Narrative:

I was flying toward martinsburg; wv (mrb) from gaithersburg; md (gai) in a cessna 172 with an instrument student; who was wearing a view limiting device for training. We had departed gai in VFR conditions on an sfra flight plan to lucke gate. Our lesson plan was for the student to conduct practice instrument approaches at martinsburg; beginning with the VOR-a approach and then; the ILS 26. Upon exiting the sfra we changed our transponder code to 1200 and began to monitor the martinsburg tower frequency. When we were approximately 12 miles from the VOR (according to the DME) I instructed the student to climb from 2;500 ft to 3;000 ft and proceed direct to the martinsburg VOR for the approach. The student then contacted martinsburg tower; reported 12 miles southeast and requested the VOR-a approach. The tower acknowledged and approved; and instructed the student to maintain VFR and report the VOR inbound. Visibility was good; but it was hazy; typical for the area on a hot summer day. I was scanning vigilantly for traffic and did not see any other aircraft; or hear any other aircraft communicating to the tower except for another cessna 172; who was approaching from the west for a full stop landing. When we were approximately 3-5 miles from the VOR; level at 3;000 ft; I noticed a target at our 12 o'clock position; same altitude that appeared to be converging head-on. Within a few seconds it became apparent that the target was a very large military transport jet with four engines; and knowing that there is a squadron of large transport jets based at mrb; I initially thought that the jet had just departed mrb and was climbing to the east; toward us. I told my student; 'I have the controls' and initiated a descending right turn to try to avoid the jet; which appeared to me as though it was going to pass off to our left. I asked the tower controller if he was talking to the jet; thinking that maybe they were on UHF and I could not hear them on VHF. The tower controller replied that he was not yet talking to the jet; who 'was IFR.' I maneuvered to the south and regained visual contact with the jet; which was by then at my 7-9 o'clock position and appeared to have initiated a descending turn toward the north. I was not sure what they were going to do next; but it was clear that they were much faster than we were; and I did not feel safe remaining in the vicinity of the airport. The tower controller asked me if I was going to continue the VOR approach; and I replied negative; I was maneuvering out of the way of the jet. I then asked the controller if he would tell me when the jet was inbound; again; assuming that the jet was on UHF not VHF. The tower controller told me again that he was not talking to the jet and that he didn't have radar. I do not remember exactly what the controller said after that; but when I saw the jet turning back toward us; I decided it was time to leave. I think I said something to the effect of; 'I'm not sure what this guy is doing; so we're getting out of here.' by this time my student was looking out the window as well and we both saw the jet in a wide turn to the north and then west; as if it was lining up for an approach to runway 26. As we exited the area; after the controller advised us 'frequency change approved;' I heard the jet crew check in with tower. I did not catch exactly what they were cleared to do; and by that time we were safely clear of the area and on our way toward winchester; va (okv) where we conducted our approaches. This encounter concerned me because; even though I was maintaining VFR and did the right thing by seeing and avoiding this jet; I felt as though the jet crew and/or the tower should have done more to help me out in this situation. If the jet was indeed inbound on an IFR flight plan; could not the tower controller have let me know; based on his experience; what the jet crew might be doing? I assumed that the mrb tower would be apprised of their activities; even if the controller did not have a radar feed to potomac. I suppose I could have monitored potomac approach during the approach but in those moments when I was busy seeing and avoiding a giant airplane; it was not on the top of my priority list. I felt that talking to tower early (recall we contacted tower when we were about 20 miles from the airport; which at 100 KTS was plenty of warning in my honest opinion) was providing me with additional collision avoidance protection. In conclusion; I would hope that in the future; the mrb tower controllers would do a better job of advising GA pilots of C5 activity; or if they are unable to do this; that a note be published in the a/FD or on the chart about the potential for such activity. Better yet; have the military initiate a NOTAM. Add a message to the ASOS; or maybe upgrade to an ATIS so that the tower can add a message. Anything to let pilots know what's going on there! A C5 is a very substantial airplane that does not mix well with GA aircraft in the pattern. This is why class B airspace exists; to keep 'the big iron' away from 'the bug mashers.' I am concerned that this mixing of C5s and C172s near mrb; with limited communications between the two; is a really bad idea. I'll be avoiding mrb from now on.

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Original NASA ASRS Text

Title: VFR C172 conducting practice VOR Approach into MRB experienced a conflict with an unreported C5 after receiving approval for the approach from MRB Tower.

