Narrative:

When we were cleared in 'position and hold' the right seat pilot pointed out a jet which appeared to be on a base leg for the runway. The tower told us there was traffic on downwind and be ready for an immediate takeoff clearance. Upon issuance of the takeoff clearance, throttles were advanced and brakes released. As we continued, he called airspeed alive and 80 knots. At that time, I took the yoke. I continued to look outside waiting for the V1 call at 96 knots. I heard the controller say a call sign and then the words, 'cancel takeoff clearance.' I remember thinking there wasn't enough room. The control tower had no sooner issued the instruction than I heard the right seat pilot say 'continue V1.' this is not a normal call for V1 and that is when I realized the control tower had tried to cancel our takeoff clearance. The takeoff was continued. Immediately after liftoff, the control tower told us to turn right 20 degrees. At about 200 ft AGL I complied. The control tower then told us to turn right and enter downwind for the traffic pattern to the runway. We questioned this directive as we began a turn to the right to comply. A second time, the control tower told us to enter the downwind for the runway. I continued the turn as directed, but soon after, the control tower told us to contact departure control. At that time we were turning through a 290 heading which sent us into the arrival path of aircraft at teb over-flying the airport for the left downwind entry to runway 24. The departure controller told us to turn back immediately to the normal 240 departure heading. He was unhappy with our position and direction of flight. I continued the takeoff roll because I thought it was safer than a high speed abort after V1. I had a clear runway and no visible restr to a successful rotation. There were no other crossing runways. All traffic was using the same runway for arrs and departures. In the future, I anticipate continuing a takeoff unless I receive extraordinary information from the tower such as 'your tail fell off.' merely canceling a takeoff clearance is insufficient information for a pilot to abort at those higher speeds. I don't remember hearing her direct a 'go around' to the arriving aircraft, but I assume that was the reason she attempted to stop our takeoff roll. I do not understand why she directed us to enter a traffic pattern for the runway. It made no operation sense for us to return to land, but we did comply with her instructions. Perhaps the confusion of the situation caused her to tell us to enter a downwind (twice) when she meant to address the other airplane. It may have been prudent to refuse the 'taxi into position and hold' clearance when we spotted an airplane on base, but this type of closely spaced operation is normal at busy airports in today's system. This cannot be the first time ATC had a 'go around,' and have it occur as a departing aircraft is in the midst of a takeoff roll and climb. Supplemental information from acn 617530: the tower controller said 'falcon xyz takeoff clearance canceled.' our V1 speed was 96 KTS. By the time I was able to process her instructions we were very close to V1. The flying pilot started to respond to this instruction. For this reason in the same breath I called 'continue V1.' at 112 KTS I call 'rotate.' we were perhaps 20 to 50 ft off the runway when tower again said 'falcon xyz, takeoff clearance canceled.' at this time I was checking TCAS. I saw nothing on TCAS or visually. Shortly after this, the tower controller said, 'falcon xyz, continue right turn enter right downwind for runway 24.' this instruction didn't make any sense to us at the time. 'Falcon xyz, is departing the airport.' the tower controller said 'contact departure.' the departure controller immediately asked us where we were going. We told him that we were on a heading that was complying with the tower controller's instructions. Regardless of what caused her to issue the cancellation, I was forced to make the classic go, no-go decision right at or very near V1. If I had this takeoff to do over again, I would have questioned the tower controller on the location of the aircraft that was cleared to land. She said on downwind. It looked close to me and I should have followed my gut feeling and delayed our lineup until after his arrival. At no time during the takeoff orafter did we see the other aircraft.

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Original NASA ASRS Text

Title: F50 DEP FROM TEB IS ISSUED ABORT APCHING V1, FLT CREW ELECTS TO CONTINUE TKOF.

