Narrative:

After receiving WX on AWOS, wind 170 degrees/5 KTS, density altitude 1800 ft, and observing windsock, I started engines at mcclellan for departure at runway 16. I announced on the radio: 'any traffic in area?' a cessna reported 4 mi east would be entering left downwind for runway 16. Then a gulfstream reported 13 mi final for runway 34 and any traffic in vicinity. I advised that I was taxiing for runway 16 departure. The cessna said he would slow down and let the jet go first. The jet reported that he was on a 9 mi final for runway 34. A cessna citation reported he would be overflying the field at 3000 ft. The jet reported 6 mi final for runway 34. As I approached the departure end and runway 16, I inquired on the gulfstream's position. He said short final. I advised that I would be departing runway 16 after the gulfstream cleared runway 34. As gulfstream taxied off runway, I taxied onto runway 16. At that time the cessna reported a 1 1/2 mi final. I advised departing runway 16 and halfway through my takeoff roll, gulfstream said the cessna was on short final. As I rotated, I advised I would clear to the left of the centerline to prevent a conflict. At that time, the gulfstream said the cessna was over the numbers and that 'that was stupid.' I advised to the gulfstream he should review the airmen's information manual on procedures for uncontrolled airports specifically about straight-in approachs. As I was climbing through 800 ft AGL I observed cessna on runway 34. Mcclellan is 10600 ft long, I was departing with my landing lights on. The cessna never said he was changing runways to runway 34 or on downwind base or final. His 1 1/2 mi call on final did not specify runway. Both aircraft were more than 1 mi apart at the closest. I think procedures in the aim and instructor training should emphasize not straight-in approachs to uncontrolled fields when traffic in vicinity.

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Original NASA ASRS Text

Title: BE95 DEP FROM MCC EXPERIENCED CONFLICT WITH OPPOSITE DIRECTION LNDG TFC.

Narrative: AFTER RECEIVING WX ON AWOS, WIND 170 DEGS/5 KTS, DENSITY ALT 1800 FT, AND OBSERVING WINDSOCK, I STARTED ENGS AT MCCLELLAN FOR DEP AT RWY 16. I ANNOUNCED ON THE RADIO: 'ANY TFC IN AREA?' A CESSNA RPTED 4 MI E WOULD BE ENTERING L DOWNWIND FOR RWY 16. THEN A GULFSTREAM RPTED 13 MI FINAL FOR RWY 34 AND ANY TFC IN VICINITY. I ADVISED THAT I WAS TAXIING FOR RWY 16 DEP. THE CESSNA SAID HE WOULD SLOW DOWN AND LET THE JET GO FIRST. THE JET RPTED THAT HE WAS ON A 9 MI FINAL FOR RWY 34. A CESSNA CITATION RPTED HE WOULD BE OVERFLYING THE FIELD AT 3000 FT. THE JET RPTED 6 MI FINAL FOR RWY 34. AS I APCHED THE DEP END AND RWY 16, I INQUIRED ON THE GULFSTREAM'S POS. HE SAID SHORT FINAL. I ADVISED THAT I WOULD BE DEPARTING RWY 16 AFTER THE GULFSTREAM CLRED RWY 34. AS GULFSTREAM TAXIED OFF RWY, I TAXIED ONTO RWY 16. AT THAT TIME THE CESSNA RPTED A 1 1/2 MI FINAL. I ADVISED DEPARTING RWY 16 AND HALFWAY THROUGH MY TKOF ROLL, GULFSTREAM SAID THE CESSNA WAS ON SHORT FINAL. AS I ROTATED, I ADVISED I WOULD CLR TO THE L OF THE CTRLINE TO PREVENT A CONFLICT. AT THAT TIME, THE GULFSTREAM SAID THE CESSNA WAS OVER THE NUMBERS AND THAT 'THAT WAS STUPID.' I ADVISED TO THE GULFSTREAM HE SHOULD REVIEW THE AIRMEN'S INFO MANUAL ON PROCS FOR UNCTLED ARPTS SPECIFICALLY ABOUT STRAIGHT-IN APCHS. AS I WAS CLBING THROUGH 800 FT AGL I OBSERVED CESSNA ON RWY 34. MCCLELLAN IS 10600 FT LONG, I WAS DEPARTING WITH MY LNDG LIGHTS ON. THE CESSNA NEVER SAID HE WAS CHANGING RWYS TO RWY 34 OR ON DOWNWIND BASE OR FINAL. HIS 1 1/2 MI CALL ON FINAL DID NOT SPECIFY RWY. BOTH ACFT WERE MORE THAN 1 MI APART AT THE CLOSEST. I THINK PROCS IN THE AIM AND INSTRUCTOR TRAINING SHOULD EMPHASIZE NOT STRAIGHT-IN APCHS TO UNCTLED FIELDS WHEN TFC IN VICINITY.

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.