A potential ground conflict is sensed by local controller who then amended the takeoff clearance of ...

Attributes
ACN	563585
Time
Date	200210
Day	Thu
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : ptk.airport
State Reference	MI
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : personal
Make Model Name	PA-32 Cherokee Six/Lance/Saratoga
Operating Under FAR Part	Part 91
Flight Phase	ground : taxi
Flight Plan	VFR
Aircraft 2
Controlling Facilities	tower : ptk.tower
Operator	general aviation : corporate
Make Model Name	Cessna Citation Undifferentiated or Other Model
Operating Under FAR Part	Part 91
Flight Phase	ground : takeoff roll
Flight Plan	IFR
Person 1
Affiliation	other
Function	flight crew : single pilot
Qualification	pilot : cfi pilot : commercial pilot : instrument
Experience	flight time last 90 days : 17 flight time total : 1260 flight time type : 350
ASRS Report	563585
Person 2
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Events
Anomaly	conflict : ground less severe non adherence other other anomaly other
Independent Detector	other controllera
Resolutory Action	controller : issued alert controller : separated traffic flight crew : executed go around other
Consequence	Other
Miss Distance	horizontal : 3000 vertical : 150
Supplementary
Problem Areas	Environmental Factor Flight Crew Human Performance ATC Human Performance
Primary Problem	ATC Human Performance
Air Traffic Incident	other

Narrative:

After a VOR check, I announced ready to depart and expected to be assigned #3 after a citation running up, and another citation in line. I was assigned #2. Rapidly completing pretkof checklist, I positioned short of the hold bars. Watching a citation approach for landing, and noting the rotation point of a citation taking off, I expected to hear 'clear to take off without delay.' when cleared to take off, I passed the hold bars, and started to line up while accelerating. Clearance was unexpectedly rescinded. Ignorant of the cause, looking for a mistake I'd made, I tried to initiate a u-turn back to the apron. Before turning 30 degrees, I rejected a u-turn, turned to cross the runway, and pushed the throttle full open. Confirming the position of traffic landing on the parallel runway, I closed the throttle, applied full braking, and skidded to a stop short of runway 9L. In hindsight, I was too aggressive on the throttle and nearly failed to stop. Looking for unseen traffic, confirming my position clear of runway 9L, unable to confirm my position past the runway 9R hold bars, I cleaned up the aircraft. Lack of recent experience at busy airports, combined with yrs-old experience at busy airports, led me to expect clearance to take off 'without delay' and so, wishing to be cooperative, I was prepared to and began accelerating as soon as I was cleared to take off. In hindsight, I suspect that as a light aircraft, my insertion into the takeoff sequence exceeded some unknown airport limit, and this was not detected until I reported 'landing traffic in sight.' it is possible, but unlikely, that tower intended to clear me for runway 9L and accidentally said runway 9R. Closing most airports in the area over the last decade has forced nearly all cargo carriers to this one airport. Visiting this busy airport, I tried to perform as efficiently as they, but I suspect that fell short in some way, or that my slower aircraft was judged a potential disruption of the citation sequencing on runway 9R.

Original NASA ASRS Text

Title: A POTENTIAL GND CONFLICT IS SENSED BY LCL CTLR WHO THEN AMENDED THE TKOF CLRNC OF A DEP PA32 THAT WAS ISSUED IN THE FACE OF TKOF AND LNDG CLRNCS FOR MULTIPLE ACFT AT DPK, MI.

Narrative: AFTER A VOR CHK, I ANNOUNCED READY TO DEPART AND EXPECTED TO BE ASSIGNED #3 AFTER A CITATION RUNNING UP, AND ANOTHER CITATION IN LINE. I WAS ASSIGNED #2. RAPIDLY COMPLETING PRETKOF CHKLIST, I POSITIONED SHORT OF THE HOLD BARS. WATCHING A CITATION APCH FOR LNDG, AND NOTING THE ROTATION POINT OF A CITATION TAKING OFF, I EXPECTED TO HEAR 'CLR TO TAKE OFF WITHOUT DELAY.' WHEN CLRED TO TAKE OFF, I PASSED THE HOLD BARS, AND STARTED TO LINE UP WHILE ACCELERATING. CLRNC WAS UNEXPECTEDLY RESCINDED. IGNORANT OF THE CAUSE, LOOKING FOR A MISTAKE I'D MADE, I TRIED TO INITIATE A U-TURN BACK TO THE APRON. BEFORE TURNING 30 DEGS, I REJECTED A U-TURN, TURNED TO CROSS THE RWY, AND PUSHED THE THROTTLE FULL OPEN. CONFIRMING THE POS OF TFC LNDG ON THE PARALLEL RWY, I CLOSED THE THROTTLE, APPLIED FULL BRAKING, AND SKIDDED TO A STOP SHORT OF RWY 9L. IN HINDSIGHT, I WAS TOO AGGRESSIVE ON THE THROTTLE AND NEARLY FAILED TO STOP. LOOKING FOR UNSEEN TFC, CONFIRMING MY POS CLR OF RWY 9L, UNABLE TO CONFIRM MY POS PAST THE RWY 9R HOLD BARS, I CLEANED UP THE ACFT. LACK OF RECENT EXPERIENCE AT BUSY ARPTS, COMBINED WITH YRS-OLD EXPERIENCE AT BUSY ARPTS, LED ME TO EXPECT CLRNC TO TAKE OFF 'WITHOUT DELAY' AND SO, WISHING TO BE COOPERATIVE, I WAS PREPARED TO AND BEGAN ACCELERATING AS SOON AS I WAS CLRED TO TAKE OFF. IN HINDSIGHT, I SUSPECT THAT AS A LIGHT ACFT, MY INSERTION INTO THE TKOF SEQUENCE EXCEEDED SOME UNKNOWN ARPT LIMIT, AND THIS WAS NOT DETECTED UNTIL I RPTED 'LNDG TFC IN SIGHT.' IT IS POSSIBLE, BUT UNLIKELY, THAT TWR INTENDED TO CLR ME FOR RWY 9L AND ACCIDENTALLY SAID RWY 9R. CLOSING MOST ARPTS IN THE AREA OVER THE LAST DECADE HAS FORCED NEARLY ALL CARGO CARRIERS TO THIS ONE ARPT. VISITING THIS BUSY ARPT, I TRIED TO PERFORM AS EFFICIENTLY AS THEY, BUT I SUSPECT THAT FELL SHORT IN SOME WAY, OR THAT MY SLOWER ACFT WAS JUDGED A POTENTIAL DISRUPTION OF THE CITATION SEQUENCING ON RWY 9R.

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.

A potential ground conflict is sensed by local controller who then amended the takeoff clearance of a departure PA32 that was issued in the face of takeoff and landing clrncs for multiple aircraft at dpk, mi.