Delta pilot makes ‘aggressive maneuver’ to avoid mid-air collision with B-52 bomber

Ellsworth approach is what covers KRAP. Hmmn.....Corporal, let's review procedure here.....
 
kayoh190 said:
Right, but I was responding to a post about reporting, not aggressiveness.
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Sorry, I wasn't clear. I was referring to what an RA requires, not the need to file a report. A TCAS alert shouldn't require an aggressive maneuver, and there is usually some lead time before the RA goes off as well. And if I recall correctly, TCAS does not call for a turn but is based on vertical separation only.
 
brcase said:
Exactly, was repositioning and airplane with another glider pilot and ATC advised Traffic 12:00, 500 feet above us opposite direction. As the Traffic passed over, the other aircraft came on the air and said "that was close." My friend and I looked each other like, if he only knew we frequently thermal together in the gliders. AKA Slow Flight, Steep Turns, in loose formation with with each other. Ideal position is positioned 180 degrees across from the other glider so we can both see each other.

Brian
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Difference in speed and performance have a large factor on perception, along with location.
When I had the Aerostar I would climb at 2000 fpm, and above ten K I often was cruising at 260 KTAS. When "slow" I was down to 130 KIAS.
In the Cirrus, I would cruise at 10K around 160 KTAS, when slow I was down to 75 KIAS.

The Aerostar was close to twice the size/weight of the Cirrus, with the much faster speeds involved, what I considered close was extremely different in those two planes.

Tim
 
Seems like a whole lot of nothing…last two go rounds I have experienced as a passenger, both at PDX on United, one the Captain came on and apologized for Spirit not clearing the runway and the second, no explanation. I doubt that most of the passengers had any clue it happened…
 
tspear said:
Difference in speed and performance have a large factor on perception, along with location.
…
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And size. When we parked the E-3 at Tyndall or Langley, it was easy to identify the fat kid. When we went to Dover and parked next to the C-17s, we were the tiny one.

Kelly Field hosts C-5s and is 6NM west of Stinson. A C-5 on downwind there still fills the windscreen.
 
Not expecting a b-52 and then surprise! I’d probably overreact thinking ww3 started or something
 
A segue for a bit of humor which I probably posted before. First round robin escapade for a bunch of us T-38 studs at Moody AFB circa 68. We had never been out of the training area but this lesson was to have us drive from VOR to VOR at the flight levels with Atlanta Center. Fuzzy 12 to Center: "Center I just had a 747 go over the top of me." Center: Fuzzy 12 that was 2000 feet above you". Fuzzy 12: "Don't you think that was pretty close?" Come to remember, I think all solo callsigns back then were neutering, Fuzzy, Sluggo etc.
 
Warlock said:
I doubt that most of the passengers had any clue it happened…
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Trust me....we notice a go-around.
As long as nothing bad happens, or we don't miss a tight connection because of it (passenger behind me complaining out loud), we generally don't say anything.
 
Maybe when the Delta pilot was a kid he had a paper route just outside Khe Sanh?

Too soon?
 
The Air Force said the B-52 crew contacted RAPCON at about 7:10 pm to get ready for the flyover and remained in contact as the plane flew to a holding point 12 miles east of the fairgrounds.

During that holding period, the Air Force said, the B-52 crew told both RAPCON and the airport’s air traffic control tower about their flyover plans. The Air Force said that at 7:40, the B-52 crew told the base’s RAPCON that it was heading towards the fairgrounds, roughly two miles southeast of the Minot airport.
Three minutes later, RAPCON told the B-52 crew to contact the air traffic control tower, which the crew did, the Air Force said. The tower instructed the B-52 to keep flying two miles westbound after the flyover was done, the Air Force said, but air traffic controllers did not tell the B-52 a passenger jet was inbound.

https://www.defensenews.com/air/202...wasnt-told-of-passenger-jet-before-near-miss/ Air Force says B-52 crew wasn’t told of passenger jet before near-miss
 
Let’s assume that neither plane was told of the other. Both were in two-way radio contact with the tower while in the Class D airspace. Both were in VMC and thus subject to visual flight rules (while the regional jet was almost certainly also subject to instrument flight rules). The regional jet saw the B-52 and maneuvered to avoid it. Other than passengers not understanding anything and news media selling sensationalized fear, is there anything actually wrong with this scenario or outcome?
 
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iamtheari said:
Other than passengers not understanding anything and news media selling sensationalized fear, is there anything actually wrong with this scenario or outcome?
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The regional jet pilot (though ignorance or whatever reason) running his mouth and stirring the pot when he had nothing worthwhile to contribute?
 
iamtheari said:
Let’s assume that neither plane was told of the other. Both were in two-way radio contact with the tower while in the Class D airspace. Both were in VMC and this subject to visual flight rules (while the regional jet was almost certainly also subject to instrument flight rules). The regional jet saw the B-52 and maneuvered to avoid it. Other than passengers not understanding anything and news media selling sensationalized fear, is there anything actually wrong with this scenario or outcome?
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A lot of pilots think that Class D provides separation and positive control, and they get complacent. I'm glad nothing bad happened here, but I've been told by regional pilots (and others) that they can't be bothered to look outside the cockpit for traffic in the terminal environment.
 
billsgs126 said:
The regional jet pilot (though ignorance or whatever reason) running his mouth and stirring the pot when he had nothing worthwhile to contribute?
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The way some pilots talk on the PA makes me cringe and this is just an unusually severe example. Do they really think passengers know what "broken at 4,000" is supposed to mean?
 
For your entertainment:


My takeaway is that I don’t know what “sideways,” “blame,” or about a dozen other words mean.
 
iamtheari said:
Let’s assume that neither plane was told of the other. Both were in two-way radio contact with the tower while in the Class D airspace. Both were in VMC and thus subject to visual flight rules (while the regional jet was almost certainly also subject to instrument flight rules). The regional jet saw the B-52 and maneuvered to avoid it. Other than passengers not understanding anything and news media selling sensationalized fear, is there anything actually wrong with this scenario or outcome?
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Let's assume that but both planes heard all ATC transmissions. From my post elsewhere: My memory is hazy. Tower and approach were on UHF for Buff and VHF for Delta. Delta and Buff wouldn't hear each other. Do ATC transmissions go out on both bands where both actors would hear what each other was hearing?
Answer was "typically" so you wouldn't talk over ATC when he was talking on the other band. Do we have a lack of situational awareness or the transmissions to the Buff did not make clear where he was to Delta?
 
Good job by ABC. They found a retired USMC colonel to make an OMFG statement, without him or ABC mentioning why he was qualified to sound scary on camera.

And kudos to the SkyWest pilot for being sharp enough to spot a lumbering BUFF trailing smoke from eight TF33s.
 
3393RP said:
Good job by ABC. They found a retired USMC colonel to make an OMFG statement, without him or ABC mentioning why he was qualified to sound scary on camera.

And kudos to the SkyWest pilot for being sharp enough to spot a lumbering BUFF trailing smoke from eight TF33s.
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And showing film that never has the B52 and the Delta flight in the same frame.
And showing a picture of a mainline plane (not sure of the maker/model) while talking about a commuter jet
Picking the least credible passenger to talk about "staring at the ground" a 90 degree bank.
 
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