Larry, the idea of a MAP or Missed Abort Procedure (or what ever) does not
make sense.
I have flown as instructor and evaluator on many MTRs and have had to abort
more than a few, either for hazardous weather (TRW) or an aircraft system
problem. There is already a standard procedure used to abort a low level
run. (climb, avoid weather if possible, call ATC) In the instance you
describe (I believe it was the F-16s in Florida) it would have made no
difference on the abort procedure, the abort procedure would be predicated
on knowing where you are to begin with. And in this instance the F-16s did
not know where they were, so they would not know to avoid certain airspace
if they did not already know they were close to it.

Remember, when I aborted low level, it was pitch to 30degrees nose high,
starting at 540KTAS and going to full AB, we would punch above 10K MSL in a
heart beat and have to push over to remain below Class A while we tried to
get ARTCC to answer up. If we hit VMC on the way up we tried to maintain VMC
until back with ATC. Some times we had to climb higher because ATC had poor
coverage in our area. (Out West) An abort out of low level was an emergency
procedure. Remember, I flew MTR (IR routes) in actual IMC and with TF
engaged. No, my radar was not good at picking out LBFs from the ground
clutter.

How to avoid slow moving LBFs? Before we go "Flame on", I fly LBFs and
Gliders. Primary method is the Mk-1 CEB (Mark-1 Calibrated EyeBall). Ask the
LBFs to stay away from MTRs, or know the altitudes of the MTR (yes there is
a "top" to it, if you need to cross it), cross at 90 degrees and know from
which way the fast mover is coming and keep your eyes out. Normal low level
routes are 500-1000ft AGL, fly higher than that. The MTRs are charted, but
altitudes are not provided. Min and Max altitudes are found in FLIP General
Planning AP/1B. I will also agree that the LBF in this instance was "away"
from the MTR and the F-16s were not where they should have been.

I've had a Cessna cross under me in the Nebraska cornfields, he must have
known we fly that area at 500AGL, he was below that, or he was just lucky.
We've gotten NOTAMs for crop dusters in the known MTRs asking us to bump the
min altitude up from 400ft to 1000ft AGL in their areas during dusting
season. No problem, happy to oblige.

TCAS was not available then, it was not even a consideration, now only the
"military cargo" aircraft have TCAS capability, but it is spreading to more
cockpits.,It is a "space" issue on the panel and software revision issue in
most installations. TCAS "may" have helped in your F-16 scenario, but one
can never be sure. Most fighter/bomber aircraft did not have TCAS. I've been
retired a few years, so they may have something now.

What can be said, accidents happen, we train every day to mitigate and
reduce the risk. If you stop to consider the number of military aircraft
flying low level in MTRs in the US every day, we have an excellent safety
record. Granted one "ah sh%^" can ruin the whole day.

As a warfighter, I'd rather be learning how to fly low fast and tactical in
"friendly airspace" then doing it for the first time in combat. That's why
we have big airspace areas out west, Red Flags in a MOA. But not everyone
can get out west on a regular basis for training, and still keep the fighter
coverage on the east coast for that next Terrorist event.

You would be surprised at the number of civil aircraft that will cross a MOA
without talking to anyone, and you've got a 100 aircraft combat practice
going on, and the safety officer calls "knock it off" when the LBF
penetrates the MOA and goes blindly across at 120knts. Meanwhile 100
aircraft spin to safety zones waiting for the LBF to clear.

Yes, MOAs are "joint use", but at least call up the controlling agency and
find out if its HOT!!
BT (stepping down from soap box)
"Larry Dighera" wrote in message
...
On Wed, 3 Jan 2007 16:51:11 -0800, "BT" wrote
in :

I routinely flew in MTRs at 540KTAS or greater, (but not over .95M),
540knts was the "programmed training speed" for the B-1, program speed for
the B-52 was 340KTAS.

Many thanks for your input. At last, someone who has firsthand MTR
experience.

What would you suggest to keep the fast-movers from splattering the
low-level civil flyers?

Do any of the suggestions I proposed in this message thread make any
sense to you?