Most are familiar with the FedEx / SWA near miss. Here's another one with fast movers.

Sounds like a controller needs education on how Navy guys operate and terminology used

Good point. We get a lot of Navy traffic in Amarillo, as well as T-38s and T-6s from Wichita Falls, Enid, and Del Rio. C-17s from Altus, Doomsday planes from Tinker.

We have a huge, 2 and a half mile runway, and the areas are around the airport are open country, industrial, or sparsely settled. We're also not far off a direct line between San Diego and East Coast Naval Air Stations.

I think our controllers are more used to military traffic, and our civilian and airline traffic is maybe a 10th of what you'd see in Austin.

CanyonAg77 said:

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Good point. We get a lot of Navy traffic in Amarillo, as well as T-38s and T-6s from Wichita Falls, Enid, and Del Rio. C-17s from Altus, Doomsday planes from Tinker.

We have a huge, 2 and a half mile runway, and the areas are around the airport are open country, industrial, or sparsely settled. We're also not far off a direct line between San Diego and East Coast Naval Air Stations.

I think our controllers are more used to military traffic, and our civilian and airline traffic is maybe a 10th of what you'd see in Austin.

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The C-17s at least have agreed upon procedures with KAMA

The approach controller told the F-18s they would be following the Citation. I'm not sure why they thought unrestricted altitude and break meant that was no longer the case and they could overtake the plane on final. Also hard to believe they stayed under the Class C speed limit of 200 knots with the rate they closed on the Citation. I've been given landing clearances when I'm not number 1 to land and I never understood that to mean that I could pass landing traffic in front of me. I would place 99% blame on the naval aviator flying lead.

Bergstrom is probably my favorite busy airport to go in and out of because the controllers are so efficient at getting traffic in and out. The only time I've had to wait for a takeoff is when they're departing north and there is a line at 36R. Most of the time they are landing/departing south and I can take an intersection departure at J on 18L and skip the line at the end of 18L. You just have to be ready to go and ask for an intersection J departure when you taxi out of the FBO.

You're not going to find a fast mover following airspeed restrictions. They're going to be flying performance limited speeds above that.

I typically don't in my heavy airframe unless I'm super light weight

They can't keep it under 200 knots on a 4 mile final, or they just won't because they don't have to?

Do Navy pilots do a straight in final?

I thought the only thing they did was a break and curving approach

CanyonAg77 said:

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Do Navy pilots do a straight in final?

I thought the only thing they did was a break and curving approach

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I don't know. I've never been a Navy pilot (they prefer to be called aviators). My guess is they fly an overhead break and a curve from downwind to final (no straight base leg) and a straight-in final.

Hornet pilot gives his thoughts.

TLDW: F18s f'ed up and were basically buzzing an unknowing civilian craft in the air.

The ghost of Mike Carpenter will be making a visit soon.

bqce said:

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The ghost of Mike Carpenter will be making a visit soon.

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100% respect for Mr. Carpenter, sir.

I think he could take a joke.

Great guy. I was just thinking of him and Rick Price the other day.

I agree, and I'd add that I don't agree with the videos assessment the Citation pilot was being a db for saying he'd be filing the safety report. As many problems as Austin has had in the last few years with traffic conflicts, I'm sure the pilot is wound tight coming in, half expecting the tower to screw something up. Considering that's all he had to say, he has a cooler head than me.

Yeah I'm unsure of the FAAs reporting avenues, but that would definitely be worth a HATR from me ( Hazardous Air Traffic Report) that the USAF routes through its own channels and the FAA