Wrathmonk,
My mistake, I was a member of the AIRPROX Board for the event that was mentioned in the HQ Air narrative on page 6, I can only blame my own stupidity, humble pie for supper, sorry.
:\

www.caa.co.uk/docs/33/InformationNotice2014059.pdf

As a civilian DZ Chief Instructor I received this a couple of weeks ago from the CAA.

The CAA don't seem to think 0033 was selected.

Floppy

Many, many years ago, we used to run an F27 from Norwich to Humberside, and frequently were given headings to avoid the fast stuff. The classic was one day when the controller said "the only avoiding action I can give you is a three-sixty turn. When you roll out again, there might be a gap",

Floppy

The incident that your CAA Information Notice refers to is as a result of Airprox 2013115 (which was the other airprox between MC130 and GR4 referred to throughout this thread) and on page 3 of Airprox Report 2013115 it does indeed state

However, this thread (and my comment) is about Airprox 2013155 and the information at post #41 is lifted from that Airprox report. The MC130, as far as the Airprox Board are concerned, was squawking 0033.

Ah didnt realize there was two. doh

Floppy

Ah yes, the good old Yukair 'Norwich Flier'. Often intercepted by the Wattisham F-4 wing - but I don't think anyone got close enough to worry the F-27 crew.

Funnily enough, 2 of us once flew back from Edinburgh to Norwich on that aircraft after a JMC debrief. We knew it was going to be interesting when the undercarriage stopped in the Grand Old Duke of York position on departure as the pneumatic system had run out of puff. But after a few minutes it repressurised, up came the wheels and we accelerated noticeably! Then we were supposed to land at Leeds-Bradford, but after a few attempts we diverted to East Midlands. At the stroke of 22:00, the hosties looked very cheerful - when we asked why, they told us that the delay had put them on some minimum overtime pay rate. "Ah, I see. That'll be 2 large gin and tonic, please!", I said to the number one - and bless her, she duly obliged. Then off to Norwich - only to get bounced by one of our own F-4s....:hmm: Worst part of the whole trip was the Norwich to Wattisham road journey -2 of us plus MT driver and our kit squeezed into a mini for 90 minutes....:\

Basic Service isn't quite control, it's the old FIS. Control would have been provided by London Mil. The MC-130 would've informed Marham that they were in contact with London Mil, but contacting Marham as courtesy AND for situational awareness. Why wait for Marham to contact London to contact the MC-130 to advise them of traffic or deconfliction? With pink bodies hanging under silk, I'd rather have immediate notification of any potential conflict directly from the source (ie - Marham).

So, on the surface, I understand your concern, but in actuality, it is a non-issue. Bear in mind that neither were providing actual control and weremerely providing some level of service. ;) In the event of conflicting instructions, the crew would've hopefully had the situational awareness to make a safe decision and advised the agencies involved appropriately.

Concur. Further, it is a very routine (near daily) NOTAM and not something unusual.

Although addressed that they were, I will state that even had they not, the squawk issue would've been mitigated by talking to both London & Marham, so there would be no question regarding the activity. Does GR4 have TCAS? If not (like many FJ), it would've provided no extra clue other than Marham advising them.

Canadian Break - Sorry, my point was that because due weather and availability of aircraft for jumping there is a constant backlog of people who are either initial or recurrent parachutists, consequently I believe that task should have a high priority when the aircraft is available and the weather is good. I mentioned Purple Airspace to give an indication of how high that priority should be without including the parameters of Purple Airspace, only it's priority.

Clearly the Tonka crew had no nautical awareness. In the maritime world steam gives way to sail, and the more maneuverable vessel gives way to the less maneuverable in most situations. I think the pointy jet should have let the meat bomber continue ;)

parabellum
 

No apologies necessary old chap - all is now clear. CB

BEags,

What a/c was your claim to fame coming into land during the shooting scenes with Goose's wife and kid arriving in VR-57's C-9B?

Was it the Mighty Hunter or the Flying Banana out of interest?

Did Paramount have to re shoot the scene in case of your ship being seen in the background?

Cheers

Back in the 1990s, the bugbear of policing the Balkans No-Fly Zone was whenever a new USN Carrier Battle Group arrived in Theatre. On one occasion, the new CBG decided to have their own exercise in the Adriatic during the day before they officially joined in. The result was many aircraft infringing the operation's tanker tow lines and even an EW serial when they jammed live IFF over the no-fly zone. The fun started when they joined next day - using USN procedures rather than those published in the optasks/opgens etc. (again many busts of sensitive and active airspace).


The last straw was when the ships entered the operational data link net and instantly changed the identity of everything in the recognised air picture which was not USN to Unknown Assumed Hostile - including all of the allied aircraft within the NFZ and those in transit including transports, tankers etc. Repeated requests for them to follow the correct ID procedures and which documents to use fell onto deaf ears until my Data Link manager threw them off the L11 net. ( From memory, when asked why, he told them that we didn't want another Iranian Airliner thank you very much). About 5 minutes later, a much more cultured American voice arrived on the coordination net, apologised, and we had no further trouble after we let them back in (well - the odd hiccup for a couple of days after shift changes).

chopper2004, I didn't say that we were at NAS Miramar when the scene with Meg Ryan was being filmed. In fact we were there in a VC10K on 25 Oct 1984, which was at least a year before the Top Gun scenes were filmed at Miramar.

(The purpose of our trip was to support F-4J(UK) aircraft for 74(F) Sqn from NAS North Island to the UK and to get some useful training in US procedures. OP TIGER TRAIL 3 - it was epic fun!)

Sure it wasn't Back to the Future they were filming....

Re Post #49
 

When did the 'Bears' join this scrap?
Thought it was between a GR4 and MC-130 !

My apologies, Beags - sorry misread your statement and thought on average back then it took 2 years to put together any groom movie!

Take it there were very noticeable differences in airspace management! And weather slightly better for sure even in that month?

Cheers