Narrative:

F16 flight of 2 were being vectored for an ILS 5 approach as well as the seneca. Also 3 other flts of F16's on scope being vectored and split up for approachs. F16 in question was told to go through final for spacing with F16 traffic opposite direction full stop. Was then given a left turn to a 020 degree heading and told to slow, intercept and proceed inbound on approach (never cleared approach). Seneca was on a northwest heading and told to turn to a 130 degree heading for approach to runway 5. Seneca was at 4000 ft, F16's were at 3000 ft. Another sector called for an approval request, during conversation other sector was told to stand by. Seneca was told to turn to a 080 degree heading, maintain 4000 ft and proceed inbound (not cleared for approach). Also, noticed F16 pilot's heading was not working. They were told to fly heading of 310 degrees to intercept and proceed inbound (never cleared). Other sectors were told they would have to call them back. Seneca was told to stand by for lower. Seneca then came back and asked if they were cleared to track the localizer. Was told affirmative, called other sector back and told them their approval request was taken care of. When looked back seneca had descended out of 4000 ft. Lowest altitude seen was 3500 ft, was told needed at 4000 ft. F16 was turned to a 360 degree heading immediately, seneca to a 180 degree heading. At what I thought was the closest point, did an ARTS readout, mileage was 4.6 mi. Listening to the tape, seneca pilot actually asked if he was cleared to track the GS.

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Original NASA ASRS Text

Title: SENECA IS VECTORED TOO CLOSE TO ONE OF 5 F16 ACFT IN 2 FORMATIONS BEING SPLIT UP FOR APCHS TO HUF RESULTING IN A LOSS OF SEPARATION.

Narrative: F16 FLT OF 2 WERE BEING VECTORED FOR AN ILS 5 APCH AS WELL AS THE SENECA. ALSO 3 OTHER FLTS OF F16'S ON SCOPE BEING VECTORED AND SPLIT UP FOR APCHS. F16 IN QUESTION WAS TOLD TO GO THROUGH FINAL FOR SPACING WITH F16 TFC OPPOSITE DIRECTION FULL STOP. WAS THEN GIVEN A L TURN TO A 020 DEG HDG AND TOLD TO SLOW, INTERCEPT AND PROCEED INBOUND ON APCH (NEVER CLRED APCH). SENECA WAS ON A NW HDG AND TOLD TO TURN TO A 130 DEG HDG FOR APCH TO RWY 5. SENECA WAS AT 4000 FT, F16'S WERE AT 3000 FT. ANOTHER SECTOR CALLED FOR AN APPROVAL REQUEST, DURING CONVERSATION OTHER SECTOR WAS TOLD TO STAND BY. SENECA WAS TOLD TO TURN TO A 080 DEG HDG, MAINTAIN 4000 FT AND PROCEED INBOUND (NOT CLRED FOR APCH). ALSO, NOTICED F16 PLT'S HDG WAS NOT WORKING. THEY WERE TOLD TO FLY HDG OF 310 DEGS TO INTERCEPT AND PROCEED INBOUND (NEVER CLRED). OTHER SECTORS WERE TOLD THEY WOULD HAVE TO CALL THEM BACK. SENECA WAS TOLD TO STAND BY FOR LOWER. SENECA THEN CAME BACK AND ASKED IF THEY WERE CLRED TO TRACK THE LOC. WAS TOLD AFFIRMATIVE, CALLED OTHER SECTOR BACK AND TOLD THEM THEIR APPROVAL REQUEST WAS TAKEN CARE OF. WHEN LOOKED BACK SENECA HAD DSNDED OUT OF 4000 FT. LOWEST ALT SEEN WAS 3500 FT, WAS TOLD NEEDED AT 4000 FT. F16 WAS TURNED TO A 360 DEG HDG IMMEDIATELY, SENECA TO A 180 DEG HDG. AT WHAT I THOUGHT WAS THE CLOSEST POINT, DID AN ARTS READOUT, MILEAGE WAS 4.6 MI. LISTENING TO THE TAPE, SENECA PLT ACTUALLY ASKED IF HE WAS CLRED TO TRACK THE GS.

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.