AIR TAXI C207 MAKES INTXN DEP AT NON TWR ARPT AFTER SIGHTING ACFT INITIALLY JUDGED TO BE ON A 3-4 MI FINAL. FSS RPTED THE JET ON A HALF MI FINAL.

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AFTER COMPLETING ENG RUN-UP AND BEFORE TKOF CHKLISTS; I CALLED FOR TA'S WHILE HOLDING SHORT OF TXWY C. FLT SVC CALLED THAT AN ACR JET HAD RPTED A 5 MI FINAL FOR RWY 24. I OBSERVED FINAL APCH AND DETERMINED THE JET TO BE ON A 3-4 MI FINAL. I DISTINCTLY REMEMBER THINKING HOW THE JET LOOKED LIKE A FLY SPECK; WITH A PINPOINT OF LNDG LIGHTS. MUCH LIKE A SMALL SINGLE ENG ACFT ON A MI FINAL. DURING ALL THIS TIME THE JET DID NOT UPDATE ITS POS RPTS ON FINAL. I KNEW I HAD MORE THAN ENOUGH ROOM FOR TKOF; AND ANNOUNCED IMMEDIATE TKOF. AFTER LIFTING OFF FSS CALLED THE JET ON A HALF MI FINAL. THIS SURPRISING REVELATION CAUSED ME TO IMMEDIATELY TURN L AND CALL CLR OF THE RWY. AFTER CLBING TO 500 FT AGL AND GAINING OVER .5 NM LATERAL DISTANCE FROM THE RWY; I LOOKED BACK AND SAW THE JET FLARING FOR LNDG IN THE FIRST WHITE PAINTED PORTION OF RWY 24. MY FIRST THOUGHT WAS THAT I HAD TAKEN OFF WITH AMPLE ROOM AND TIME; SO WHY ALL OF THE FUSS! MY INSTINCT TO REACT INSTANTLY; WITHOUT HESITATION AVERTED ANY POTENTIAL HAZARD TO EITHER ACFT. AT NO TIME DID THE ACFT COME CLOSER THAN 2 NM; WHILE ON THE RWY; AND I WAS WELL CLR BY THE TIME THE JET LANDED. FLT SVC IS NOT A SUBSTITUTE FOR A CTL TWR! CALLING A 5 MI FINAL AND THEN A 1/4 MI FINAL IS NOT TIMELY NOR SUFFICIENT. THIS IS UNCTLED AIRSPACE AND THE POS RPTS MUST BE CONSTANTLY UPDATED. BESIDES IF IT WAS SO CLOSE; WHY DIDN'T THE JET ABORT THE LNDG AND INITIATE AN IMMEDIATE GAR! THERE WAS NO ACCIDENT NOR MISHAP. THERE WAS PLENTY OF ROOM. THE TUNDRA GIVES THE ILLUSION OF BEING CLOSER THAN YOU REALLY ARE. IF THEY WANT TO CRY FOUL ON ME; WHILE THE BALL BOUNCES OFF THEM GOING OUT-OF-BOUNDS; FINE; I DON'T NEED THE BLOODY AGGRAVATION! NEXT TIME THEY CALL A 10 MI FINAL; I'LL JUST SIT IT OUT. MY MIND IS CLR.