Narrative:

The control tower in atlanta continues to clear aircraft for takeoff while the preceding aircraft is still conducting it's takeoff roll. My previous reports on this very subject revealed the controller should not provide takeoff clearance to an aircraft until the preceding aircraft is airborne. I have been told the controller may 'anticipate' the actual takeoff if he believes the aircraft will be airborne by the time the second aircraft begins it's roll. This separation standard is being violated on a daily basis in atlanta. During my event today; I was given takeoff clearance when the aircraft in front of mine had rolled less than 2000 feet. This aircraft continued to roll for an additional 3000 feet before rotation and somewhat longer before actually lifting off. I did not begin my takeoff roll until this aircraft was actually airborne. This amounts to my clearance having been issued when the preceding aircraft was approximately one third of the way through the takeoff. As I conducted my takeoff; the aircraft behind me was given takeoff clearance before I had even reached V1 (takeoff decision speed). My aircraft rolled for an additional thirteen seconds before becoming airborne. Thirteen seconds may not seem like a long time but hack your watch and hold your breath. During the time I was conducting my takeoff the aircraft behind me was simultaneously doing the same thing. I believed then; as I do now; that the practice is simply unsafe. The FAA has placed a tremendous focus on preventing runway incursions this year. The typical definition has one aircraft (or person or vehicle) erroneously entering the path of another thereby allowing for the possibility of collision. This practice of ignoring safe separation standards for takeoff is infinitely more dangerous. There are two aircraft sharing the exact same space with a guaranteed collision if anything goes wrong. In this instance; since my aircraft had not yet reached V1; if any of an entire series of problems had occurred I was required to abort the takeoff. In this case the potential for two airliners to collide is very real. Unless the pilots were able to avert this in some manner; passengers and crews will likely be killed and two aircraft destroyed. It is the world's busiest airport. It is now the most dangerous airport I have operated from in my entire career. If an accident does occur using this extremely unsafe procedure; it will not be a surprise to me. I will not commence my takeoff roll until the preceding aircraft has actually lifted off. I will require my copilots to exercise this same safe standard. Since the practice violates FAA procedures (as explained to me) the fact it continues indicates the practice is not only tolerated but fostered. No pilot called to testify in the aftermath of the tragedy of the collision of two or more passenger airliners will be able to say the practice which led to the catastrophe was unknown or even uncommon.

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Original NASA ASRS Text

Title: Air carrier departure from ATL voiced extreme disapproval of ATC's application of 'anticipated' separation with regard to successive departures from the same runway; claiming procedure is unsafe.

Narrative: The control tower in Atlanta continues to clear aircraft for takeoff while the preceding aircraft is still conducting it's takeoff roll. My previous reports on this very subject revealed the controller should not provide takeoff clearance to an aircraft until the preceding aircraft is airborne. I have been told the controller may 'anticipate' the actual takeoff if he believes the aircraft will be airborne by the time the second aircraft begins it's roll. This separation standard is being violated on a daily basis in Atlanta. During my event today; I was given takeoff clearance when the aircraft in front of mine had rolled less than 2000 feet. This aircraft continued to roll for an additional 3000 feet before rotation and somewhat longer before actually lifting off. I did not begin my takeoff roll until this aircraft was actually airborne. This amounts to my clearance having been issued when the preceding aircraft was approximately one third of the way through the takeoff. As I conducted my takeoff; the aircraft behind me was given takeoff clearance before I had even reached V1 (takeoff decision speed). My aircraft rolled for an additional thirteen seconds before becoming airborne. Thirteen seconds may not seem like a long time but hack your watch and hold your breath. During the time I was conducting my takeoff the aircraft behind me was simultaneously doing the same thing. I believed then; as I do now; that the practice is simply unsafe. The FAA has placed a tremendous focus on preventing runway incursions this year. The typical definition has one aircraft (or person or vehicle) erroneously entering the path of another thereby allowing for the possibility of collision. This practice of ignoring safe separation standards for takeoff is infinitely more dangerous. There are two aircraft sharing the exact same space with a guaranteed collision if anything goes wrong. In this instance; since my aircraft had not yet reached V1; if any of an entire series of problems had occurred I was required to abort the takeoff. In this case the potential for two airliners to collide is very real. Unless the pilots were able to avert this in some manner; passengers and crews will likely be killed and two aircraft destroyed. It is the world's busiest airport. It is now the most dangerous airport I have operated from in my entire career. If an accident does occur using this extremely unsafe procedure; it will not be a surprise to me. I will not commence my takeoff roll until the preceding aircraft has actually lifted off. I will require my copilots to exercise this same safe standard. Since the practice violates FAA procedures (as explained to me) the fact it continues indicates the practice is not only tolerated but fostered. No pilot called to testify in the aftermath of the tragedy of the collision of two or more passenger airliners will be able to say the practice which led to the catastrophe was unknown or even uncommon.

Data retrieved from NASA's ASRS site as of April 2012 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.