Date: 201906
Local time of day: 1201-1800
Location: LOT.Airport, IL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna Single Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G LOT
ATC / advisory: CTAF LOT
Second aircraft: Lancair Undifferentiated
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Taxied to active Runway 9 at LOT via Taxiway 'B'. I have been flying out of this airport [for] years. Due to heavy student training flights; we decided to depart from intersection B1. A Cessna 172 was holding short of Runway 9 at 'B' apparently still accomplishing pre-takeoff checks. It is common to use intersection B1 for Runway 9 departures to avoid the training delays. We were monitoring CTAF 122.8. I was acting PIC/CFI because the pilot in the left seat was not landing current. We were flying a cross country which would include 3 takeoffs and landings for his currency. I have flown with this ATP/CTP pilot in my aircraft for years and we work well together as a crew. As former airline pilots CRM is a normal part of our flying. We saw one 172 land on 9 and we saw a 172 turning left base. Both aircraft had given normal position reports. We watched the landing 172 to see if it was doing a touch and go or full stop; which would determine whether we would hold short for the 172 on left base. The landing 172 was able to make a quick exit off the runway after a full stop. We looked to the left to clear the final and saw the 172 still on base. There was sufficient room for our departure and transmitted on 122.8 that we were departing Runway 9 at Lewis. As we taxied onto Runway 9 we heard a radio transmission made by a distinctive accented voice saying 'I am on short final at Lewis; aircraft on runway stop'. We still had not turned right to align on the centerline of the runway; but as soon as we heard this transmission we both looked to the left at the final approach course and observed no aircraft or aircraft lights. Although out vision was partially obscured due to our high wing aircraft. The next transmission from the same distinctive voice was 'Aircraft at Lewis don't takeoff'; at this time we did not know the exact position of the aircraft; which reported short final. We began takeoff roll in the event he was continuing his landing. There was no transmission indicating the aircraft was going around which resulted in a very confusing situation. As we rotated we saw an aircraft; about 300 ft AGL to the right side of the runway 9 proceeding on an eastbound heading. We assumed this was the aircraft that reported short final. The aircraft appeared to be some type of homebuilt. The pilot of this aircraft transmitted in his distinctive voice that he was going to report us to the FAA. We apologized on the frequency and told him we did not see him on final nor did we hear any position reports until he reported short final. We believe the aircraft was a Lancair. This aircraft has a very low profile especially head on. I believe this incident arose because of possible missed position reports that neither of us heard or were not made until the short final transmission as we entered the runway environment. The low profile of this aircraft also contributed to the fact that we did not see the aircraft on final. Distractions as we watched to see if the landing 172 was a full stop or touch and go which would allow us to depart between it and the 172 on base. Confusion in our cockpit resulting from transmission once we entered the runway environment telling us to stop and not takeoff. Confusion caused by the short final transmission but no going around transmission; resulting in our belief he was landing behind us as we continued to takeoff to get out of his way. This incident exemplifies the vigilance required at uncontrolled airports in determining that the final approach course is clear of normally seen aircraft and unusual aircraft we may not see every day. Precise transmissions which tell pilots in the pattern where we are in the pattern and what we are doing i.e. going around; must be made to ensure the safest operating environment. Hearing transmissions telling an aircraft to stop or not takeoff at an uncontrolled airport result in confusion at busy uncontrolled airports. Pilots must be prepared for the unexpected.




Synopsis: Cessna pilot reported hearing confusing traffic calls while taking off from Lewis University Airport.