Narrative:

We were cleared into position to hold for takeoff on runway 13 at lga. After setting brakes, I (captain) gave controls to first officer, who was to be PF. As a B727 was approaching runway 4 for landing approximately 2 mi on final, we were given takeoff clearance. I asked for a wind check because wind was not given with takeoff clearance as is required. Winds issued were 030 degrees at 6 KTS, which was a slight tailwind. We reconfigured for a maximum power takeoff which took about 15 seconds, as we had to reset the assumed temperature window to zero, arm the ARTS system and select takeoff on the thrust rating indicator. As we started the takeoff roll, we were told to abort. I did not acknowledge immediately as I had more important things to think about. Because I did not acknowledge right away, the landing B727 was given a go around. As we taxied back around for takeoff, we asked for the reason for the abort and go around, and were told that we were too slow in initiating our takeoff, and the spacing with the B727 was inadequate. I told the controller that if he had issued the winds as is required, the problem might have been avoided. However, as I think back over the scenario, if 15 seconds makes the difference between a safe intersecting runway operation and an unsafe one, then lga is cutting it too close. The lack of wind information happens all too often throughout the ATC system. I frequently have to ask for wind information for takeoffs and lndgs which should always be given. This results in additional radio calls, further taxiing an overburdened system. I would suggest that the FAA issue a bulletin reminding ATC people that issuing the wind is required -- saves time and enhances safety and situational awareness.

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Original NASA ASRS Text

Title: AN S80 PIC DELAYS THE TKOF OF HIS FLT TO RECONFIGURE THE TKOF THRUST FOR A SLIGHT TAILWIND. TWR CTLR SENDS A LNDG ACFT AROUND AND HAS THE S80 ABORT THE TKOF AT LGA, NY.

Narrative: WE WERE CLRED INTO POS TO HOLD FOR TKOF ON RWY 13 AT LGA. AFTER SETTING BRAKES, I (CAPT) GAVE CTLS TO FO, WHO WAS TO BE PF. AS A B727 WAS APCHING RWY 4 FOR LNDG APPROX 2 MI ON FINAL, WE WERE GIVEN TKOF CLRNC. I ASKED FOR A WIND CHK BECAUSE WIND WAS NOT GIVEN WITH TKOF CLRNC AS IS REQUIRED. WINDS ISSUED WERE 030 DEGS AT 6 KTS, WHICH WAS A SLIGHT TAILWIND. WE RECONFIGURED FOR A MAX PWR TKOF WHICH TOOK ABOUT 15 SECONDS, AS WE HAD TO RESET THE ASSUMED TEMP WINDOW TO ZERO, ARM THE ARTS SYS AND SELECT TKOF ON THE THRUST RATING INDICATOR. AS WE STARTED THE TKOF ROLL, WE WERE TOLD TO ABORT. I DID NOT ACKNOWLEDGE IMMEDIATELY AS I HAD MORE IMPORTANT THINGS TO THINK ABOUT. BECAUSE I DID NOT ACKNOWLEDGE RIGHT AWAY, THE LNDG B727 WAS GIVEN A GAR. AS WE TAXIED BACK AROUND FOR TKOF, WE ASKED FOR THE REASON FOR THE ABORT AND GAR, AND WERE TOLD THAT WE WERE TOO SLOW IN INITIATING OUR TKOF, AND THE SPACING WITH THE B727 WAS INADEQUATE. I TOLD THE CTLR THAT IF HE HAD ISSUED THE WINDS AS IS REQUIRED, THE PROB MIGHT HAVE BEEN AVOIDED. HOWEVER, AS I THINK BACK OVER THE SCENARIO, IF 15 SECONDS MAKES THE DIFFERENCE BTWN A SAFE INTERSECTING RWY OP AND AN UNSAFE ONE, THEN LGA IS CUTTING IT TOO CLOSE. THE LACK OF WIND INFO HAPPENS ALL TOO OFTEN THROUGHOUT THE ATC SYS. I FREQUENTLY HAVE TO ASK FOR WIND INFO FOR TKOFS AND LNDGS WHICH SHOULD ALWAYS BE GIVEN. THIS RESULTS IN ADDITIONAL RADIO CALLS, FURTHER TAXIING AN OVERBURDENED SYS. I WOULD SUGGEST THAT THE FAA ISSUE A BULLETIN REMINDING ATC PEOPLE THAT ISSUING THE WIND IS REQUIRED -- SAVES TIME AND ENHANCES SAFETY AND SITUATIONAL AWARENESS.

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.