Skyhawk 172/Cutlass 172
Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Flight Crew Last 90 Days 148; Flight Crew Total 2300; Flight Crew Type 450
Confusion; Distraction; Situational Awareness; Communication Breakdown
Conflict NMAC; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Took Evasive Action
Procedure; Airport; Human Factors
The John C. Tune airport (JWN) in Nashville; TN recently completed a runway renovation project that increased the total runway length of the airport's only runway; 02/20.  While the runway has reopened; the construction surrounding the airport remains; and the main parallel taxiway remains mostly closed.  Only one runway exit at taxiway A-1 remains open; and it is situated at the approach end of runway 2.  This requires aircraft that are departing on runway 20 or landing on runway 2 to back taxi along the runway; and other aircraft to hold short of taxiway A-1 so as to provide space for aircraft exiting the runway.Other pertinent information relevant to this discussion is that the Nashville Approach Clearance Delivery frequency on 124.55 for use on the ground at John Tune is currently out of service.  There are multiple NOTAMS about the construction at the John Tune airport describing all of this; and more.  However; despite this we have had a number of near collisions and runway incursions since the airport reopened.  I will describe my most recent experience below.I was giving instruction to a trainee in the pattern of the John C. Tune airport.  My student and I were near the end of our flight and flying a Cessna 172.The traffic pattern was empty; and no incoming airplanes had called on the CTAF that they were inbound.  My student performed a touch-and-go on runway 20 and we were on the departure leg for runway 20 when we heard the following.  [Question was asked by another GA pilot in regard to the Clearance Delivery frequency. One aircraft announced his position in the pattern and one aircraft announced that he was performing a back taxi on the runway for departure.] A minute or so later; the Cessna back taxiing for departure on runway 20 reaches the departure end of runway 20 and turns around preparing to depart.  My student turned about a 1.5 mile final for runway 20.  About 30 seconds later we hear: '[Aircraft] on departure!'I look up and found an aircraft flying approximately 300 feet above the Cessna 172 at the approach end of runway 20; heading opposite our direction and offset slightly to our left.  He had taken off on runway 2 despite knowing there was one airplane still on the runway; departing from the opposite end; and another (us) on final approach for the opposite runway 20.My student and I veered right and initiated a go around and passed abeam the Mooney by approximately 500 feet at the closest point.I called on the radio:'[Aircraft make-model]; are you still on the John Tune frequency?'I received no reply.At that point; my student and I offset from the runway and allowed the other Cessna to depart; then we initiated a normal right pattern and full-stop landing on runway 20.The aircraft in question; endangered the lives of at least 5 people (including his own) in a reckless and intentional manner.  He was clearly aware there were two conflicting airplanes on or near runway 20; and he chose to depart runway 2 opposite that traffic even while one of the airplanes was still sitting on the opposite end of the runway.  Further; there is a substantial terrain rise in the middle of the runway preventing an airplane at runway 2 from seeing the end of runway 20.  Thus; there is no way he could know that the Cessna had not yet begun its takeoff roll.  The only safety lesson I can draw from this is to never assume that your fellow pilots are merely ignorant; rather adopt the defensive assumption that they are actively trying to kill you.  Luck was the only factor preventing an otherwise easily-avoided tragedy brought on by one pilot's impatience.
Reporter indicated that this is a very busy non-towered airport and he feels that it should have a Tower.  He described several other ground conflicts as well as near-mid-air collisions while operating in the traffic pattern.  He added that the taxiway has recently reopened which may reduce the ground conflicts; but he hopes that a Tower will be considered.
John C. Tune Airport (JWN) has recently undergone extensive airport; runway; and taxiway reconstruction and has just recently reopened. It currently has several operational restrictions. Taxiway A1 at the south end of the airport is the only open taxiway. This only allows immediate access to runway 2 for departure. The only way to depart runway 20 is to taxi north up the full length of the runway and turn around on the runway. As the applicant prepared to announce that we would be taking the runway for back-taxi and departure on runway 20; a [pilot] asked local traffic if the remote clearance delivery frequency 124.55 was working; since he could not receive his IFR clearance. The flight instructor in the Cessna 172 operating in the traffic pattern for runway 20; explained that the clearance delivery frequency was not working at that time; and that this is explained in current airport NOTAMs. The 172 continued to report each leg in the traffic pattern. Per recommended protocol; my student applicant made all necessary radio calls to notify other local traffic that we were 'back-taxiing' down the full length of the runway for departure on runway 20. This call was acknowledged by the flight instructor in 172; who was then on right base leg for runway 20. We then heard the [GA pilot] call that he was taxiing to the runway. We subsequently heard him call that he would hold short of the runway. We assumed that he was waiting for us and the 172 to vacate before taking the runway for back-taxi and departure on 20 himself. The applicant and I continued our taxi down the runway. As we turned around; we saw the [other aircraft] on departure from runway 2; right above our position on the runway; not more than 100 feet AGL. I called to the 172 that the [other aircraft] had actually taken off and was heading toward him. The 172; on final at that point; called that he was going around. When challenged on the radio; the [departing] pilot made no response.
Pilots in two different aircraft reported an unsafe departure by a third aircraft from; JWN; a very busy non-towered airport.