Narrative:

I was flying to unu. About five miles out; I checked the AWOS and made a position report over the CTAF. Dodge county unicom responded telling me the winds and the altimeter setting. Shortly after; an airplane announced they were departing on runway 20. I decided to also use 20 and entered on the downwind; making a position report on the CTAF as I did. I decided to go-around because I was too high on final. I called out my go-around on the CTAF. As I was going around I saw the wind sock and noticed it was pointing in the opposite direction; more in line with runway 02.instead of turning crosswind for runway 20 and going around the pattern; I continued to climb for a straight departure. Not hearing anyone else on the CTAF I turned around to do a straight in for runway 02. I announced my position on 2 mile final for runway 02. I continued in on final and when I rounded out; my eyes went to the end of the runway during the flare. That's when I saw a plane taking off from the other end of the runway. He lifted off and turned hard right immediately. We avoided each other by several hundred feet. I turned off on the first available taxiway. I never heard him call out that he was departing. As soon as I was on the taxiway I called up the unicom asking for a radio check; no one answered me. Immediately after; aircraft Y called the unicom asking for a radio check. They answered that they heard him loud and clear. Aircraft Y then called on the CTAF asking me; do you copy. I responded that I copied; but he didn't say anything else so I don't know if he heard me. I called the unicom two more times asking for a radio check. It wasn't until the last time that they responded saying they heard me and [another aircraft] also responded saying they heard me. I then asked if they heard me the whole time. They responded saying they heard me on the go-around.I don't know [if] something went wrong with my radio or my push to talk button. The lack of response from the unicom on my first radio check requests and the [other aircraft] saying he heard my go-around call out but not my 2 mile final call out seems to me like there was some equipment issue. I don't know if aircraft Y did or did not make a departure call. His calling for a radio check to the unicom would seem to suggest he did.the incident has led me to institute several changes to procedures and checklists. My CFI told me it doesn't matter where you enter the traffic pattern as long as you announce your position; and I hear airplanes doing straight in approaches at my home airport on a regular basis. In the future; however; I will not be doing straight in approaches unless needed. I will always be entering the pattern on the downwind to ensure I can check for traffic on the ground. I will add checking the opposite end of the runway for departing traffic while on final; so that I can execute a go-around and side step the runway to the right if such a conflict occurs. I am vigilant about checking for traffic on base and final on the departure end of the runway before I taxi out onto a runway for departure. I will add checking base and final for the opposite end of the runway when departing.

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Original NASA ASRS Text

Title: C152 student pilot reported an NMAC with opposite direction traffic on short approach at UNU airport.

Narrative: I was flying to UNU. About five miles out; I checked the AWOS and made a position report over the CTAF. Dodge County UNICOM responded telling me the winds and the altimeter setting. Shortly after; an airplane announced they were departing on Runway 20. I decided to also use 20 and entered on the downwind; making a position report on the CTAF as I did. I decided to go-around because I was too high on final. I called out my go-around on the CTAF. As I was going around I saw the wind sock and noticed it was pointing in the opposite direction; more in line with Runway 02.Instead of turning crosswind for Runway 20 and going around the pattern; I continued to climb for a straight departure. Not hearing anyone else on the CTAF I turned around to do a straight in for Runway 02. I announced my position on 2 mile final for Runway 02. I continued in on final and when I rounded out; my eyes went to the end of the runway during the flare. That's when I saw a plane taking off from the other end of the runway. He lifted off and turned hard right immediately. We avoided each other by several hundred feet. I turned off on the first available taxiway. I never heard him call out that he was departing. As soon as I was on the taxiway I called up the UNICOM asking for a radio check; no one answered me. Immediately after; Aircraft Y called the UNICOM asking for a radio check. They answered that they heard him loud and clear. Aircraft Y then called on the CTAF asking me; do you copy. I responded that I copied; but he didn't say anything else so I don't know if he heard me. I called the UNICOM two more times asking for a radio check. It wasn't until the last time that they responded saying they heard me and [another aircraft] also responded saying they heard me. I then asked if they heard me the whole time. They responded saying they heard me on the go-around.I don't know [if] something went wrong with my radio or my push to talk button. The lack of response from the UNICOM on my first radio check requests and the [other aircraft] saying he heard my go-around call out but not my 2 mile final call out seems to me like there was some equipment issue. I don't know if Aircraft Y did or did not make a departure call. His calling for a radio check to the UNICOM would seem to suggest he did.The incident has led me to institute several changes to procedures and checklists. My CFI told me it doesn't matter where you enter the traffic pattern as long as you announce your position; and I hear airplanes doing straight in approaches at my home airport on a regular basis. In the future; however; I will not be doing straight in approaches unless needed. I will always be entering the pattern on the downwind to ensure I can check for traffic on the ground. I will add checking the opposite end of the runway for departing traffic while on final; so that I can execute a go-around and side step the runway to the right if such a conflict occurs. I am vigilant about checking for traffic on base and final on the departure end of the runway before I taxi out onto a runway for departure. I will add checking base and final for the opposite end of the runway when departing.

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.