Narrative:

I was flying a cherokee 180. This was the third flight of three flights that morning. The previous flights were uneventful. We had been departing runway 26 all morning. I was designated to take the last two [passengers] awaiting a flight that day. Flights generally lasted 20 minutes. All my radio transmissions were on communication 1.on flight three; there was no wind as I was taxiing to the active runway 26. Unfortunately; the time spent in the run-up area; which is not visible from the terminal area; was extensive; exceeding 10 to 15 minutes. The extended time was caused by two factors: first; the two passengers had never flown before. I took extra time to explain what we were about to do during the flight; including the sterile cockpit procedures of not talking when any announcements were made on the radio. Secondly; the headset of the passenger in the rear seat could hear all conversations; but could not be heard when she spoke. I took the time to troubleshoot the headset so that her experience would be a good one.all departures prior to mine were from runway 26. Unfortunately; during this extensive time in the run-up area; winds came up significantly shifting the active to runway 08. We could feel no wind at the far end of runway 26. Unaware of the wind change I proceeded to taxi toward the active. I announced that I was taxiing up to runway 26. Before entering the active I announced once again that I was departing runway 26 as a straight out departure; asking if anyone was in the pattern or on final. At that point; I started my turn onto 26 and proceeded with my take-off. Almost half way down the runway; I noticed a plane was on final for runway 08. I called out that there was a plane landing on runway 08; still on communication 1. No response. That's when I realized that communication 1 was not transmitting. I switched to communication 2 and again announced that someone was landing on runway 08.at that point; I took evasive action to the southwest; however; this would have to have been considered a dangerous situation. It was then that I realized a wind shift had taken place during the time in the run-up area and that I was out of sync with the rest of the traffic already diverted to the opposite runway. Upon return to the field; I found the pilot of the other aircraft; I believe was a cessna 182. I apologized to him regarding my error and explained that there was a problem with my communication 1.I believe that a lesson can be learned from this incident. Any time that an extensive time is spent in the run-up area; a re-verification of weather is necessary. This was a fundamental failing of this incident. Though I am not sure if anything could have made a difference regarding the radio; during the flight; I might have noticed that nothing was being heard; such a location announcements; and I might have had time to determine the radio was not working. At least I would not have been going against the traffic flow. A serious lesson was learned and no one was hurt.

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Original NASA ASRS Text

Title: PA28 pilot reported a critical ground conflict as the pilot was on the takeoff roll and a Cessna was landing opposite direction.

Narrative: I was flying a Cherokee 180. This was the third flight of three flights that morning. The previous flights were uneventful. We had been departing Runway 26 all morning. I was designated to take the last two [passengers] awaiting a flight that day. Flights generally lasted 20 minutes. All my radio transmissions were on COM 1.On flight three; there was no wind as I was taxiing to the active Runway 26. Unfortunately; the time spent in the run-up area; which is not visible from the terminal area; was extensive; exceeding 10 to 15 minutes. The extended time was caused by two factors: first; the two passengers had never flown before. I took extra time to explain what we were about to do during the flight; including the sterile cockpit procedures of not talking when any announcements were made on the radio. Secondly; the headset of the passenger in the rear seat could hear all conversations; but could not be heard when she spoke. I took the time to troubleshoot the headset so that her experience would be a good one.All departures prior to mine were from runway 26. Unfortunately; during this extensive time in the run-up area; winds came up significantly shifting the active to runway 08. We could feel no wind at the far end of runway 26. Unaware of the wind change I proceeded to taxi toward the active. I announced that I was taxiing up to runway 26. Before entering the active I announced once again that I was departing runway 26 as a straight out departure; asking if anyone was in the pattern or on final. At that point; I started my turn onto 26 and proceeded with my take-off. Almost half way down the runway; I noticed a plane was on final for runway 08. I called out that there was a plane landing on runway 08; still on COM 1. No response. That's when I realized that COM 1 was not transmitting. I switched to COM 2 and again announced that someone was landing on runway 08.At that point; I took evasive action to the southwest; however; this would have to have been considered a dangerous situation. It was then that I realized a wind shift had taken place during the time in the run-up area and that I was out of sync with the rest of the traffic already diverted to the opposite runway. Upon return to the field; I found the pilot of the other aircraft; I believe was a Cessna 182. I apologized to him regarding my error and explained that there was a problem with my COM 1.I believe that a lesson can be learned from this incident. Any time that an extensive time is spent in the run-up area; a re-verification of weather is necessary. This was a fundamental failing of this incident. Though I am not sure if anything could have made a difference regarding the radio; during the flight; I might have noticed that nothing was being heard; such a location announcements; and I might have had time to determine the radio was not working. At least I would not have been going against the traffic flow. A serious lesson was learned and no one was hurt.

Data retrieved from NASA's ASRS site 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.