Narrative:

At time of departure there were 4 aircraft in the pattern at T41. Following the touch-and-go of the aircraft in front of the largest gap in the pattern, the instructor in another aircraft agreed to let us depart from the intersection approximately 100 yds in front of him. Because of the other traffic and the fact that his aircraft had already taxied beyond the runway hold line, I believed the instructor intended to also depart in the pattern gap after me. I believed a quick departure from runway heading to allow him room for departure was necessary for safety and courtesy to the other traffic. After establishing positive rate of climb, and determining where the traffic in front of me was, I made a left turn down the intersecting runway to cross behind that aircraft on downwind. Because of the high temperature and near-gross weight, my aircraft climb performance was not as I was expecting. The intersecting runway (5/23) is somewhat short. I remained over the runway until the end of the pavement, then began a left turn to avoid flying directly over a new housing area off the end of the runway. Although I was in the aircraft pattern and in the process of taking off, I may not have had 500 ft clearance over the houses or over people walking on the ramp at the airport (very near runway 5 threshold). In the future, I will extend the departure further down the departure runway to ensure greater ground clearance beyond the airport boundary.

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Original NASA ASRS Text

Title: PLT OF BL17 TURNED PREMATURELY ON TKOF FROM T41 AND FLEW OVER PEOPLE ON THE GND AT LESS THAN 500 FT AGL.

Narrative: AT TIME OF DEP THERE WERE 4 ACFT IN THE PATTERN AT T41. FOLLOWING THE TOUCH-AND-GO OF THE ACFT IN FRONT OF THE LARGEST GAP IN THE PATTERN, THE INSTRUCTOR IN ANOTHER ACFT AGREED TO LET US DEPART FROM THE INTXN APPROX 100 YDS IN FRONT OF HIM. BECAUSE OF THE OTHER TFC AND THE FACT THAT HIS ACFT HAD ALREADY TAXIED BEYOND THE RWY HOLD LINE, I BELIEVED THE INSTRUCTOR INTENDED TO ALSO DEPART IN THE PATTERN GAP AFTER ME. I BELIEVED A QUICK DEP FROM RWY HDG TO ALLOW HIM ROOM FOR DEP WAS NECESSARY FOR SAFETY AND COURTESY TO THE OTHER TFC. AFTER ESTABLISHING POSITIVE RATE OF CLB, AND DETERMINING WHERE THE TFC IN FRONT OF ME WAS, I MADE A L TURN DOWN THE INTERSECTING RWY TO CROSS BEHIND THAT ACFT ON DOWNWIND. BECAUSE OF THE HIGH TEMP AND NEAR-GROSS WT, MY ACFT CLB PERFORMANCE WAS NOT AS I WAS EXPECTING. THE INTERSECTING RWY (5/23) IS SOMEWHAT SHORT. I REMAINED OVER THE RWY UNTIL THE END OF THE PAVEMENT, THEN BEGAN A L TURN TO AVOID FLYING DIRECTLY OVER A NEW HOUSING AREA OFF THE END OF THE RWY. ALTHOUGH I WAS IN THE ACFT PATTERN AND IN THE PROCESS OF TAKING OFF, I MAY NOT HAVE HAD 500 FT CLRNC OVER THE HOUSES OR OVER PEOPLE WALKING ON THE RAMP AT THE ARPT (VERY NEAR RWY 5 THRESHOLD). IN THE FUTURE, I WILL EXTEND THE DEP FURTHER DOWN THE DEP RWY TO ENSURE GREATER GND CLRNC BEYOND THE ARPT BOUNDARY.

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.