Narrative:

Near midair collision in class east airspace [in the vicinity] of the monroeville (mvc) VORTAC; heading approximately 110deg.on IFR flight plan in radio contact with jacksonville center. Inside A-292 alert area and inactive pensacola north MOA. Flight conditions were mixed cloud cover; fairly high coverage in the 7000-8000' altitude. We requested and were cleared to climb from 7000 to 9000 to avoid clouds & turbulence.while climbing through 8;500 feet; received first traffic advisory for target at 4 o'clock; 5 miles; 8200'. Sometime later; 7600'; 3-4 o'clock; 4 miles. As we leveled off at 9000 feet; we received third advisory stating 'traffic 3 o'clock; 3 miles; 8100 feet eastbound.' type aircraft was never identified nor any traffic alert issued by center; nor was any indication given that the traffic was doing aerobatic maneuvers. We were unable to visually identify the traffic; as the locations given were either obscured by our low wing or clouds in that direction. During this time we heard center advise the traffic of our altitude; location and direction several times; though we could not hear transmissions from the traffic.approximately 20 seconds after the last traffic advisory; while looking in that general direction for the traffic; we observed a bright orange T6 climbing vertically (1/4 of the way through a loop) about 400' off our right wingtip. Only the belly of the T6 was visible; with wings aligned roughly on 150deg-330deg. The crew of the T6 could not possibly see us from this orientation; and we could not see their cockpit; we could only see the bottom of their aircraft.the T6 continued the loop to about 1000' above us; and on the 45deg downline did a half roll to upright; and disappeared into clouds while leveling off about 1000' below us; heading southwest. During the remainder of the loop; roll; & pull out; I observed the T6 also had some white on the upper areas that were not visible when first seen.we immediately reported the near collision to center; which said the traffic was now maneuvering away from us. We asked to verify the MOA was indeed inactive; and was assured it was; but that we were in 'an alert area.' A-292 covers nearly 100nm from southwest of our position to northeast of us.we were on an active IFR flight plan in mixed IMC/VMC weather; talking to center who is also talking to the conflicting traffic. The onus of IFR separation responsibility is on ATC at this time. The conflicting traffic was operating in and out of clouds and presumably could not maintain VMC for visual separation. Due to not hearing their transmissions; I do not know if they visually identified us or not; but we never heard center advise them to maintain visual separation with us; so I assume not.this incident was a failure of ATC to maintain proper IFR traffic separation and of the military for conducting aerobatics in an area known to have civilian IFR traffic without first positively identifying that traffic; as well as failure to properly use and activate MOA airspace intended for such activities.

Related reports:

Google
 

Original NASA ASRS Text

Title: PA-24 pilot reported an NMAC with a military T-6 in the vicinity of MVC.

Narrative: Near midair collision in Class E airspace [in the vicinity] of the Monroeville (MVC) VORTAC; heading approximately 110deg.On IFR flight plan in radio contact with Jacksonville center. Inside A-292 alert area and inactive Pensacola North MOA. Flight conditions were mixed cloud cover; fairly high coverage in the 7000-8000' altitude. We requested and were cleared to climb from 7000 to 9000 to avoid clouds & turbulence.While climbing through 8;500 feet; received first traffic advisory for target at 4 o'clock; 5 miles; 8200'. Sometime later; 7600'; 3-4 o'clock; 4 miles. As we leveled off at 9000 feet; we received third advisory stating 'Traffic 3 o'clock; 3 miles; 8100 feet eastbound.' Type aircraft was never identified nor any traffic alert issued by Center; nor was any indication given that the traffic was doing aerobatic maneuvers. We were unable to visually identify the traffic; as the locations given were either obscured by our low wing or clouds in that direction. During this time we heard Center advise the traffic of our altitude; location and direction several times; though we could not hear transmissions from the traffic.Approximately 20 seconds after the last traffic advisory; while looking in that general direction for the traffic; we observed a bright orange T6 climbing vertically (1/4 of the way through a loop) about 400' off our right wingtip. Only the belly of the T6 was visible; with wings aligned roughly on 150deg-330deg. The crew of the T6 could not possibly see us from this orientation; and we could not see their cockpit; we could only see the bottom of their aircraft.The T6 continued the loop to about 1000' above us; and on the 45deg downline did a half roll to upright; and disappeared into clouds while leveling off about 1000' below us; heading southwest. During the remainder of the loop; roll; & pull out; I observed the T6 also had some white on the upper areas that were not visible when first seen.We immediately reported the near collision to Center; which said the traffic was now maneuvering away from us. We asked to verify the MOA was indeed inactive; and was assured it was; but that we were in 'an Alert area.' A-292 covers nearly 100nm from southwest of our position to northeast of us.We were on an active IFR flight plan in mixed IMC/VMC weather; talking to Center who is also talking to the conflicting traffic. The onus of IFR separation responsibility is on ATC at this time. The conflicting traffic was operating in and out of clouds and presumably could not maintain VMC for visual separation. Due to not hearing their transmissions; I do not know if they visually identified us or not; but we never heard Center advise them to maintain visual separation with us; so I assume not.This incident was a failure of ATC to maintain proper IFR traffic separation and of the military for conducting aerobatics in an area known to have civilian IFR traffic without first positively identifying that traffic; as well as failure to properly use and activate MOA airspace intended for such activities.

Data retrieved from NASA's ASRS site 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.