AN ATX PLT RPTS THAT HE TOOK OFF AFTER AN ACR B737 HAD RPTED ON FINAL APCH TO KTN.

Narrative

FSS WAS RPTING THE WX AT 1500 FT BROKEN WITH 7-10 MI VISIBILITY AND SOME LOWER SCATTERED; RAIN SHOWERS HAD BEEN MOVING THROUGH ON A REGULAR BASIS. ACR X CALLED 14 MI OUT AS I TOOK THE ACTIVE RWY TO BACK-TAXI FOR A RWY 11 DEP. AFTER MY TKOF; I MADE A R XWIND TURN AT ABOUT 800 FT AND SAW THAT I HAD GOOD VMC ALONG THE DOWNWIND LEG; S OF THE EXTENDED CTRLINE. I ALSO NOTICED THAT THERE WAS A SHOWER OR SOME SORT OF OBSCURATION IN THE TONGASS NARROWS THAT BORDER THE N SIDE OF THE CTRLINE. AS THE NARROWS ARE OVERWATER; THIS AREA IS FOR FLOAT PLANE TFC. AS I TURNED TO MY DOWNWIND LEG; I OBSERVED THAT THE JET COULD BE SEEING SOMETHING DIFFERENT; SO I CONFIRMED MY XPONDER WAS ON SO ACR X COULD 'SEE' ME AT ALL TIMES IN CASE VISUAL CONTACT WAS NOT MADE. I BEGAN A CLBOUT THAT WOULD CLR ME SW OF THE ZONE AT APPROX 1500 FT MSL AND GAVE MOST OF MY ATTN TO CLOUD AND TERRAIN CLRNCS ALONG WITH PROTECTING THE CTRLINE. ACR X GAVE NO INDICATION IF THEY WERE VMC OR IMC; NOR DID THEY SAY IF THEY HAD CONTACT ON ME. I DID NOT MAKE CONTACT ON THEM BUT HAD SEVERAL OPTIONS AVAILABLE SHOULD THEY HAVE COMMUNICATED A NEED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE KTN FSS MGR STATED THAT 'THERE WAS NO SPECIFIED DISTANCE OF INBOUND ACFT THAT THE FSS WILL GIVE TO DEPARTING ACFT' SO THAT THEY WILL NOT TAKE THE RWY. ALL INBOUND ACFT ARE EXPECTED TO CALL 11 DME OUT; THE IAF FOR RWY 11. THIS WILL THEN BE PASSED TO OUTBOUND ACFT. THERE IS NO TXWY TO THE DEP END OF RWY 11; SO DEPARTING ACFT MUST BACK-TAXI FOR THE ENTIRE LENGTH OF THE RWY OR 'AS MUCH AS THE PLT WANTS TO USE' BEFORE DEP. THE FSS MGR DOES NOT BELIEVE THAT THE RPTR DID ANYTHING WRONG.