Narrative:

While departing runway 30 at pao on an IFR flight plan, I heard a plane announce that he was 'going around.' the announcement was heard after applying takeoff power and after a safe stop could have been made. After rotating (during climb out), I heard the pilot in the cessna state that he called final as I entered the runway. Before entering the runway, I was on bay departure frequency 121.3, attempting to get my IFR clearance. When unable to establish contact on frequency, I used a cell phone to contact bay and retrieve the clearance. Immediately after receiving my clearance, I performed a final takeoff checklist, switched to advisory frequency at 118.60 and announced my departure. Since I was rushing to depart (the clearance has a time to depart), I failed to visually check final approach for incoming traffic. Nor did I ask for a repeat of a garbled transmission that occurred after my departure transmission. I never made visual contact with the cessna, even after takeoff. I think contributing factors were: 1) lack of a good night's rest the previous night. 2) lack of sound judgement on determination of plting capability due to lack of sleep and working a 13 hour day. 3) undeterminable ceiling -- I thought that the ceiling could have been as low as 300 ft overcast, which I assumed, and which made me think VFR traffic could not be flying, and IFR traffic would not be inbound since I had a clearance to depart. 4) lack of tuning the radio to advisory frequency during the final takeoff checklist. 5) lack of visual check of final approach. 6) trying to hurry the takeoff. 7) focusing on the departure/IFR clearance instead of the takeoff. Corrective action was taken by the cessna by going around. In the future, I plan to find or develop a fatigue self-test that I can administer to myself to determine if I am too fatigued to fly.

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Original NASA ASRS Text

Title: ACFT ENTERS ACTIVE RWY WITH ACFT ON FINAL AT PAO.

Narrative: WHILE DEPARTING RWY 30 AT PAO ON AN IFR FLT PLAN, I HEARD A PLANE ANNOUNCE THAT HE WAS 'GOING AROUND.' THE ANNOUNCEMENT WAS HEARD AFTER APPLYING TKOF PWR AND AFTER A SAFE STOP COULD HAVE BEEN MADE. AFTER ROTATING (DURING CLBOUT), I HEARD THE PLT IN THE CESSNA STATE THAT HE CALLED FINAL AS I ENTERED THE RWY. BEFORE ENTERING THE RWY, I WAS ON BAY DEP FREQ 121.3, ATTEMPTING TO GET MY IFR CLRNC. WHEN UNABLE TO ESTABLISH CONTACT ON FREQ, I USED A CELL PHONE TO CONTACT BAY AND RETRIEVE THE CLRNC. IMMEDIATELY AFTER RECEIVING MY CLRNC, I PERFORMED A FINAL TKOF CHKLIST, SWITCHED TO ADVISORY FREQ AT 118.60 AND ANNOUNCED MY DEP. SINCE I WAS RUSHING TO DEPART (THE CLRNC HAS A TIME TO DEPART), I FAILED TO VISUALLY CHK FINAL APCH FOR INCOMING TFC. NOR DID I ASK FOR A REPEAT OF A GARBLED XMISSION THAT OCCURRED AFTER MY DEP XMISSION. I NEVER MADE VISUAL CONTACT WITH THE CESSNA, EVEN AFTER TKOF. I THINK CONTRIBUTING FACTORS WERE: 1) LACK OF A GOOD NIGHT'S REST THE PREVIOUS NIGHT. 2) LACK OF SOUND JUDGEMENT ON DETERMINATION OF PLTING CAPABILITY DUE TO LACK OF SLEEP AND WORKING A 13 HR DAY. 3) UNDETERMINABLE CEILING -- I THOUGHT THAT THE CEILING COULD HAVE BEEN AS LOW AS 300 FT OVCST, WHICH I ASSUMED, AND WHICH MADE ME THINK VFR TFC COULD NOT BE FLYING, AND IFR TFC WOULD NOT BE INBOUND SINCE I HAD A CLRNC TO DEPART. 4) LACK OF TUNING THE RADIO TO ADVISORY FREQ DURING THE FINAL TKOF CHKLIST. 5) LACK OF VISUAL CHK OF FINAL APCH. 6) TRYING TO HURRY THE TKOF. 7) FOCUSING ON THE DEP/IFR CLRNC INSTEAD OF THE TKOF. CORRECTIVE ACTION WAS TAKEN BY THE CESSNA BY GOING AROUND. IN THE FUTURE, I PLAN TO FIND OR DEVELOP A FATIGUE SELF-TEST THAT I CAN ADMINISTER TO MYSELF TO DETERMINE IF I AM TOO FATIGUED TO FLY.

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.