Narrative:

Had been asked by ATC to depart VFR and open IFR flight plan in the air due to traffic en route to a nearby airport. I taxied to the hold short line in front of a baron doing a run-up on the taxiway. I was square to the hold short line. I looked left toward the approach end of the runway and saw nothing. As I taxied onto the runway I noticed that I was still on clearance delivery and not the CTAF. When I switched to CTAF I hear a C152 call a final to runway 17. From previous experience, I felt I had plenty of time to takeoff, so I applied full throttle as I was approaching centerline. I then hear the C152 call short final. Feeling that there was not enough time to get off the runway, I continued my takeoff and heard the C152 announce a go around. When I got back to the airport later that day, I talked to the instructor in the plane and explained what happened. Only then did I learn how close the C152 actually was to the runway. I usually don't stop square on the hold short line but angle the plane 30-45 degrees toward approaching traffic. I didn't even consider at the time, the option of just stopping my plane on the runway. Human performance considerations: I felt a little pressure to depart due to the baron behind me. I probably was under some tension as my wife was with me and we had been talking of a divorce for the last month. My perception of having enough time to takeoff after a plane had called a final approach was in error. As it turned out, that instructor likes to keep students close to the traffic pattern so as to teach them a pattern that would be within glide distance should the engine fail. I realize now that I should have angled my plane toward the approaching traffic pattern and also that I could simply stop on the runway once I become aware of a traffic conflict.

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Original NASA ASRS Text

Title: C182 PLT AT NON TWR ARPT DEPARTS WITH C152 ON FINAL FORCING A GAR.

Narrative: HAD BEEN ASKED BY ATC TO DEPART VFR AND OPEN IFR FLT PLAN IN THE AIR DUE TO TFC ENRTE TO A NEARBY ARPT. I TAXIED TO THE HOLD SHORT LINE IN FRONT OF A BARON DOING A RUN-UP ON THE TXWY. I WAS SQUARE TO THE HOLD SHORT LINE. I LOOKED L TOWARD THE APCH END OF THE RWY AND SAW NOTHING. AS I TAXIED ONTO THE RWY I NOTICED THAT I WAS STILL ON CLRNC DELIVERY AND NOT THE CTAF. WHEN I SWITCHED TO CTAF I HEAR A C152 CALL A FINAL TO RWY 17. FROM PREVIOUS EXPERIENCE, I FELT I HAD PLENTY OF TIME TO TKOF, SO I APPLIED FULL THROTTLE AS I WAS APCHING CTRLINE. I THEN HEAR THE C152 CALL SHORT FINAL. FEELING THAT THERE WAS NOT ENOUGH TIME TO GET OFF THE RWY, I CONTINUED MY TKOF AND HEARD THE C152 ANNOUNCE A GAR. WHEN I GOT BACK TO THE ARPT LATER THAT DAY, I TALKED TO THE INSTRUCTOR IN THE PLANE AND EXPLAINED WHAT HAPPENED. ONLY THEN DID I LEARN HOW CLOSE THE C152 ACTUALLY WAS TO THE RWY. I USUALLY DON'T STOP SQUARE ON THE HOLD SHORT LINE BUT ANGLE THE PLANE 30-45 DEGS TOWARD APCHING TFC. I DIDN'T EVEN CONSIDER AT THE TIME, THE OPTION OF JUST STOPPING MY PLANE ON THE RWY. HUMAN PERFORMANCE CONSIDERATIONS: I FELT A LITTLE PRESSURE TO DEPART DUE TO THE BARON BEHIND ME. I PROBABLY WAS UNDER SOME TENSION AS MY WIFE WAS WITH ME AND WE HAD BEEN TALKING OF A DIVORCE FOR THE LAST MONTH. MY PERCEPTION OF HAVING ENOUGH TIME TO TKOF AFTER A PLANE HAD CALLED A FINAL APCH WAS IN ERROR. AS IT TURNED OUT, THAT INSTRUCTOR LIKES TO KEEP STUDENTS CLOSE TO THE TFC PATTERN SO AS TO TEACH THEM A PATTERN THAT WOULD BE WITHIN GLIDE DISTANCE SHOULD THE ENG FAIL. I REALIZE NOW THAT I SHOULD HAVE ANGLED MY PLANE TOWARD THE APCHING TFC PATTERN AND ALSO THAT I COULD SIMPLY STOP ON THE RWY ONCE I BECOME AWARE OF A TFC CONFLICT.

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.