Narrative:

Metar & ATIS reporting winds calm and calm wind runway 17. In accordance with sfra (special flight rules area) flight plan that I filed; I was conducting left close pattern work departing and landing on runway 17. As part of my startup check; I confirmed by radio check that I was operating on jyo CTAF; 122.975; and during my pattern work; I heard and communicated with other aircraft departing jyo. My initial departure was approximately xa:14 local and multiple aircraft departed runway 17 immediately before and after I began my pattern work.at approximately xa:45 local I was in my fourth approach for landing; having reported on CTAF that I was on left downwind and then left base for runway 17; when [a business jet] announced departure from runway 35. I immediately announced that I was turning final for right/west 17. At the beginning of my left turn to final at approximately 800 ft MSL; I saw the [business jet] accelerating on runway 35 and lift off the ground.I took immediate evasive action by turning further left and inside the departing [business jet]; judging that a right hand turn would put me closer to the departing aircraft and blind to his location. After the [business jet] passed; I crossed the runway at 800 ft and announced entering left upwind for runway 17. I attempted a single communication with the departing [business jet] pilot; but did not call his tail number; and I do not know if he heard any CTAF calls during his departure. Hearing no other aircraft in the pattern at that point; I climbed to pattern altitude and completed that and three additional landings.after landing and tie down; I had the flight line refueler from [the FBO] and others in the flight office report having witnessed or heard the incident.I do not know whether the [business jet] pilot failed to sufficiently monitor the ATIS and CTAF frequency to understand that runway 17 was the active runway; or whether he judged that he could make the more convenient northern departure before I began my final approach. In either event; he created a dangerous near miss.

Related reports:

Google
 

Original NASA ASRS Text

Title: GA pilot reported a near miss with a departing aircraft at a non-towered airport.

Narrative: METAR & ATIS reporting winds calm and calm wind Runway 17. In accordance with SFRA (Special Flight Rules Area) Flight Plan that I filed; I was conducting left close pattern work departing and landing on Runway 17. As part of my startup check; I confirmed by radio check that I was operating on JYO CTAF; 122.975; and during my pattern work; I heard and communicated with other aircraft departing JYO. My initial departure was approximately XA:14 local and multiple aircraft departed Runway 17 immediately before and after I began my pattern work.At approximately XA:45 local I was in my fourth approach for landing; having reported on CTAF that I was on left downwind and then left base for Runway 17; when [a business jet] announced departure from Runway 35. I immediately announced that I was turning final for R/W 17. At the beginning of my left turn to final at approximately 800 ft MSL; I saw the [business jet] accelerating on Runway 35 and lift off the ground.I took immediate evasive action by turning further left and inside the departing [business jet]; judging that a right hand turn would put me closer to the departing aircraft and blind to his location. After the [business jet] passed; I crossed the runway at 800 ft and announced entering left upwind for Runway 17. I attempted a single communication with the departing [business jet] pilot; but did not call his tail number; and I do not know if he heard any CTAF calls during his departure. Hearing no other aircraft in the pattern at that point; I climbed to pattern altitude and completed that and three additional landings.After landing and tie down; I had the flight line refueler from [the FBO] and others in the flight office report having witnessed or heard the incident.I do not know whether the [business jet] pilot failed to sufficiently monitor the ATIS and CTAF frequency to understand that Runway 17 was the active runway; or whether he judged that he could make the more convenient northern departure before I began my final approach. In either event; he created a dangerous near miss.

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.