Narrative:

My instrument student and I arrived at the airport with plans to conduct an IFR cross country training flight. I had conducted a duat briefing earlier, which indicated calm winds. The windsock at the airport agreed, although it was limping to the south side, indicating light winds from the north. At this particular airport, which is uncontrolled, runway 18 is usually used in calm conditions. However, I noticed as we conducted our preflight inspection that a couple of planes had taken off to the north, but also some were using the 'usual' south runway. This should have been a clue as to what confusion might occur later. Prior to taxi, I suggested to my student that we use runway 36 since the wind was slightly from the north, albeit very calm. However, as we began our taxi, we noticed several aircraft taxiing toward runway 18, while none could be seen at the departure end of runway 36. So we decided to use runway 18 after all. We got into position where we could conduct our runup and call for our IFR departure clearance. While we were doing this, we were not listening to the local CTAF. Clearance delivery told us to inform them when we were #1 for departure. After watching the aircraft in front of us depart, we called clearance for our IFR release. Upon being released we switched to CTAF and announced our departure on runway 18, after quickly checking that final approach to runway 18 was clear. Upon taking the runway, someone said over the CTAF 'you have an aircraft landing on runway 36 in front of you.' the landing aircraft saw us on the runway, heard this announcement and announced a go around. Since we were already on the runway, and feeling some pressure to get into the air so ATC wouldn't be wonder where we were, we began our takeoff roll. Soon after liftoff, we heard another aircraft announce turning final for runway 36! We had no choice but to continue our climb, but after visual contact with the other aircraft, I veered right to avoid him. I also heard another aircraft announce turning base for runway 36 at that time. (Traffic pattern is right turns for runway 26, so my turning right to avoid the traffic on base was the most appropriate way to go.) I learned that you must monitor CTAF to get a good mental picture of what's going on around you. If we had been listening to CTAF while we were getting our clearance, we would have known there was traffic in the pattern for runway 36. Also, even though we felt pressure to get into the air, we should have slowed down. If we couldn't get into the air in an expeditious manner, we could have called ATC back to let them know. Finally, we learned that at an uncontrolled airport, you must look in every direction. At an uncontrolled airport all runways can be considered active.

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Original NASA ASRS Text

Title: EXTREMELY LOW TIME CFI ON INST TRAINING FLT WITH STUDENT DID NOT MONITOR CTAF AND TOOK OFF WITH 3 ACFT LNDG IN THE OPPOSITE DIRECTION.

Narrative: MY INST STUDENT AND I ARRIVED AT THE ARPT WITH PLANS TO CONDUCT AN IFR XCOUNTRY TRAINING FLT. I HAD CONDUCTED A DUAT BRIEFING EARLIER, WHICH INDICATED CALM WINDS. THE WINDSOCK AT THE ARPT AGREED, ALTHOUGH IT WAS LIMPING TO THE S SIDE, INDICATING LIGHT WINDS FROM THE N. AT THIS PARTICULAR ARPT, WHICH IS UNCTLED, RWY 18 IS USUALLY USED IN CALM CONDITIONS. HOWEVER, I NOTICED AS WE CONDUCTED OUR PREFLT INSPECTION THAT A COUPLE OF PLANES HAD TAKEN OFF TO THE N, BUT ALSO SOME WERE USING THE 'USUAL' S RWY. THIS SHOULD HAVE BEEN A CLUE AS TO WHAT CONFUSION MIGHT OCCUR LATER. PRIOR TO TAXI, I SUGGESTED TO MY STUDENT THAT WE USE RWY 36 SINCE THE WIND WAS SLIGHTLY FROM THE N, ALBEIT VERY CALM. HOWEVER, AS WE BEGAN OUR TAXI, WE NOTICED SEVERAL ACFT TAXIING TOWARD RWY 18, WHILE NONE COULD BE SEEN AT THE DEP END OF RWY 36. SO WE DECIDED TO USE RWY 18 AFTER ALL. WE GOT INTO POS WHERE WE COULD CONDUCT OUR RUNUP AND CALL FOR OUR IFR DEP CLRNC. WHILE WE WERE DOING THIS, WE WERE NOT LISTENING TO THE LCL CTAF. CLRNC DELIVERY TOLD US TO INFORM THEM WHEN WE WERE #1 FOR DEP. AFTER WATCHING THE ACFT IN FRONT OF US DEPART, WE CALLED CLRNC FOR OUR IFR RELEASE. UPON BEING RELEASED WE SWITCHED TO CTAF AND ANNOUNCED OUR DEP ON RWY 18, AFTER QUICKLY CHKING THAT FINAL APCH TO RWY 18 WAS CLR. UPON TAKING THE RWY, SOMEONE SAID OVER THE CTAF 'YOU HAVE AN ACFT LNDG ON RWY 36 IN FRONT OF YOU.' THE LNDG ACFT SAW US ON THE RWY, HEARD THIS ANNOUNCEMENT AND ANNOUNCED A GAR. SINCE WE WERE ALREADY ON THE RWY, AND FEELING SOME PRESSURE TO GET INTO THE AIR SO ATC WOULDN'T BE WONDER WHERE WE WERE, WE BEGAN OUR TKOF ROLL. SOON AFTER LIFTOFF, WE HEARD ANOTHER ACFT ANNOUNCE TURNING FINAL FOR RWY 36! WE HAD NO CHOICE BUT TO CONTINUE OUR CLB, BUT AFTER VISUAL CONTACT WITH THE OTHER ACFT, I VEERED R TO AVOID HIM. I ALSO HEARD ANOTHER ACFT ANNOUNCE TURNING BASE FOR RWY 36 AT THAT TIME. (TFC PATTERN IS R TURNS FOR RWY 26, SO MY TURNING R TO AVOID THE TFC ON BASE WAS THE MOST APPROPRIATE WAY TO GO.) I LEARNED THAT YOU MUST MONITOR CTAF TO GET A GOOD MENTAL PICTURE OF WHAT'S GOING ON AROUND YOU. IF WE HAD BEEN LISTENING TO CTAF WHILE WE WERE GETTING OUR CLRNC, WE WOULD HAVE KNOWN THERE WAS TFC IN THE PATTERN FOR RWY 36. ALSO, EVEN THOUGH WE FELT PRESSURE TO GET INTO THE AIR, WE SHOULD HAVE SLOWED DOWN. IF WE COULDN'T GET INTO THE AIR IN AN EXPEDITIOUS MANNER, WE COULD HAVE CALLED ATC BACK TO LET THEM KNOW. FINALLY, WE LEARNED THAT AT AN UNCTLED ARPT, YOU MUST LOOK IN EVERY DIRECTION. AT AN UNCTLED ARPT ALL RWYS CAN BE CONSIDERED ACTIVE.

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.