Narrative:

I was approaching anchorage from the north in an ads-B in/out equipped [aircraft]. I called approach for radar services for routing for landing. I was given an immediate part 93 deviation in the pamr segment. Weather was raining; fog; getting dark with few clouds and 600-700; and rain obscuring visibility to 3-5 miles. Heavy wind and windshear occurring with the traffic at anc being routed in for the ILS for runway 15. There was significant traffic using approach and I was watching the flow of the vectoring to the ILS and handoff to the tower. Heavy jet traffic was reporting wind shear and turbulence. I was low at 600 feet as I had little wind and below the ground surface shear point. Also in the mix was a [military aircraft]; which was doing practice approaches and the TRACON controller twice told traffic that the [military aircraft] was doing 'touch and go's' and then corrected that to missed approaches. He was vectoring the [military aircraft] around very non-standard with tight turns and low altitudes. When I was approaching the [military aircraft] was returning to paed on a visual. The ATC controller gave him a weather report of heavy precipitation between the [military aircraft] and paed in the area which I was at the time. I am not sure if it was requested by the [military aircraft] or suggested by the controller; but the [military aircraft] was then cleared for the ILS on runway 6 at paed. The controller vectored the [military aircraft] onto the ILS inside the fap! His clearance also said to maintain 1600 feet until established on the ILS. The controller then cancelled my far part 93 deviation in and handed me off to my tower with a 'caution wake turbulence' warning. I switched to tower and now had a visual on the [military aircraft] that was; according to my ads-B; less than 800 feet vertical separation and he was coming right over me. I would like to see the track but it appeared that the [military aircraft] was below the ILS glideslope. I took evasive action by wide open throttle and full dive to the water to try to get east of the [military aircraft] and get the largest amount of vertical separation. I think this was way too much 'cowboy' action by the TRACON controller and put lives in danger. If the [military aircraft] wanted to go IFR and ILS approach into paed why the heck he was not vectored out to join at an IAP or outside the fap!this did not need to happen. There was no emergency or rush to put the [military aircraft] back into paed that was communicated on the frequency I was on. Doing 'touch and go's' or even the missed practice approaches that they really were at anc at a time of heavy traffic flow and difficult conditions of wind shear; turbulence and low weather was questionable as the ILS was stacked up with traffic. What makes the air traffic work well in this area is that the flows of traffic at all of the airports is usually predictable; and with ads-B even a 'little general aviation guy operation' like me can get a good sense of where the traffic is and will be due to the normal approach/departure flows out of the airports. This was a fly in the ointment and seemingly only the TRACON controller and the USAF flyboys knew what was going to be coming next. I am available to discuss this; although I am flying commercially and not contactable much of the day until I return.

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Original NASA ASRS Text

Title: A single engine pilot reported approach control vectored a military aircraft over his aircraft which the pilot felt was unsafe.

Narrative: I was approaching Anchorage from the north in an ADS-B in/out equipped [aircraft]. I called Approach for radar services for routing for landing. I was given an immediate Part 93 Deviation in the PAMR segment. Weather was raining; fog; getting dark with few clouds and 600-700; and rain obscuring visibility to 3-5 miles. Heavy wind and windshear occurring with the traffic at ANC being routed in for the ILS for Runway 15. There was significant traffic using Approach and I was watching the flow of the vectoring to the ILS and handoff to the Tower. Heavy jet traffic was reporting wind shear and turbulence. I was low at 600 feet as I had little wind and below the ground surface shear point. Also in the mix was a [military aircraft]; which was doing practice approaches and the TRACON controller twice told traffic that the [military aircraft] was doing 'Touch and go's' and then corrected that to missed approaches. He was vectoring the [military aircraft] around very non-standard with tight turns and low altitudes. When I was approaching the [military aircraft] was returning to PAED on a visual. The ATC controller gave him a weather report of heavy precipitation between the [military aircraft] and PAED in the area which I was at the time. I am not sure if it was requested by the [military aircraft] or suggested by the controller; but the [military aircraft] was then cleared for the ILS on Runway 6 at PAED. The controller vectored the [military aircraft] onto the ILS INSIDE THE FAP! His clearance also said to maintain 1600 feet until established on the ILS. The controller then cancelled my FAR Part 93 deviation in and handed me off to my Tower with a 'caution wake turbulence' warning. I switched to Tower and now had a visual on the [military aircraft] that was; according to my ADS-B; less than 800 feet vertical separation and he was coming right over me. I would like to see the track but it appeared that the [military aircraft] was below the ILS glideslope. I took evasive action by wide open throttle and full dive to the water to try to get east of the [military aircraft] and get the largest amount of vertical separation. I think this was way too much 'cowboy' action by the TRACON controller and put lives in danger. If the [military aircraft] wanted to go IFR and ILS approach into PAED why the heck he was not vectored out to join at an IAP or outside the FAP!This did not need to happen. There was no emergency or rush to put the [military aircraft] back into PAED that was communicated on the frequency I was on. Doing 'touch and go's' or even the missed practice approaches that they really were at ANC at a time of heavy traffic flow and difficult conditions of wind shear; turbulence and low weather was questionable as the ILS was stacked up with traffic. What makes the air traffic work well in this area is that the flows of traffic at all of the airports is usually predictable; and with ADS-B even a 'little general aviation guy operation' like me can get a good sense of where the traffic is and will be due to the normal approach/departure flows out of the airports. This was a fly in the ointment and seemingly only the TRACON controller and the USAF flyboys knew what was going to be coming next. I am available to discuss this; although I am flying commercially and not contactable much of the day until I return.

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.