Narrative:

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.

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Original NASA ASRS Text

Title: Pilots in two different aircraft reported an unsafe departure by a third aircraft from; JWN; a very busy non-towered airport.

Narrative: 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.

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.