Narrative:

It was the first flight of the day. I am a check airman and was conducting IOE with a new captain. As a consequence, I was performing the checklist and he was taxiing. Near the end of the runway, I reported that we were ready for takeoff and the tower cleared us into position and hold. We then performed the before takeoff checklist and then xferred control of the aircraft to me as it was my leg to fly. For some unknown reason, at this point I believed that we were cleared for takeoff. The other captain, believing that he was behind things, deferred to my errant assumption and off we went. Above 80 KIAS on the roll, the local controller said something to the effect 'nice position and hold there air carrier X.' he also informed us of a cessna crossing our runway at about mid-field which had just taken off from the parallel runway. Instantly, I knew that we (I) was in the wrong. I was able to flatten our climb only slightly while maintaining runway heading and we passed below and slightly behind the cessna. We were too fast to abort. En route to kansas city, center informed us to contact wichita ATC via phone when we reached our destination. I did, talked to the supervisor who indicated that he had listened to the recorded communications and that I had read back position and hold on runway 19R. Up to that point, I had hoped that maybe I read back cleared for takeoff. The controller was very apologetic, saying that it was unusual for us to get position and hold at that time of the morning. However, a pilot deviation report had to be filed and he took my information at that time. I really feel badly about this event. I don't honestly know how I convinced myself that we were cleared for takeoff. I felt well rested, frequency congestion was not a factor, and I was flying with a retired military pilot who is very sharp. As far as corrective actions, in discussing this with the other captain, it was decided that some definitive action had to take place when the clearance for takeoff is received. Our company has set procedures involving the altitude alerter for clrncs for visuals and lndgs. I have decided that I will use the 8 day clock for takeoff clearance, that is, I will activate the stop watch function upon receipt of the clearance for takeoff. If I don't see the clock running, I don't take off. I still have a concern about 'hold short' versus 'position and hold.' they both include the word 'hold.' I wish another term would be used for 'position and hold.'

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Original NASA ASRS Text

Title: TKOF WITHOUT CLRNC RESULTS IN TFC CONFLICT WITH DEP TFC FROM PARALLEL RWY.

Narrative: IT WAS THE FIRST FLT OF THE DAY. I AM A CHK AIRMAN AND WAS CONDUCTING IOE WITH A NEW CAPT. AS A CONSEQUENCE, I WAS PERFORMING THE CHKLIST AND HE WAS TAXIING. NEAR THE END OF THE RWY, I RPTED THAT WE WERE READY FOR TKOF AND THE TWR CLRED US INTO POS AND HOLD. WE THEN PERFORMED THE BEFORE TKOF CHKLIST AND THEN XFERRED CTL OF THE ACFT TO ME AS IT WAS MY LEG TO FLY. FOR SOME UNKNOWN REASON, AT THIS POINT I BELIEVED THAT WE WERE CLRED FOR TKOF. THE OTHER CAPT, BELIEVING THAT HE WAS BEHIND THINGS, DEFERRED TO MY ERRANT ASSUMPTION AND OFF WE WENT. ABOVE 80 KIAS ON THE ROLL, THE LCL CTLR SAID SOMETHING TO THE EFFECT 'NICE POS AND HOLD THERE ACR X.' HE ALSO INFORMED US OF A CESSNA XING OUR RWY AT ABOUT MID-FIELD WHICH HAD JUST TAKEN OFF FROM THE PARALLEL RWY. INSTANTLY, I KNEW THAT WE (I) WAS IN THE WRONG. I WAS ABLE TO FLATTEN OUR CLB ONLY SLIGHTLY WHILE MAINTAINING RWY HEADING AND WE PASSED BELOW AND SLIGHTLY BEHIND THE CESSNA. WE WERE TOO FAST TO ABORT. ENRTE TO KANSAS CITY, CTR INFORMED US TO CONTACT WICHITA ATC VIA PHONE WHEN WE REACHED OUR DEST. I DID, TALKED TO THE SUPVR WHO INDICATED THAT HE HAD LISTENED TO THE RECORDED COMS AND THAT I HAD READ BACK POS AND HOLD ON RWY 19R. UP TO THAT POINT, I HAD HOPED THAT MAYBE I READ BACK CLRED FOR TKOF. THE CTLR WAS VERY APOLOGETIC, SAYING THAT IT WAS UNUSUAL FOR US TO GET POS AND HOLD AT THAT TIME OF THE MORNING. HOWEVER, A PLTDEV RPT HAD TO BE FILED AND HE TOOK MY INFO AT THAT TIME. I REALLY FEEL BADLY ABOUT THIS EVENT. I DON'T HONESTLY KNOW HOW I CONVINCED MYSELF THAT WE WERE CLRED FOR TKOF. I FELT WELL RESTED, FREQ CONGESTION WAS NOT A FACTOR, AND I WAS FLYING WITH A RETIRED MIL PLT WHO IS VERY SHARP. AS FAR AS CORRECTIVE ACTIONS, IN DISCUSSING THIS WITH THE OTHER CAPT, IT WAS DECIDED THAT SOME DEFINITIVE ACTION HAD TO TAKE PLACE WHEN THE CLRNC FOR TKOF IS RECEIVED. OUR COMPANY HAS SET PROCS INVOLVING THE ALT ALERTER FOR CLRNCS FOR VISUALS AND LNDGS. I HAVE DECIDED THAT I WILL USE THE 8 DAY CLOCK FOR TKOF CLRNC, THAT IS, I WILL ACTIVATE THE STOP WATCH FUNCTION UPON RECEIPT OF THE CLRNC FOR TKOF. IF I DON'T SEE THE CLOCK RUNNING, I DON'T TAKE OFF. I STILL HAVE A CONCERN ABOUT 'HOLD SHORT' VERSUS 'POS AND HOLD.' THEY BOTH INCLUDE THE WORD 'HOLD.' I WISH ANOTHER TERM WOULD BE USED FOR 'POS AND HOLD.'

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.