Narrative:

While operating [a flight to] phf we had a unique situation happen. While on approach we were cleared to jawes and cleared for the ILS 7 approach. Around jawes we were switched to the tower and told to report 4 mile final. We overheard tower give an E2 hawkeye a touch and go clearance. While on final; another E2 hawkeye called in for the overhead pattern. We were given our landing clearance shortly after and told to disregard the report; about a 6 mile final. Approaching about 200-300 feet AGL we heard one of the E2 hawkeyes report over the numbers for the break. I diverted my vision slightly higher only to see the lights of an E2 right in front of us; which was not there on the entire approach. We continued down the glide slope and landed. After clearing the runway; I told the first officer I don't feel comfortable having an E2 overfly us on final; estimated aircraft altitude between 300-500 feet AGL; without some kind of heads up. He agreed and we continued to the gate.after arrival into the gate I called ATC and asked for a phone number to call to talk to them. I contacted the controller as we left the airport and told him I don't think having an E2 overfly a passenger aircraft on final was safe. If we had to abort a landing we can climb very fast and the closure rate would set off a TCAS RA at low altitude and could lead to further issues. The controller just wanted to say it's normal procedure; and being only 1 aircraft landing [while] the other is in the overhead pattern at 2;000-2;200 feet there isn't a conflict. They regularly do this for aircraft departing as well. I see less of an issue with aircraft departing because one cannot conflict with the other as fast. He also says tower pays visual attention when doing these operations but I see this difficult at night. The military is used to flying in formation and close proximity so what they deem safe isn't necessarily safe for us. I contacted [the] chief pilot following ATC conversation to see how he felt and what possibly to do about it.I recommend that having an aircraft fly over the extended centerline and overfly another aircraft on final not happen. If this needs to be done have the aircraft in the overhead offset to one side of the runway and not follow and pass another. If a passenger aircraft is on final this practice should stop or have the overflying aircraft not pass the arriving airliner. As well as advise the crew so it can be briefed and not surprised.

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Original NASA ASRS Text

Title: CRJ-200 Captain reported being uncomfortable with the procedure in place at PHF airport that allows military aircraft to be vectored over arrivals at low altitudes.

Narrative: While operating [a flight to] PHF we had a unique situation happen. While on approach we were cleared to JAWES and cleared for the ILS 7 Approach. Around JAWES we were switched to the Tower and told to report 4 mile final. We overheard tower give an E2 Hawkeye a touch and go clearance. While on final; another E2 Hawkeye called in for the overhead pattern. We were given our landing clearance shortly after and told to disregard the report; about a 6 mile final. Approaching about 200-300 feet AGL we heard one of the E2 Hawkeyes report over the numbers for the break. I diverted my vision slightly higher only to see the lights of an E2 right in front of us; which was not there on the entire approach. We continued down the glide slope and landed. After clearing the runway; I told the first officer I don't feel comfortable having an E2 overfly us on final; estimated aircraft altitude between 300-500 feet AGL; without some kind of heads up. He agreed and we continued to the gate.After arrival into the gate I called ATC and asked for a phone number to call to talk to them. I contacted the controller as we left the airport and told him I don't think having an E2 overfly a passenger aircraft on final was safe. If we had to abort a landing we can climb very fast and the closure rate would set off a TCAS RA at low altitude and could lead to further issues. The controller just wanted to say it's normal procedure; and being only 1 aircraft landing [while] the other is in the overhead pattern at 2;000-2;200 feet there isn't a conflict. They regularly do this for aircraft departing as well. I see less of an issue with aircraft departing because one cannot conflict with the other as fast. He also says Tower pays visual attention when doing these operations but I see this difficult at night. The military is used to flying in formation and close proximity so what they deem safe isn't necessarily safe for us. I contacted [the] Chief Pilot following ATC conversation to see how he felt and what possibly to do about it.I recommend that having an aircraft fly over the extended centerline and overfly another aircraft on final not happen. If this needs to be done have the aircraft in the overhead offset to one side of the runway and not follow and pass another. If a passenger aircraft is on final this practice should stop or have the overflying aircraft not pass the arriving airliner. As well as advise the crew so it can be briefed and not surprised.

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.