Narrative:

After flying in the pattern for a touch and go, we were on final to conduct a simulated short-field landing. My student touched down on the first centerline stripe after the numbers and then cleaned up the airplane and applied power for a takeoff. As soon as my student had applied takeoff power we noticed a jet who was taxiing from our left to right on what appeared to be B5. The jet looked like it was going to cross the runway at B5. To prevent a hazard my student immediately pulled back the throttle and aborted the takeoff. My student aborted the takeoff at 45 KIAS prior to crossing the intersecting taxiway B9. I immediately called the tower prior to crossing taxiway B9 and requested a full stop landing. After my radio call, the tower immediately told the cessna who was already cleared for takeoff to abort the takeoff and also for the king air who was on very short final to go around. We expedited our taxi to exit the runway on B5 and when requested to contact ground control on 121.8, I complied with the tower. I told the controller that we had to make a full stop because of a jet crossing the runway. Once on with ground control, I was asked if there was an instructor on board. I then told him that I was the instructor. Then he gave us taxi instructions which were to taxi up and hold short of runway 25L and to contact the tower by phone once we were back to our flight academy. I believe that this situation could have been avoided if the air traffic controller would have given more than just a few seconds of spacing between the landing and departing aircraft on the runway. Even though the controller was trying to get the cessna off before the fast approaching king air on short final, for safety reasons he should have at least waited until our piper archer had lifted off. There should also be a rule that around the time of sunset ATC should warn pilots landing on runway 25R of traffic crossing on the industrial park taxiway. This would eliminate the risk of pilots thinking that their active runway is not clear of hazard. The spacing would have been safe if the controller would have released the cessna after the king air had landed instead of trying to squeeze the cessna inbtwn while the piper archer was just ahead on the runway still conducting the takeoff roll. As an instructor, I teach my students to abort takeoffs if they feel that the takeoff will be hazardous. In this situation, my student made the decision to abort the takeoff due to what we thought was a sure collision. I am in the process of doing my research on takeoff spacing given by air traffic controllers, but from talking to my chief pilot, other air traffic controllers and instructors at our flight academy, we agreed that the air traffic controller in the tower has to at least wait until a departing aircraft is 3000 ft down the runway and for that aircraft to at least become airborne on departure before allowing another aircraft to take off behind it. This was not the case on wed. The air traffic controller cleared the cessna for takeoff well before we were going to rotate, and my student and I made the conservative and safe decision to not continue the takeoff to avoid the risk and possibility of not clearing the jet safely.

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Original NASA ASRS Text

Title: P28 ABORTS AT DVT RESULTING IN ADDITIONAL ABORT AND GAR.

Narrative: AFTER FLYING IN THE PATTERN FOR A TOUCH AND GO, WE WERE ON FINAL TO CONDUCT A SIMULATED SHORT-FIELD LNDG. MY STUDENT TOUCHED DOWN ON THE FIRST CTRLINE STRIPE AFTER THE NUMBERS AND THEN CLEANED UP THE AIRPLANE AND APPLIED PWR FOR A TKOF. AS SOON AS MY STUDENT HAD APPLIED TKOF PWR WE NOTICED A JET WHO WAS TAXIING FROM OUR L TO R ON WHAT APPEARED TO BE B5. THE JET LOOKED LIKE IT WAS GOING TO CROSS THE RWY AT B5. TO PREVENT A HAZARD MY STUDENT IMMEDIATELY PULLED BACK THE THROTTLE AND ABORTED THE TKOF. MY STUDENT ABORTED THE TKOF AT 45 KIAS PRIOR TO XING THE INTERSECTING TXWY B9. I IMMEDIATELY CALLED THE TWR PRIOR TO XING TXWY B9 AND REQUESTED A FULL STOP LNDG. AFTER MY RADIO CALL, THE TWR IMMEDIATELY TOLD THE CESSNA WHO WAS ALREADY CLRED FOR TKOF TO ABORT THE TKOF AND ALSO FOR THE KING AIR WHO WAS ON VERY SHORT FINAL TO GO AROUND. WE EXPEDITED OUR TAXI TO EXIT THE RWY ON B5 AND WHEN REQUESTED TO CONTACT GND CTL ON 121.8, I COMPLIED WITH THE TWR. I TOLD THE CTLR THAT WE HAD TO MAKE A FULL STOP BECAUSE OF A JET XING THE RWY. ONCE ON WITH GND CTL, I WAS ASKED IF THERE WAS AN INSTRUCTOR ON BOARD. I THEN TOLD HIM THAT I WAS THE INSTRUCTOR. THEN HE GAVE US TAXI INSTRUCTIONS WHICH WERE TO TAXI UP AND HOLD SHORT OF RWY 25L AND TO CONTACT THE TWR BY PHONE ONCE WE WERE BACK TO OUR FLT ACADEMY. I BELIEVE THAT THIS SIT COULD HAVE BEEN AVOIDED IF THE AIR TFC CTLR WOULD HAVE GIVEN MORE THAN JUST A FEW SECONDS OF SPACING BTWN THE LNDG AND DEPARTING ACFT ON THE RWY. EVEN THOUGH THE CTLR WAS TRYING TO GET THE CESSNA OFF BEFORE THE FAST APCHING KING AIR ON SHORT FINAL, FOR SAFETY REASONS HE SHOULD HAVE AT LEAST WAITED UNTIL OUR PIPER ARCHER HAD LIFTED OFF. THERE SHOULD ALSO BE A RULE THAT AROUND THE TIME OF SUNSET ATC SHOULD WARN PLTS LNDG ON RWY 25R OF TFC XING ON THE INDUSTRIAL PARK TXWY. THIS WOULD ELIMINATE THE RISK OF PLTS THINKING THAT THEIR ACTIVE RWY IS NOT CLR OF HAZARD. THE SPACING WOULD HAVE BEEN SAFE IF THE CTLR WOULD HAVE RELEASED THE CESSNA AFTER THE KING AIR HAD LANDED INSTEAD OF TRYING TO SQUEEZE THE CESSNA INBTWN WHILE THE PIPER ARCHER WAS JUST AHEAD ON THE RWY STILL CONDUCTING THE TKOF ROLL. AS AN INSTRUCTOR, I TEACH MY STUDENTS TO ABORT TKOFS IF THEY FEEL THAT THE TKOF WILL BE HAZARDOUS. IN THIS SIT, MY STUDENT MADE THE DECISION TO ABORT THE TKOF DUE TO WHAT WE THOUGHT WAS A SURE COLLISION. I AM IN THE PROCESS OF DOING MY RESEARCH ON TKOF SPACING GIVEN BY AIR TFC CTLRS, BUT FROM TALKING TO MY CHIEF PLT, OTHER AIR TFC CTLRS AND INSTRUCTORS AT OUR FLT ACADEMY, WE AGREED THAT THE AIR TFC CTLR IN THE TWR HAS TO AT LEAST WAIT UNTIL A DEPARTING ACFT IS 3000 FT DOWN THE RWY AND FOR THAT ACFT TO AT LEAST BECOME AIRBORNE ON DEP BEFORE ALLOWING ANOTHER ACFT TO TAKE OFF BEHIND IT. THIS WAS NOT THE CASE ON WED. THE AIR TFC CTLR CLRED THE CESSNA FOR TKOF WELL BEFORE WE WERE GOING TO ROTATE, AND MY STUDENT AND I MADE THE CONSERVATIVE AND SAFE DECISION TO NOT CONTINUE THE TKOF TO AVOID THE RISK AND POSSIBILITY OF NOT CLRING THE JET SAFELY.

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.