSS manager stated that 'there was no specified distance of inbound aircraft that the FSS will give to departing aircraft' so that they will not take the runway. All inbound aircraft are expected to call 11 DME out, the IAF for runway 11. This will then be passed to outbound aircraft. There is no taxiway to the departure end of runway 11, so departing aircraft must back-taxi for the entire length of the runway or 'as much as the pilot wants to use' before departure. The FSS manager does not believe that the reporter did anything wrong.

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Original NASA ASRS Text

Title: AN ATX PLT RPTS THAT HE TOOK OFF AFTER AN ACR B737 HAD RPTED ON FINAL APCH TO KTN.

Narrative: FSS WAS RPTING THE WX AT 1500 FT BROKEN WITH 7-10 MI VISIBILITY AND SOME LOWER SCATTERED, RAIN SHOWERS HAD BEEN MOVING THROUGH ON A REGULAR BASIS. ACR X CALLED 14 MI OUT AS I TOOK THE ACTIVE RWY TO BACK-TAXI FOR A RWY 11 DEP. AFTER MY TKOF, I MADE A R XWIND TURN AT ABOUT 800 FT AND SAW THAT I HAD GOOD VMC ALONG THE DOWNWIND LEG, S OF THE EXTENDED CTRLINE. I ALSO NOTICED THAT THERE WAS A SHOWER OR SOME SORT OF OBSCURATION IN THE TONGASS NARROWS THAT BORDER THE N SIDE OF THE CTRLINE. AS THE NARROWS ARE OVERWATER, THIS AREA IS FOR FLOAT PLANE TFC. AS I TURNED TO MY DOWNWIND LEG, I OBSERVED THAT THE JET COULD BE SEEING SOMETHING DIFFERENT, SO I CONFIRMED MY XPONDER WAS ON SO ACR X COULD 'SEE' ME AT ALL TIMES IN CASE VISUAL CONTACT WAS NOT MADE. I BEGAN A CLBOUT THAT WOULD CLR ME SW OF THE ZONE AT APPROX 1500 FT MSL AND GAVE MOST OF MY ATTN TO CLOUD AND TERRAIN CLRNCS ALONG WITH PROTECTING THE CTRLINE. ACR X GAVE NO INDICATION IF THEY WERE VMC OR IMC, NOR DID THEY SAY IF THEY HAD CONTACT ON ME. I DID NOT MAKE CONTACT ON THEM BUT HAD SEVERAL OPTIONS AVAILABLE SHOULD THEY HAVE COMMUNICATED A NEED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE KTN FSS MGR STATED THAT 'THERE WAS NO SPECIFIED DISTANCE OF INBOUND ACFT THAT THE FSS WILL GIVE TO DEPARTING ACFT' SO THAT THEY WILL NOT TAKE THE RWY. ALL INBOUND ACFT ARE EXPECTED TO CALL 11 DME OUT, THE IAF FOR RWY 11. THIS WILL THEN BE PASSED TO OUTBOUND ACFT. THERE IS NO TXWY TO THE DEP END OF RWY 11, SO DEPARTING ACFT MUST BACK-TAXI FOR THE ENTIRE LENGTH OF THE RWY OR 'AS MUCH AS THE PLT WANTS TO USE' BEFORE DEP. THE FSS MGR DOES NOT BELIEVE THAT THE RPTR DID ANYTHING WRONG.

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.