Narrative:

I had departed pwk for a short flight to ZZZ. I departed runway 30 at pwk and was instructed; about one minute after departure; to continue on a 270 heading for one more mile before proceeding on course direct ZZZ. I maintained 2000 feet to remain well clear of the 2500 feet class B shelf west of pwk. I turned north towards ZZZ about one minute later. At that time I began to climb to 2500 feet to keep a 500 feet buffer to the 3000 feet class B shelf and increase my altitude above ground for the short flight. Once I was 2 miles outside the pwk class D I decided to switch frequencies and pick up ATIS at ZZZ to prepare for my approach; as this was the first time I was making a solo VFR flight to ZZZ and wanted to stay well ahead of the airplane. I received ATIS and wrote down the information. When I first tuned the ATIS frequency it was half way through a transmission so I had to listen to it 1.5 times; which I would estimate equated to one to one and a half minutes. When I was done listening I did a scan for traffic and saw the executive jet in a climb about 400 feet in front of me and 200 feet above me. I think the causes of the loss of separation were: - I was level at 2000 feet for about a minute and a half; so even if approach control had given the traffic advisory to the executive jet; they probably assumed I would stay at 2000 feet and not climb to 2500 feet; therefore not recommending any deviation to the executive jet. When I switched back to pwk to report the incident to the tower; the executive jet sounded like it was in the middle of handoff from approach to tower; which added to the lack of communication. Approach; if they had given the advisory; probably said the traffic would pass 500 feet below them when I was in fact climbing. It should be noted that the executive jet was not on final approach to 16 yet and I was not in the final approach path for 16. - I decided to pick up ATIS at ZZZ too early and in a busy terminal environment; when I should have stayed with pwk tower in the interest of receiving traffic advisories. - I was focused on other traffic to my right as I was picking up ATIS and was not as focused on scanning for traffic to my left; which may have allowed me to spot the jet earlier; although the velocity at which it was traveling would make it difficult to spot.

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Original NASA ASRS Text

Title: PA28 pilot reported an NMAC with a business jet in the vicinity of PWK.

Narrative: I had departed PWK for a short flight to ZZZ. I departed runway 30 at PWK and was instructed; about one minute after departure; to continue on a 270 heading for one more mile before proceeding on course direct ZZZ. I maintained 2000 feet to remain well clear of the 2500 feet Class B shelf west of PWK. I turned north towards ZZZ about one minute later. At that time I began to climb to 2500 feet to keep a 500 feet buffer to the 3000 feet Class B shelf and increase my altitude above ground for the short flight. Once I was 2 miles outside the PWK Class D I decided to switch frequencies and pick up ATIS at ZZZ to prepare for my approach; as this was the first time I was making a solo VFR flight to ZZZ and wanted to stay well ahead of the airplane. I received ATIS and wrote down the information. When I first tuned the ATIS frequency it was half way through a transmission so I had to listen to it 1.5 times; which I would estimate equated to one to one and a half minutes. When I was done listening I did a scan for traffic and saw the executive jet in a climb about 400 feet in front of me and 200 feet above me. I think the causes of the loss of separation were: - I was level at 2000 feet for about a minute and a half; so even if approach control had given the traffic advisory to the executive jet; they probably assumed I would stay at 2000 feet and not climb to 2500 feet; therefore not recommending any deviation to the executive jet. When I switched back to PWK to report the incident to the tower; the executive jet sounded like it was in the middle of handoff from approach to tower; which added to the lack of communication. Approach; if they had given the advisory; probably said the traffic would pass 500 feet below them when I was in fact climbing. It should be noted that the executive jet was not on final approach to 16 yet and I was not in the final approach path for 16. - I decided to pick up ATIS at ZZZ too early and in a busy terminal environment; when I should have stayed with PWK tower in the interest of receiving traffic advisories. - I was focused on other traffic to my right as I was picking up ATIS and was not as focused on scanning for traffic to my left; which may have allowed me to spot the jet earlier; although the velocity at which it was traveling would make it difficult to spot.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.