Dash 8-400
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Time Pressure; Communication Breakdown
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented
Airspace Structure; Procedure
We taxied from the ramp to runway 28; since all the other traffic was using runway 28. On taxi; I called UNICOM and announced we were taxiing to runway 28. While still taxiing; I then called Center to pick up our clearance. ATC read the clearance and stated hold for release. We waited at 28 while monitoring both CTAF and center frequencies. We heard jet traffic announce to center they were 'on the procedure turn.' Center cleared the jet for the approach; told them there were departures off 28 and for them to switch to CTAF. They switched and announced that they were on the procedure turn; but did not announce for which approach or runway. Center then called us and released us for departure noting that the jet was 10 miles NW of the field. This seemed like adequate spacing so we accepted the release. I called CTAF and announced we were departing runway 28. The jet did not respond. Around 80 knots we noticed the lights from jet and made an immediate call again that we were taking off on 28 and had them in sight. The jet responded 'okay.' We initiated the obstacle departure procedure (ODP) which turned us away from the inbound jet. I announced over CTAF that we were departing via the ODP and would be out of the jet's way. Then a few seconds later we heard someone over the frequency ask 'was it worth it for 3 minutes.' I then called center to let them know we were off (while still monitoring CTAF). Center stated our position and requested our altitude again. I agreed with the position she identified for us and read our present altitude. She then cleared us to a waypoint on the arrival. I switched off the radios for CTAF and was now only using the radio for center. I believe that at no time were we any closer than 5 miles from the aircraft while we departed the runway. However; as we were rolling on the runway; the lights from the aircraft were distinctly visible and made it seem that we may have been closer and on a collision course. However; there was never a TCAS warning. I noted on the 'before takeoff checklist' that I had turned on the transponder and set it to ALT so it would report our altitude to other aircraft. I believe that jet carrier would have seen us on their TCAS as a result. I believe we should have declined our release for takeoff from center. We had waited 5 minutes for the release and by the time we were released we only had 10 miles of separation from a 737 closing from the opposite direction. I also wish I had been more persistent over the CTAF in making sure inbound jet knew our position in relation to them. Since we could not see the jet when given the release for departure from center; I felt comfortable taking the runway. However; with a closure rate up to 300 knots (assuming jet carrier flying 150 KIAS and us flying 150 KIAS); it was unwise to takeoff. Additionally; we should have been more suspicious of center for delaying our release for 5 minutes and then releasing us with another aircraft on approach.
In hindsight; I should have waited until either the other carrier landed; or we had positive confirmation of their position prior to departure. The jet carrier should have been making more regular traffic calls on UNICOM; and having time to make a sarcastic remark; should have had ample time to do so rather than breaking sterile communications. We routinely monitor both CTAF/UNICOM and Center for the sole purpose of increasing our situational awareness. We also make frequent; detailed traffic calls anytime we operate in uncontrolled airspace; the other aircraft should do the same.
An air carrier crew departed a CTAF airport VFR while another air carrier jet was on approach but in hindsight felt they should have delayed to prevent the perception of conflict given CTAF communications limitations.