A cpr light transport flight crew continues their takeoff roll when they see another aircraft taxiing toward their runway because, in their judgement, there was enough room for a 'normal' takeoff.

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Attributes
ACN	347695
Time
Date	199609
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : ckv
State Reference	TN
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : corporate
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 91
Navigation In Use	Other Other
Flight Phase	climbout : takeoff
Flight Plan	VFR
Aircraft 2
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 91
Flight Phase	ground other : taxi
Person 1
Affiliation	Other
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 84 flight time total : 3800 flight time type : 600
ASRS Report	347695
Person 2
Affiliation	Other
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Experience	flight time last 90 days : 103 flight time total : 1600 flight time type : 95
ASRS Report	347893
Events
Anomaly	conflict : ground critical non adherence : far non adherence : published procedure other anomaly other
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	Other
Miss Distance	horizontal : 50 vertical : 0
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

With wind and local traffic for runway 35, while #2 for departure for runway 35, the #1 aircraft picked up an IFR clearance for practice/training approachs. While my copilot continued to monitor 118.1 (fort campbell), I (captain) monitored the unicom 122.8. Due to IFR separation we were not allowed to pick up our IFR. We elected to depart VFR and radioed unicom accordingly. During takeoff at approximately 90 KTS an aircraft (cessna 172?) was noticed taxiing down runway 23. There appeared to be enough room for a normal takeoff and so no action was taken. To start off, airports such as this one (with flight schools) should have a more discrete frequency than the saturated 122.8. Moreover, I feel that aircraft that are practicing or training IFR approachs should do them on a VFR flight plan. Clarksville airport is notorious for excessive training flts and many close calls abound. I believe airports such as this one should as a national and public interest have their level of safety requirements raised.

Original NASA ASRS Text

Title: A CPR LTT FLC CONTINUES THEIR TKOF ROLL WHEN THEY SEE ANOTHER ACFT TAXIING TOWARD THEIR RWY BECAUSE, IN THEIR JUDGEMENT, THERE WAS ENOUGH ROOM FOR A 'NORMAL' TKOF.

Narrative: WITH WIND AND LCL TFC FOR RWY 35, WHILE #2 FOR DEP FOR RWY 35, THE #1 ACFT PICKED UP AN IFR CLRNC FOR PRACTICE/TRAINING APCHS. WHILE MY COPLT CONTINUED TO MONITOR 118.1 (FORT CAMPBELL), I (CAPT) MONITORED THE UNICOM 122.8. DUE TO IFR SEPARATION WE WERE NOT ALLOWED TO PICK UP OUR IFR. WE ELECTED TO DEPART VFR AND RADIOED UNICOM ACCORDINGLY. DURING TKOF AT APPROX 90 KTS AN ACFT (CESSNA 172?) WAS NOTICED TAXIING DOWN RWY 23. THERE APPEARED TO BE ENOUGH ROOM FOR A NORMAL TKOF AND SO NO ACTION WAS TAKEN. TO START OFF, ARPTS SUCH AS THIS ONE (WITH FLT SCHOOLS) SHOULD HAVE A MORE DISCRETE FREQ THAN THE SATURATED 122.8. MOREOVER, I FEEL THAT ACFT THAT ARE PRACTICING OR TRAINING IFR APCHS SHOULD DO THEM ON A VFR FLT PLAN. CLARKSVILLE ARPT IS NOTORIOUS FOR EXCESSIVE TRAINING FLTS AND MANY CLOSE CALLS ABOUND. I BELIEVE ARPTS SUCH AS THIS ONE SHOULD AS A NATIONAL AND PUBLIC INTEREST HAVE THEIR LEVEL OF SAFETY REQUIREMENTS RAISED.

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.