Narrative:

Winds were blowing from 310 degrees and favoring runway 29. As I taxied to runway 29; I noticed aircraft #2 on the run-up area for runway 25. It is common that the maintenance shops on the field go to the runway 25 run-up area to test the engine at full power. I called crossing runways with my intention to go to runway 29; reached the run-up area; did my run-up. An aircraft Y in the pattern called base for runway 7. I announced that I was proceeding to take runway 29 for departure; had the aircraft Y in sight and would remain clear. I would be gone before he was on short final. I could not see the beginning of runway 25 because of trees in the way between the approach ends of runway 29 and runway 25; but I heard nothing from aircraft Z since the time I saw it at the run-up area. I applied full power and just after liftoff I saw aircraft Z cross my path; taking off on runway 25; directly into the path of aircraft Y; who was now on final. Aircraft Y immediately made a right turn for downwind runway 29; aircraft Z made a very low level (50 ft or so) hard right turn and departed to the northwest. I continued takeoff with no issues; aircraft Y landed on runway 29 with no problems. Neither the aircraft Y pilot; nor myself heard anything from aircraft Z. What did I learn? Although there was little risk to my aircraft in this incident; with aircraft Y on base for an intersecting runway; I should have waited for aircraft Y to land before taking runway 29 for departure. He was much faster than I anticipated. Secondly; I learned the importance of communications at uncontrolled airports. In hindsight; although I'm not sure if aircraft Z had working radios; I should have asked its intentions. I might not have gotten a response; but that may have alerted aircraft Y pilot that there was an aircraft at the end of runway 25. I should have also told aircraft Y pilot that there was an aircraft in the runway 25 run-up area.

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Original NASA ASRS Text

Title: C177 PLT HAS A CONFLICT WITH ANOTHER ACFT DURING TKOF FROM RWY 29 AT HEG.

Narrative: WINDS WERE BLOWING FROM 310 DEGS AND FAVORING RWY 29. AS I TAXIED TO RWY 29; I NOTICED ACFT #2 ON THE RUN-UP AREA FOR RWY 25. IT IS COMMON THAT THE MAINT SHOPS ON THE FIELD GO TO THE RWY 25 RUN-UP AREA TO TEST THE ENG AT FULL PWR. I CALLED XING RWYS WITH MY INTENTION TO GO TO RWY 29; REACHED THE RUN-UP AREA; DID MY RUN-UP. AN ACFT Y IN THE PATTERN CALLED BASE FOR RWY 7. I ANNOUNCED THAT I WAS PROCEEDING TO TAKE RWY 29 FOR DEP; HAD THE ACFT Y IN SIGHT AND WOULD REMAIN CLR. I WOULD BE GONE BEFORE HE WAS ON SHORT FINAL. I COULD NOT SEE THE BEGINNING OF RWY 25 BECAUSE OF TREES IN THE WAY BTWN THE APCH ENDS OF RWY 29 AND RWY 25; BUT I HEARD NOTHING FROM ACFT Z SINCE THE TIME I SAW IT AT THE RUN-UP AREA. I APPLIED FULL PWR AND JUST AFTER LIFTOFF I SAW ACFT Z CROSS MY PATH; TAKING OFF ON RWY 25; DIRECTLY INTO THE PATH OF ACFT Y; WHO WAS NOW ON FINAL. ACFT Y IMMEDIATELY MADE A R TURN FOR DOWNWIND RWY 29; ACFT Z MADE A VERY LOW LEVEL (50 FT OR SO) HARD R TURN AND DEPARTED TO THE NW. I CONTINUED TKOF WITH NO ISSUES; ACFT Y LANDED ON RWY 29 WITH NO PROBS. NEITHER THE ACFT Y PLT; NOR MYSELF HEARD ANYTHING FROM ACFT Z. WHAT DID I LEARN? ALTHOUGH THERE WAS LITTLE RISK TO MY ACFT IN THIS INCIDENT; WITH ACFT Y ON BASE FOR AN INTERSECTING RWY; I SHOULD HAVE WAITED FOR ACFT Y TO LAND BEFORE TAKING RWY 29 FOR DEP. HE WAS MUCH FASTER THAN I ANTICIPATED. SECONDLY; I LEARNED THE IMPORTANCE OF COMS AT UNCTLED ARPTS. IN HINDSIGHT; ALTHOUGH I'M NOT SURE IF ACFT Z HAD WORKING RADIOS; I SHOULD HAVE ASKED ITS INTENTIONS. I MIGHT NOT HAVE GOTTEN A RESPONSE; BUT THAT MAY HAVE ALERTED ACFT Y PLT THAT THERE WAS AN ACFT AT THE END OF RWY 25. I SHOULD HAVE ALSO TOLD ACFT Y PLT THAT THERE WAS AN ACFT IN THE RWY 25 RUN-UP AREA.

Data retrieved from NASA's ASRS site as of January 2009 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.