Date: 201203
Local time of day: 0001-0600
Location: VIS.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
ATC / advisory: CTAF VIS
Second aircraft: Piper Single Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related; Weather
Primary problem: Ambiguous

Narrative: Taxing out from transient parking at VIS for a VFR flight; I transmitted on the CTAF (123.05) asking if any traffic was in the pattern at Visalia. There was no reply; and no traffic was seen flying over the airport. I then announced that I would taxi to Runway 12 for a right downwind departure; and again; no other reply was heard. The winds were out of the west at 6 KTS and favoring Runway 30; but I elected to use 12 for departure since the performance requirements for my aircraft were less than half of the usable runway length with 5 KTS of tailwind component factored in. Arriving at the hold short line; I checked my aircraft configuration for takeoff and again transmitted on the CTAF that I was taking Runway 12 for a right downwind departure. I visually check both directions as I entered the runway environment and noticed no other airplanes. Lining up; I verified my HSI matched the runway heading and then selected full power for takeoff. At this point; my scan was primarily on the instrument panel per my company's training procedures; checking power indications; engine indications and verifying airspeed. At 100 KTS; I began the rotation when I immediately noticed another aircraft rolling the opposite direction on the Runway (30); offset to the far right side of the Runway. I estimate the horizontal distance between us at 1;000 FT and my aircraft was already airborne at this point. Climbing upwind; I made another call on the CTAF announcing my position and intention to depart on the right downwind. Turning toward the downwind I verified that my radio was set to the correct frequency (123.05) and that my squelch and volume were set correctly. The checks confirmed that they were. I then asked for a radio check and was immediately validated by who I believe was the airport FBO; verifying that my transmissions were loud and clear. No other transmissions were received on the frequency before I switched over to Fresno Approach. The entire flight previous and subsequent to the incident indicated no radio problems on my aircraft. I believe the other aircraft was either on the wrong frequency or was experiencing radio problems. I also have do not recall seeing any landing or recognition lights illuminated on the aircraft; limiting its visibility. Because I did not see it prior to rotation; I cannot say whether or not it was landing or attempting to depart. For my part; I know that I made three distinct radio calls announcing my intentions prior to entering the runway environment. I also had my landing; taxi; and strobe lights illuminated upon entering the runway environment per my company's operations specifications. I checked both directions prior to entering the runway environment as has been standard in my training and procedures since my initial student pilot training. Having gone through those procedures and having no indication of conflicting traffic upon entering the runway environment; I considered my position to be 'sterile' or safe and focused on the in-cockpit tasks of the takeoff roll; only glancing up occasionally to maintain runway center-line. The incident could have been prevented if the other aircraft had been making appropriate traffic calls on the CTAF for VIS. Aside from that; it would have likely been avoided if I had taxied to Runway 30 for departure; but given the information I had visually and via the CTAF; I had no indication that a Runway 12 departure would be anything less than perfectly safe with extremely wide margins for performance.




Synopsis: A pilot departed VIS Runway 12 making the suggested CTAF pretakeoff advisory transmissions and during takeoff saw; then avoided another aircraft which was not communicating taking off on Runway 30.