Narrative:

While working the fnt sector; I took the position with the steelhead MOA/atcaa active and the bax stationary altrev active as well. There was weather in and around the area of bax and the MOA. I took the position with a cessna 421 beginning approach into bax airport at the eck VOR. I was told there was an A10 operating VFR in and around the stationary altrev. I feel that the origins of the altrev are vague and were created to allow the military aircraft to do what they want regardless of rules in an unsafe proximity to bax airport. Instead of asking for a clearance into the altrev; and continuing to monitor the UHF frequency; the A10 went VFR and performed maneuvers and procedures on the approach corridor of bax on his previous discreet code. I gave the C421 a restriction to get him below the MOA and then advised him there was a military aircraft in the area performing maneuvers. I attempted to contact the A10 several times with no response. I issued traffic to the C421 several times who advised me the A10 was 'in and out of the clouds.' I continued to call traffic and at one point the A10 came within a mile of the cessna at the same altitude; 3;000 feet. After several more traffic calls; one of which the pilot requested after losing visual due to clouds; I switched the aircraft to advisory frequencies. The A10 was now several miles behind the cessna moving further away. Thirty minutes later; when the C421 departed bax in the opposite direction; I again advised him that the same A10 was performing maneuvers in the same area. Shortly after; the A10 checked on to my frequency looking to rtb VFR at 3;000 feet. I called traffic and asked the A10 if he saw the cessna at any time during his maneuvers and he said no and that he wouldn't have been able to see anyone within 10 miles. When I advised him the aircraft came within a mile I asked him how he was maintaining VFR in the clouds while performing maneuvers and he requested the number to the facility. This is one of several reports I have written regarding the bax stationary altrev. In my opinion; the military aircraft using the altrev are simply using the existence of the altrev to write a 'blank check' allowing them to do whatever they want in the area despite the fact they are near an active airport. I have brought this up with my supervisors; tmu; the union and pretty much anyone who will listen. While the controllers seem to universally agree that the ambiguity and recklessness of the situation in extremely dangerous; we continue to accommodate the military in any way; rather than holding them accountable and creating specific rules for them to operate from. Simply put; aircraft should not be doing rapid maneuvers under VFR rules; in IMC conditions around an active airport near the approach corridor without monitoring our frequency; or even while monitoring our frequency. The altrev in itself is a farce and caused a very unsafe situation. We have limited radar and radio coverage in that area and if something isn't done to change this situation I feel that it will lead to more and more dangerous events.

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Original NASA ASRS Text

Title: ZOB Controller described a conflict event between VFR traffic and a military aircraft operating in the BAX ALTREV; the reporter noting his concern regarding military operations in the subject airspace.

Narrative: While working the FNT sector; I took the position with the Steelhead MOA/ATCAA active and the BAX stationary ALTREV active as well. There was weather in and around the area of BAX and the MOA. I took the position with a Cessna 421 beginning approach into BAX airport at the ECK VOR. I was told there was an A10 operating VFR in and around the stationary ALTREV. I feel that the origins of the ALTREV are vague and were created to allow the military aircraft to do what they want regardless of rules in an unsafe proximity to BAX Airport. Instead of asking for a clearance into the ALTREV; and continuing to monitor the UHF frequency; the A10 went VFR and performed maneuvers and procedures on the approach corridor of BAX on his previous discreet code. I gave the C421 a restriction to get him below the MOA and then advised him there was a military aircraft in the area performing maneuvers. I attempted to contact the A10 several times with no response. I issued traffic to the C421 several times who advised me the A10 was 'in and out of the clouds.' I continued to call traffic and at one point the A10 came within a mile of the Cessna at the same altitude; 3;000 feet. After several more traffic calls; one of which the pilot requested after losing visual due to clouds; I switched the aircraft to advisory frequencies. The A10 was now several miles behind the Cessna moving further away. Thirty minutes later; when the C421 departed BAX in the opposite direction; I again advised him that the same A10 was performing maneuvers in the same area. Shortly after; the A10 checked on to my frequency looking to RTB VFR at 3;000 feet. I called traffic and asked the A10 if he saw the Cessna at any time during his maneuvers and he said no and that he wouldn't have been able to see anyone within 10 miles. When I advised him the aircraft came within a mile I asked him how he was maintaining VFR in the clouds while performing maneuvers and he requested the number to the facility. This is one of several reports I have written regarding the BAX stationary ALTREV. In my opinion; the military aircraft using the ALTREV are simply using the existence of the ALTREV to write a 'blank check' allowing them to do whatever they want in the area despite the fact they are near an active airport. I have brought this up with my supervisors; TMU; the union and pretty much anyone who will listen. While the controllers seem to universally agree that the ambiguity and recklessness of the situation in extremely dangerous; we continue to accommodate the military in any way; rather than holding them accountable and creating specific rules for them to operate from. Simply put; aircraft should not be doing rapid maneuvers under VFR rules; in IMC conditions around an active airport near the approach corridor without monitoring our frequency; or even while monitoring our frequency. The ALTREV in itself is a farce and caused a very unsafe situation. We have limited RADAR and radio coverage in that area and if something isn't done to change this situation I feel that it will lead to more and more dangerous events.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.