Practice interceptions of civil aircraft
Join Date: Apr 2003
Location: Bordeaux, France
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As Chopper2004 says, the French have several Armee de l'air Fennecs with machine guns and door sniper based in various locations specifically for intercepting GA types. My Aeroclub was invited to a familiarization day with the guys based in Bordeaux/Cazeaux a couple of years ago, and they often play in our local area. Aeroclub PPLs have on occasion been asked if we would mind being intercepted when out on a local jolly and once they are on your wingtip, have even been asked if we would mind manouvering away to try to outrun them etc.
Its all very well saying that a FJ can "burn" a light chopper or spam can, but how does the RAF go about intercepting someone in a PA28 flying at 100kts for a visual ID? What is the minimum speed you can manouver at in an F3 or EF to go alongside someone so the PPL doesnt **** themselves as you wizz past? Or would you use something like a Tucano? Does the RAF train for this even?
Regards, SD..
Its all very well saying that a FJ can "burn" a light chopper or spam can, but how does the RAF go about intercepting someone in a PA28 flying at 100kts for a visual ID? What is the minimum speed you can manouver at in an F3 or EF to go alongside someone so the PPL doesnt **** themselves as you wizz past? Or would you use something like a Tucano? Does the RAF train for this even?
Regards, SD..
Trains yes, and even puts it into practice occasionally...
Jet guides stricken plane to safety - Telegraph
Jet guides stricken plane to safety - Telegraph
Originally Posted by Pure Pursuit
We did intercept a few Virgin a/c after 9/11. It was sanctioned by Mr Branson & proved to be a good learning tool. Interestingly, the a/c intercepted had no passengers onboard & were being flow specifically for the training scenario.
It was quite funny watching the F3 do it's best to turn with a 747 at high altitude... Couldn't help but suspect that the Virgin crew knew exactly what they were doing. Probably ex Tonka drivers!!
It was quite funny watching the F3 do it's best to turn with a 747 at high altitude... Couldn't help but suspect that the Virgin crew knew exactly what they were doing. Probably ex Tonka drivers!!
Around that time there was one Virgin 747 driver who was ex-11 Sqn and followed that with a F-15 exch tour.
Join Date: Apr 2003
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Trains yes, and even puts it into practice occasionally...
Jet guides stricken plane to safety - Telegraph
Jet guides stricken plane to safety - Telegraph
I was more interested in what to expect should I ever be intercepted in Blighty myself.
Regards, SD..
Join Date: Dec 2004
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You could expect the standard ICAO intercept procedures.... think back to air law exam - Wing waggling etc. Albeit in a series a passes as they come past you. There would be a sharp break away after each pass so you knew not to follow. ie. First pass he wing waggles, you do the same (to show you're complying) he then breaks hard up and away and repositions behind. Second pass - alongside then gentle turn away which you follow, when he breaks away roll out and fly in a straight line. If he needs you to do more turn he'll come past again. You can get a FJ quite slow... think back to air shows and the slow passes. Although you can still accept a fair bit of overtake if you're doing 100kts. Hope that helps.
The Tucano incident was right place right time with the right experienced instructor on board. Not something that is trained for. We have QRA for that. + a Tucano can’t find you and intercept you IMC unlike QRA.
The Tucano incident was right place right time with the right experienced instructor on board. Not something that is trained for. We have QRA for that. + a Tucano can’t find you and intercept you IMC unlike QRA.
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Never did have to bring anyone out of the ADIZ. The German light aviation pilots would lose their ticket if they were intercepted heading East. The cost of the QRA lauch could be quite daunting.
Bringing an F4 alongside Cessna 150 doing 100 kts with everything dangling was also a challenge. The pictures tended to be a tad blurred. Even finding a 100 kt target on radar kept you on your toes. 200kts minimum even if you trimmed everything to minimums - and that was pushing it. Of course I meant 250 kts...................
Bringing an F4 alongside Cessna 150 doing 100 kts with everything dangling was also a challenge. The pictures tended to be a tad blurred. Even finding a 100 kt target on radar kept you on your toes. 200kts minimum even if you trimmed everything to minimums - and that was pushing it. Of course I meant 250 kts...................
