Narrative:

We departed at XA49 and announced that we were taxiing to runway 14 for departure. Captain was operating the unicom frequency while the first officer talked to mcguire for a clearance to rkd. While taxiing we heard one aircraft arriving for runway 14 and one for runway 32. I informed the aircraft inbound for runway 32 that we knew they could land on the runway of their choice but that another aircraft was inbound for runway 14 and that we intended to take off on runway 14. The aircraft inbound for runway 32 then changed his plans and announced entering the pattern for runway 14. We completed our taxi checks and were released by mcguire clearance with a 2 mi void time. After hearing one aircraft turning base for runway 14 we announced that we were departing runway 14. I saw an aircraft overflying the field at about 1000 ft and determined that he must be the other inbound who was originally going to runway 32. He was not a factor. Aside from him, the TCASII screen was clear. We were in the takeoff roll when we noticed a helicopter crossing the runway from right to left. We aborted the takeoff at approximately vr to avoid a potential midair collision. We had no room to fly under the helicopter because he was so low to the ground. Had we rotated we would have been on a collision course with the helicopter. During the abort the pilot's brake pedals went to the floor and became inoperative. We used the emergency brake to stop the aircraft and noticed the helicopter at about our 10 O'clock position departing the area to the northeast once we came to a stop. Captain asked the first officer if his brakes worked and xferred control to the copilot who did have functioning brakes and nosewheel steering. We informed the helicopter that we had just rejected the takeoff because he had been in our flight path and he responded 'we didn't hear you.' we taxied clear of the runway and did the after landing checklist. We cancelled IFR with mcguire. Mcguire informed us that he was not in contact with the helicopter. Additional notes: as we spent more than 8 hours at blm that day we realized this airport has lots of fractional jet operations, air taxi helicopter and GA planes. I saw traffic flying downwind for both runways 14/32 at same time. Aircraft depart opposite direction after departure of another aircraft with more traffic in the pattern. Something needs to be done: would suggest at least the following be added airport directory under traffic pattern: preferred runway with light winds is (either runway 14 or runway 32).

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Original NASA ASRS Text

Title: A LEAR-45 PIC ABORTS HIS TKOF WHEN OBSERVING ROTARY WINGED TFC XING HIS RWY 100 FT AGL. RPTR COMPLAINS OF LOOSE TFC PROCS AT BLM, NJ.

Narrative: WE DEPARTED AT XA49 AND ANNOUNCED THAT WE WERE TAXIING TO RWY 14 FOR DEP. CAPT WAS OPERATING THE UNICOM FREQ WHILE THE FO TALKED TO MCGUIRE FOR A CLRNC TO RKD. WHILE TAXIING WE HEARD ONE ACFT ARRIVING FOR RWY 14 AND ONE FOR RWY 32. I INFORMED THE ACFT INBOUND FOR RWY 32 THAT WE KNEW THEY COULD LAND ON THE RWY OF THEIR CHOICE BUT THAT ANOTHER ACFT WAS INBOUND FOR RWY 14 AND THAT WE INTENDED TO TAKE OFF ON RWY 14. THE ACFT INBOUND FOR RWY 32 THEN CHANGED HIS PLANS AND ANNOUNCED ENTERING THE PATTERN FOR RWY 14. WE COMPLETED OUR TAXI CHKS AND WERE RELEASED BY MCGUIRE CLRNC WITH A 2 MI VOID TIME. AFTER HEARING ONE ACFT TURNING BASE FOR RWY 14 WE ANNOUNCED THAT WE WERE DEPARTING RWY 14. I SAW AN ACFT OVERFLYING THE FIELD AT ABOUT 1000 FT AND DETERMINED THAT HE MUST BE THE OTHER INBOUND WHO WAS ORIGINALLY GOING TO RWY 32. HE WAS NOT A FACTOR. ASIDE FROM HIM, THE TCASII SCREEN WAS CLR. WE WERE IN THE TKOF ROLL WHEN WE NOTICED A HELI XING THE RWY FROM R TO L. WE ABORTED THE TKOF AT APPROX VR TO AVOID A POTENTIAL MIDAIR COLLISION. WE HAD NO ROOM TO FLY UNDER THE HELI BECAUSE HE WAS SO LOW TO THE GND. HAD WE ROTATED WE WOULD HAVE BEEN ON A COLLISION COURSE WITH THE HELI. DURING THE ABORT THE PLT'S BRAKE PEDALS WENT TO THE FLOOR AND BECAME INOP. WE USED THE EMER BRAKE TO STOP THE ACFT AND NOTICED THE HELI AT ABOUT OUR 10 O'CLOCK POS DEPARTING THE AREA TO THE NE ONCE WE CAME TO A STOP. CAPT ASKED THE FO IF HIS BRAKES WORKED AND XFERRED CTL TO THE COPLT WHO DID HAVE FUNCTIONING BRAKES AND NOSEWHEEL STEERING. WE INFORMED THE HELI THAT WE HAD JUST REJECTED THE TKOF BECAUSE HE HAD BEEN IN OUR FLT PATH AND HE RESPONDED 'WE DIDN'T HEAR YOU.' WE TAXIED CLR OF THE RWY AND DID THE AFTER LNDG CHKLIST. WE CANCELLED IFR WITH MCGUIRE. MCGUIRE INFORMED US THAT HE WAS NOT IN CONTACT WITH THE HELI. ADDITIONAL NOTES: AS WE SPENT MORE THAN 8 HRS AT BLM THAT DAY WE REALIZED THIS ARPT HAS LOTS OF FRACTIONAL JET OPS, AIR TAXI HELI AND GA PLANES. I SAW TFC FLYING DOWNWIND FOR BOTH RWYS 14/32 AT SAME TIME. ACFT DEPART OPPOSITE DIRECTION AFTER DEP OF ANOTHER ACFT WITH MORE TFC IN THE PATTERN. SOMETHING NEEDS TO BE DONE: WOULD SUGGEST AT LEAST THE FOLLOWING BE ADDED ARPT DIRECTORY UNDER TFC PATTERN: PREFERRED RWY WITH LIGHT WINDS IS (EITHER RWY 14 OR RWY 32).

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.