Lost comm -- what would you do?

In article t,
"Steven P. McNicoll" wrote:

"Michael" wrote in message
ups.com...

Nope, years prior. Can't find the cite anymore. Short version - Baron
on an IFR flight plan over the Gulf, due to crossed wires a fighter is
sent to take a look. Weather is cruddy, pilot botches the intercept
(realize that at 8000 ft, cruise speed for a Baron is just about the
same as stall speed for a fighter) and there's a midair. Fighter pilot
bails out successfully. Baron pilot and his pax go in.

At the time (this was over a decade ago) a huge stink was raised.
There was talk of a lawsuit, but it was squashed via sovereign
immunity. Supposedly, intercept procedures were changed. However, a
friend of mine was flying on a DVFR flight plan from over the Gulf in
his Twin Comanche and looked back, upon hearing a strange noise, to see
an F-16 hanging just off his wing, everything hanging out. Seconds
later, the pilot has do dive away to avoid a stall, coming within
several feet of my friend. So nothing has changed.


Is this it?



NTSB Identification: ATL83MA084B

Accident occurred Sunday, January 09, 1983 in CHERRY POINT, NC

Aircraft: McDonnell Douglas F4C, registration: AFNG
BEECH D55, registration: N7142N

Injuries: 7 Fatal, 2 Uninjured.

THE TWO ACFT COLLIDED AT ABOUT 9,500 FT MSL 30 MI SOUTH OF CHERRY POINT.
AFTER DEPARTING NASSAU, THE PLT OF THE BE-D55 NEVER ACTIVATED HIS FLT PLAN.
AN ADIZ PENETRATION TIME WAS THEREFORE NEVER ESTABLISHED. WHEN THE
UNIDENTIFIED ACFT ENTERED WARNING AREA W-122, THE USAF CONTACTED FAA ATC FOR
IDENTIFICATION INFO. SINCE FAA WAS NOT CONTROLLING ANY TRAFFIC IN THAT AREA
AN INTERCEPT ORDER WAS ISSUED. AT 1637 FAA GOT A POSITION REPORT FROM THE
BE-D55 & RELAYED IT TO MILITARY CONTROL. HOWEVER, THE TWO FIGHTER ACFT
CONTINUED TO CLOSE IN ON THE TARGET FOR RADAR CONTACT. THE LEAD ACFT WAS TO
CLOSE ABOUT 1,000 FT BELOW THE TARGET AT A PREPLANNED CLOSURE RATE OF 50 KTS
(ACTUAL RATE WAS 127 KTS). SECONDS BEFORE THE COLLISION, THE BE-D55 TURNED
LEFT AS REQUESTED BY FAA ATC THUS TURNING IT INTO THE PATH OF THE OVERTAKING
INTERCEPTOR WHICH ALSO HAD TURNED LEFT TO BREAK OFF THE INTERCEPT. THE
SAFETY BOARD DID NOT DETERMINE THE PROBABLE CAUSE OF THIS ACCIDENT, BUT
OFFERED STATEMENTS OF CAUSE.

What isn't said in this narrative is the reason the pilot was in this
predicament in the first place was that he was told to clear customs in
Florida. He didn't like that, so he decided in flight that he would
proceed to New Bern (?) or Wilmington (?) to clear customs because that
was the direction he originally wanted to go.

"john smith" wrote in message
...

What isn't said in this narrative is the reason the pilot was in this
predicament in the first place was that he was told to clear customs in
Florida. He didn't like that, so he decided in flight that he would
proceed to New Bern (?) or Wilmington (?) to clear customs because that
was the direction he originally wanted to go.


His destination was Norfolk. There are a few other things not said in this
narrative. The Baron pilot had six passengers in a six place aircraft, he
penetrated an ADIZ without a flight plan, and the intercept was conducted in
IMC.

http://www.airdisaster.com/reports/ntsb/AAR84-07.pdf