Flight Crew Air Transport Pilot (ATP)
Conflict Airborne Conflict
Human Factors
While preparing to depart Montrose we were taxiing to runway 31 giving position reports of the status of our intentions to take off at runway 31. No aircraft responded except for a glider south of the field and we advised we were going north upon takeoff. Upon reaching the runway we scan the area I cleared the left area and my PM (Pilot Monitoring) in the right seat cleared the runway approach area. We then made another announcement that we are taking runway 31. Upon lining up with runway 31 we had an aircraft yelling at us [that] we had cut him off and was going around. At this time we had advanced the throttles and I looked at the TCAS and now saw an aircraft approximately 2 miles away at 700 ft AGL. Upon landing [a company representative] called and advised me that two witnesses and I called the company and advise them of what had taken place and gave their version of what they saw. [Personnel at the local FBO] saw both aircraft (they were physically at the approach end of 31 and heard the commotion on the radio they then stated that we were airborne before the small Cessna 172 was even at the threshold going around. I have the contact information of the two witnesses and both myself and my PM (Pilot Monitoring) did not see any aircraft in the area nor did we hear any transmissions before we announced taking the active runway. Again once we knew anything was happening we were already on the takeoff roll and the other aircraft advise they were going around. I feel we followed all SOP's and standard VFR callouts and the aircraft was just not seen or heard before he said he was too close and commented on the price of kerosene.
Upon beginning taxi; I PM (Pilot Monitoring) began making position and intent reports on Unicom/CTAF as we began our taxi to rwy31. A glider responded to our initial report stating he was 5SW of the airport and were we going to conflict with him. I discussed our routing and stated there was no conflict; which he acknowledged. I announced we were 'taking the active runway; 31; at Montrose' as we approached B-1 onto B; and there was no response. Both crew members scanned the area and the TCAS. After we crossed the hold short bars on B1; and about to make our turn to align on the runway; a Cessna stated his position as 'short final'. I confirmed his position on TCAS as being more than short final and his relative altitude as 800 ft and then 700 ft above us. I stated that we would be out of his way in plenty of time. He then made a comment about kerosene costs and stated he was 'going around'. As the aircraft was still behind us; we continued a rolling take-off. When I made the 'V1' call; I observed that the aircraft had yet to reach the runway. After our landing at [the destination airport]; the PIC received a call from the company indicating that the pilot of the Cessna had contacted the company. The PIC then contacted two witnesses and just asked them what they saw; which coincided with the events. It appears that the Cessna pilot was angry that we had departed in front of him and executed a go-around to prove a point. According to second hand information from the FBO; the pilot was quite angry.Had the Cessna made position reports; there would have been dialogue as to when we were going to depart; and if he had felt uncomfortable; we would have delayed our departure; just as there had been dialogue with the glider. Due to our size; we should have been visible to the Cessna as we taxied out; thus reinforcing the need for position reports. This entire episode could have been avoided with proper AIM position reports.
Business Jet flight crew reported that upon taking the runway at MTJ a GA pilot announced that he was going around. The crew reported that this was the first transmission from the GA Pilot.