Narrative:

I departed new bern, nc (ewn), as the PIC and sole occupant en route to the beaufort-morehead city airport (mrh) which is located approximately 30 NM to the southeast. This flight would take me directly over cherry point MCAS (nkt) which is located about halfway between ewn and mrh. Once clear of the ewn traffic pattern, I contacted cherry point approach control on 119.35. Since that (west) sectors airspace was ending in approximately 2 mi, I was almost immediately given a new frequency of 124.1. I immediately attempted contact on 124.1 but communication was slow to be established because that controller was busy. I was in cruise at 3100' MSL. After contact was established and when almost overhead nkt I accepted a request to fly heading 090. While established on heading 090 approximately 2 mi southeast of nkt, a military fighter aircraft passed off my right wing (from the rear) at high speed, climbing rapidly, and headed in a generally northeast direction. There had been no call or warning from the controller because the overtaking aircraft had departed mkt without knowledge of the controller working my flight. This is an extremely dangerous situation. Although my flight was operating under visual flight rules, there are thousands of IFR operations into the beaufort-morehead city airport each year, and with the existing inadequate coordination between the control tower and approach control, and because of the extremely high closure rates created by the VFR departing fighter aircraft, ATC is incapable of providing separation and timely warning to en route aircraft. Approximately 6 yrs ago, I had a similar near miss under very similar circumstances. In both incidents, radar tapes showed the involved targets merged and then unmerged. I urge you to look into this situation promptly. With present procedures in effect, a midair is likely to occur.

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Original NASA ASRS Text

Title: NMAC SMT WITH MLT FGT. NO TRAFFIC CALL.

Narrative: I DEPARTED NEW BERN, NC (EWN), AS THE PIC AND SOLE OCCUPANT ENRTE TO THE BEAUFORT-MOREHEAD CITY ARPT (MRH) WHICH IS LOCATED APPROX 30 NM TO THE SE. THIS FLT WOULD TAKE ME DIRECTLY OVER CHERRY POINT MCAS (NKT) WHICH IS LOCATED ABOUT HALFWAY BETWEEN EWN AND MRH. ONCE CLEAR OF THE EWN TFC PATTERN, I CONTACTED CHERRY POINT APCH CTL ON 119.35. SINCE THAT (WEST) SECTORS AIRSPACE WAS ENDING IN APPROX 2 MI, I WAS ALMOST IMMEDIATELY GIVEN A NEW FREQ OF 124.1. I IMMEDIATELY ATTEMPTED CONTACT ON 124.1 BUT COM WAS SLOW TO BE ESTABLISHED BECAUSE THAT CTLR WAS BUSY. I WAS IN CRUISE AT 3100' MSL. AFTER CONTACT WAS ESTABLISHED AND WHEN ALMOST OVERHEAD NKT I ACCEPTED A REQUEST TO FLY HDG 090. WHILE ESTABLISHED ON HDG 090 APPROX 2 MI SE OF NKT, A MIL FIGHTER ACFT PASSED OFF MY RIGHT WING (FROM THE REAR) AT HIGH SPEED, CLIMBING RAPIDLY, AND HEADED IN A GENERALLY NE DIRECTION. THERE HAD BEEN NO CALL OR WARNING FROM THE CTLR BECAUSE THE OVERTAKING ACFT HAD DEPARTED MKT WITHOUT KNOWLEDGE OF THE CTLR WORKING MY FLT. THIS IS AN EXTREMELY DANGEROUS SITUATION. ALTHOUGH MY FLT WAS OPERATING UNDER VISUAL FLT RULES, THERE ARE THOUSANDS OF IFR OPERATIONS INTO THE BEAUFORT-MOREHEAD CITY ARPT EACH YEAR, AND WITH THE EXISTING INADEQUATE COORD BETWEEN THE CTL TWR AND APCH CTL, AND BECAUSE OF THE EXTREMELY HIGH CLOSURE RATES CREATED BY THE VFR DEPARTING FIGHTER ACFT, ATC IS INCAPABLE OF PROVIDING SEPARATION AND TIMELY WARNING TO ENRTE ACFT. APPROX 6 YRS AGO, I HAD A SIMILAR NEAR MISS UNDER VERY SIMILAR CIRCUMSTANCES. IN BOTH INCIDENTS, RADAR TAPES SHOWED THE INVOLVED TARGETS MERGED AND THEN UNMERGED. I URGE YOU TO LOOK INTO THIS SITUATION PROMPTLY. WITH PRESENT PROCS IN EFFECT, A MIDAIR IS LIKELY TO OCCUR.

Data retrieved from NASA's ASRS site as of July 2007 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.