Narrative: WHEN WE WERE CLRED IN 'POS AND HOLD' THE R SEAT PLT POINTED OUT A JET WHICH APPEARED TO BE ON A BASE LEG FOR THE RWY. THE TWR TOLD US THERE WAS TFC ON DOWNWIND AND BE READY FOR AN IMMEDIATE TAKEOFF CLRNC. UPON ISSUANCE OF THE TAKEOFF CLRNC, THROTTLES WERE ADVANCED AND BRAKES RELEASED. AS WE CONTINUED, HE CALLED AIRSPEED ALIVE AND 80 KNOTS. AT THAT TIME, I TOOK THE YOKE. I CONTINUED TO LOOK OUTSIDE WAITING FOR THE V1 CALL AT 96 KNOTS. I HEARD THE CTLR SAY A CALL SIGN AND THEN THE WORDS, 'CANCEL TAKEOFF CLRNC.' I REMEMBER THINKING THERE WASN'T ENOUGH ROOM. THE CTL TWR HAD NO SOONER ISSUED THE INSTRUCTION THAN I HEARD THE R SEAT PLT SAY 'CONTINUE V1.' THIS IS NOT A NORMAL CALL FOR V1 AND THAT IS WHEN I REALIZED THE CTL TWR HAD TRIED TO CANCEL OUR TAKEOFF CLRNC. THE TAKEOFF WAS CONTINUED. IMMEDIATELY AFTER LIFTOFF, THE CTL TWR TOLD US TO TURN R 20 DEGS. AT ABOUT 200 FT AGL I COMPLIED. THE CTL TWR THEN TOLD US TO TURN R AND ENTER DOWNWIND FOR THE TFC PATTERN TO THE RWY. WE QUESTIONED THIS DIRECTIVE AS WE BEGAN A TURN TO THE R TO COMPLY. A SECOND TIME, THE CTL TWR TOLD US TO ENTER THE DOWNWIND FOR THE RWY. I CONTINUED THE TURN AS DIRECTED, BUT SOON AFTER, THE CTL TWR TOLD US TO CONTACT DEP CTL. AT THAT TIME WE WERE TURNING THROUGH A 290 HDG WHICH SENT US INTO THE ARRIVAL PATH OF ACFT AT TEB OVER-FLYING THE ARPT FOR THE L DOWNWIND ENTRY TO RWY 24. THE DEP CTLR TOLD US TO TURN BACK IMMEDIATELY TO THE NORMAL 240 DEP HDG. HE WAS UNHAPPY WITH OUR POS AND DIRECTION OF FLT. I CONTINUED THE TAKEOFF ROLL BECAUSE I THOUGHT IT WAS SAFER THAN A HIGH SPD ABORT AFTER V1. I HAD A CLR RWY AND NO VISIBLE RESTR TO A SUCCESSFUL ROTATION. THERE WERE NO OTHER CROSSING RWYS. ALL TFC WAS USING THE SAME RWY FOR ARRS AND DEPS. IN THE FUTURE, I ANTICIPATE CONTINUING A TAKEOFF UNLESS I RECEIVE EXTRAORDINARY INFO FROM THE TWR SUCH AS 'YOUR TAIL FELL OFF.' MERELY CANCELING A TAKEOFF CLRNC IS INSUFFICIENT INFO FOR A PLT TO ABORT AT THOSE HIGHER SPDS. I DON'T REMEMBER HEARING HER DIRECT A 'GO AROUND' TO THE ARRIVING ACFT, BUT I ASSUME THAT WAS THE REASON SHE ATTEMPTED TO STOP OUR TAKEOFF ROLL. I DO NOT UNDERSTAND WHY SHE DIRECTED US TO ENTER A TFC PATTERN FOR THE RWY. IT MADE NO OP SENSE FOR US TO RETURN TO LAND, BUT WE DID COMPLY WITH HER INSTRUCTIONS. PERHAPS THE CONFUSION OF THE SIT CAUSED HER TO TELL US TO ENTER A DOWNWIND (TWICE) WHEN SHE MEANT TO ADDRESS THE OTHER AIRPLANE. IT MAY HAVE BEEN PRUDENT TO REFUSE THE 'TAXI INTO POS AND HOLD' CLRNC WHEN WE SPOTTED AN AIRPLANE ON BASE, BUT THIS TYPE OF CLOSELY SPACED OP IS NORMAL AT BUSY ARPTS IN TODAY'S SYSTEM. THIS CANNOT BE THE FIRST TIME ATC HAD A 'GO AROUND,' AND HAVE IT OCCUR AS A DEPARTING ACFT IS IN THE MIDST OF A TAKEOFF ROLL AND CLB. SUPPLEMENTAL INFO FROM ACN 617530: THE TWR CTLR SAID 'FALCON XYZ TAKEOFF CLRNC CANCELED.' OUR V1 SPD WAS 96 KTS. BY THE TIME I WAS ABLE TO PROCESS HER INSTRUCTIONS WE WERE VERY CLOSE TO V1. THE FLYING PLT STARTED TO RESPOND TO THIS INSTRUCTION. FOR THIS REASON IN THE SAME BREATH I CALLED 'CONTINUE V1.' AT 112 KTS I CALL 'ROTATE.' WE WERE PERHAPS 20 TO 50 FT OFF THE RWY WHEN TWR AGAIN SAID 'FALCON XYZ, TAKEOFF CLRNC CANCELED.' AT THIS TIME I WAS CHKING TCAS. I SAW NOTHING ON TCAS OR VISUALLY. SHORTLY AFTER THIS, THE TWR CTLR SAID, 'FALCON XYZ, CONTINUE R TURN ENTER R DOWNWIND FOR RWY 24.' THIS INSTRUCTION DIDN'T MAKE ANY SENSE TO US AT THE TIME. 'FALCON XYZ, IS DEPARTING THE ARPT.' THE TWR CTLR SAID 'CONTACT DEP.' THE DEP CTLR IMMEDIATELY ASKED US WHERE WE WERE GOING. WE TOLD HIM THAT WE WERE ON A HDG THAT WAS COMPLYING WITH THE TWR CTLR'S INSTRUCTIONS. REGARDLESS OF WHAT CAUSED HER TO ISSUE THE CANCELLATION, I WAS FORCED TO MAKE THE CLASSIC GO, NO-GO DECISION RIGHT AT OR VERY NEAR V1. IF I HAD THIS TAKEOFF TO DO OVER AGAIN, I WOULD HAVE QUESTIONED THE TWR CTLR ON THE LOCATION OF THE ACFT THAT WAS CLRED TO LAND. SHE SAID ON DOWNWIND. IT LOOKED CLOSE TO ME AND I SHOULD HAVE FOLLOWED MY GUT FEELING AND DELAYED OUR LINEUP UNTIL AFTER HIS ARRIVAL. AT NO TIME DURING THE TAKEOFF ORAFTER DID WE SEE THE OTHER ACFT.

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.