Narrative: I was flying toward Martinsburg; WV (MRB) from Gaithersburg; MD (GAI) in a Cessna 172 with an instrument student; who was wearing a view limiting device for training. We had departed GAI in VFR conditions on an SFRA flight plan to LUCKE gate. Our lesson plan was for the student to conduct practice instrument approaches at Martinsburg; beginning with the VOR-A approach and then; the ILS 26. Upon exiting the SFRA we changed our transponder code to 1200 and began to monitor the Martinsburg Tower frequency. When we were approximately 12 miles from the VOR (according to the DME) I instructed the student to climb from 2;500 FT to 3;000 FT and proceed direct to the Martinsburg VOR for the approach. The student then contacted Martinsburg Tower; reported 12 miles southeast and requested the VOR-A Approach. The Tower acknowledged and approved; and instructed the student to maintain VFR and report the VOR inbound. Visibility was good; but it was hazy; typical for the area on a hot summer day. I was scanning vigilantly for traffic and did not see any other aircraft; or hear any other aircraft communicating to the Tower except for another Cessna 172; who was approaching from the west for a full stop landing. When we were approximately 3-5 miles from the VOR; level at 3;000 FT; I noticed a target at our 12 o'clock position; same altitude that appeared to be converging head-on. Within a few seconds it became apparent that the target was a very large military transport jet with four engines; and knowing that there is a squadron of large transport jets based at MRB; I initially thought that the jet had just departed MRB and was climbing to the east; toward us. I told my student; 'I have the controls' and initiated a descending right turn to try to avoid the jet; which appeared to me as though it was going to pass off to our left. I asked the Tower Controller if he was talking to the jet; thinking that maybe they were on UHF and I could not hear them on VHF. The Tower Controller replied that he was not yet talking to the jet; who 'was IFR.' I maneuvered to the south and regained visual contact with the jet; which was by then at my 7-9 o'clock position and appeared to have initiated a descending turn toward the north. I was not sure what they were going to do next; but it was clear that they were much faster than we were; and I did not feel safe remaining in the vicinity of the airport. The Tower Controller asked me if I was going to continue the VOR approach; and I replied negative; I was maneuvering out of the way of the jet. I then asked the Controller if he would tell me when the jet was inbound; again; assuming that the jet was on UHF not VHF. The Tower Controller told me again that he was not talking to the jet and that he didn't have RADAR. I do not remember exactly what the Controller said after that; but when I saw the jet turning back toward us; I decided it was time to leave. I think I said something to the effect of; 'I'm not sure what this guy is doing; so we're getting out of here.' By this time my student was looking out the window as well and we both saw the jet in a wide turn to the north and then west; as if it was lining up for an approach to Runway 26. As we exited the area; after the Controller advised us 'frequency change approved;' I heard the jet crew check in with Tower. I did not catch exactly what they were cleared to do; and by that time we were safely clear of the area and on our way toward Winchester; VA (OKV) where we conducted our approaches. This encounter concerned me because; even though I was maintaining VFR and did the right thing by seeing and avoiding this jet; I felt as though the jet crew and/or the Tower should have done more to help me out in this situation. If the jet was indeed inbound on an IFR flight plan; could not the Tower Controller have let me know; based on his experience; what the jet crew might be doing? I assumed that the MRB Tower would be apprised of their activities; even if the Controller did not have a RADAR feed to Potomac. I suppose I could have monitored Potomac Approach during the approach but in those moments when I was busy seeing and avoiding a giant airplane; it was not on the top of my priority list. I felt that talking to Tower early (recall we contacted Tower when we were about 20 miles from the airport; which at 100 KTS was plenty of warning in my honest opinion) was providing me with additional collision avoidance protection. In conclusion; I would hope that in the future; the MRB Tower controllers would do a better job of advising GA pilots of C5 activity; or if they are unable to do this; that a note be published in the A/FD or on the chart about the potential for such activity. Better yet; have the military initiate a NOTAM. Add a message to the ASOS; or maybe upgrade to an ATIS so that the Tower can add a message. Anything to let pilots know what's going on there! A C5 is a very substantial airplane that does not mix well with GA aircraft in the pattern. This is why Class B airspace exists; to keep 'the big iron' away from 'the bug mashers.' I am concerned that this mixing of C5s and C172s near MRB; with limited communications between the two; is a really bad idea. I'll be avoiding MRB from now on.

Data retrieved from NASA's ASRS site as of April 2012 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.