Narrative:

Aircraft X (student at the controls) performed a practice approach at avq airport (RNAV 12 approach). Airport was very busy. On first attempt to land; a falcon business jet was filling CTAF frequency with unnecessary chatter with the avq FBO regarding passenger rental cars; causing inability for aircraft in the airport vicinity to make traffic calls.while inbound from the FAF; a civil air patrol (cap) cessna turned base-to-final in front of us. I visually acquired the cap cessna in front of us and determined us to have adequate spacing. As we joined an approximately 3 mile final; the falcon jet made an 'on final for 12' radio call. I then visually acquired the falcon jet; which was in an unsafe position (approximately 4 o'clock; same altitude; 1 mile; much faster than us) causing a potential traffic conflict with our aircraft. I immediately discontinued the approach and vectored my student away from the airport in a climb.there were several other training aircraft on the RNAV 12 approach behind us at the time. After several minutes; I determined the conflicting traffic had landed and re-joined the RNAV 12 approach prior to the FAF (behind the other inbound aircraft). While on final I heard a cessna citation call that he was 30 miles out; intending to cross the airport midfield for left traffic runway 12. Being aware of the citation; and the still busy traffic pattern at avq; after performing a touch-and-go at avq; I instructed my student to extend upwind; and continue a climb to stay well-clear of the traffic in and entering the pattern.excessive radio chatter continued at avq; hindering aircraft position reports (we made multiple radio calls during lulls). With no tis (traffic information service) active and no ads-B installed in the aircraft; my student and I continually scanned visually for traffic. At approximately 3000 feet; we turned crosswind and then began a downwind turn when tis became active. As soon as tis became active; I observed a target moving very quickly; indicating +300 feet and less than 1.5 miles; descending. The target was at our approximately 9 o'clock. As we were in a left turn; the wing was hindering our view. I took the flight controls; raised the left wing and instructed my student to help me look for the conflicting traffic.after lifting the wing; I observed the citation jet at approximately 500 feet +/- to our left; same altitude and closing quickly. The citation jet was in a left bank and it did not appear that they ever saw us. I immediately pitched for vx and attempted to out-climb the citation. Descending nor turning was [not] an option as the citation had appeared to be in a descent; and its wide left turn was in direct conflict with us turning either direction. The citation jet passed; I would estimate; 100-200 feet directly below us. There was no radio communication between us and the citation jet due to lack of free space on frequency. As our conflict resolved; I heard other conflicts on the CTAF between other aircraft.

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Original NASA ASRS Text

Title: C172 flight instructor reported several conflicts including a near miss with a Citation jet while maneuvering in AVQ traffic pattern.

Narrative: Aircraft X (student at the controls) performed a practice approach at AVQ airport (RNAV 12 Approach). Airport was very busy. On first attempt to land; a Falcon business jet was filling CTAF frequency with unnecessary chatter with the AVQ FBO regarding passenger rental cars; causing inability for aircraft in the airport vicinity to make traffic calls.While inbound from the FAF; a Civil Air Patrol (CAP) Cessna turned base-to-final in front of us. I visually acquired the CAP Cessna in front of us and determined us to have adequate spacing. As we joined an approximately 3 mile final; the Falcon jet made an 'On final for 12' radio call. I then visually acquired the Falcon jet; which was in an unsafe position (approximately 4 o'clock; same altitude; 1 mile; much faster than us) causing a potential traffic conflict with our aircraft. I immediately discontinued the approach and vectored my student away from the airport in a climb.There were several other training aircraft on the RNAV 12 Approach behind us at the time. After several minutes; I determined the conflicting traffic had landed and re-joined the RNAV 12 Approach prior to the FAF (behind the other inbound aircraft). While on final I heard a Cessna Citation call that he was 30 miles out; intending to cross the airport midfield for left traffic Runway 12. Being aware of the Citation; and the still busy traffic pattern at AVQ; after performing a touch-and-go at AVQ; I instructed my student to extend upwind; and continue a climb to stay well-clear of the traffic in and entering the pattern.Excessive radio chatter continued at AVQ; hindering aircraft position reports (we made multiple radio calls during lulls). With no TIS (Traffic Information Service) active and no ADS-B installed in the aircraft; my student and I continually scanned visually for traffic. At approximately 3000 feet; we turned crosswind and then began a downwind turn when TIS became active. As soon as TIS became active; I observed a target moving very quickly; indicating +300 feet and less than 1.5 miles; descending. The target was at our approximately 9 o'clock. As we were in a left turn; the wing was hindering our view. I took the flight controls; raised the left wing and instructed my student to help me look for the conflicting traffic.After lifting the wing; I observed the Citation jet at approximately 500 feet +/- to our left; same altitude and closing quickly. The Citation jet was in a left bank and it did not appear that they ever saw us. I immediately pitched for Vx and attempted to out-climb the Citation. Descending nor turning was [not] an option as the Citation had appeared to be in a descent; and its wide left turn was in direct conflict with us turning either direction. The Citation jet passed; I would estimate; 100-200 feet directly below us. There was no radio communication between us and the Citation jet due to lack of free space on frequency. As our conflict resolved; I heard other conflicts on the CTAF between other aircraft.

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.