Narrative:

On final runway 19 vps established visual approach clearance on glideslope and localizer at approximately 1;500 ft AGL. Eglin tower gave us F-16 traffic that would join final in front of us from a right downwind. My first officer called the traffic in sight as he had it joining a base to final to our right 90 degrees. My first officer started to question within the cockpit the track the F-16 was taking toward us; we were in the process of configuring flaps 45 at this time. Within a few more seconds he then showed more concern as to the F-16 and its relationship to our aircraft and track toward us. I shifted my concentration to the F-16 to gain a visual to my direct right. Upon acquiring the aircraft visually myself; I noticed he was on what appeared to be a direct collision course with our aircraft. My first officer was questioning tower at the same time if the F-16 had us in sight. The tower assured us he had us in sight; but we noticed the fact he was in a sharp right nose high attitude and we could only see the underside of the F-16. Their canopy was facing away from us and we could not see any portion of it. At that point seeing that a midair was likely; I turned to the left and descending to 1;000 ft AGL. Before starting the turn we where receiving a TA within 200 ft altitude and as the turn was made we received an RA to monitor vertical speed. Even as we continued our turn to the left the F-16 continued on the same track. The tower was very confused by our actions along with the fact our proximity to the other aircraft. We continued a 360 turn so as to rejoin final from that point with landing clearance.I called tower on the phone an asked for an explanation after being in the gate. They wanted to explain to me this was a military operation and there was no problem. I assured them having learned to fly at vps and destin that this was not normal and the F-16 was on a track of collision with us. They said the pilot of the F-16 did not feel it was a problem. Upon evaluation after the fact I know this: the F-16 was within 200 ft (per TCAS) above us and closing from 1/2 mile to within 500 ft lateral or less by the end of the event. The altitude of the F-16 was at the same by the end of the event. The F-16 while he might have had us in sight initially did not have us in sight when we turned to evade. The angle and orientation of the F-16 would have prevented him from having a visual as we were looking at the underside of the F-16. TCAS or not I would have taken evasive action either way based upon the track of this aircraft. The first officer and jumpseater on board both had better views on the closing track and expressed after the fact how close the F-16 closed on us.

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Original NASA ASRS Text

Title: An Air Carrier crew on final to VPS Runway 19 reported a near miss with an F-16.

Narrative: On final Runway 19 VPS established visual approach clearance on glideslope and localizer at approximately 1;500 FT AGL. Eglin Tower gave us F-16 traffic that would join final in front of us from a right downwind. My First Officer called the traffic in sight as he had it joining a base to final to our right 90 degrees. My First Officer started to question within the cockpit the track the F-16 was taking toward us; we were in the process of configuring flaps 45 at this time. Within a few more seconds he then showed more concern as to the F-16 and its relationship to our aircraft and track toward us. I shifted my concentration to the F-16 to gain a visual to my direct right. Upon acquiring the aircraft visually myself; I noticed he was on what appeared to be a direct collision course with our aircraft. My First Officer was questioning Tower at the same time if the F-16 had us in sight. The Tower assured us he had us in sight; but we noticed the fact he was in a sharp right nose high attitude and we could only see the underside of the F-16. Their canopy was facing away from us and we could not see any portion of it. At that point seeing that a midair was likely; I turned to the left and descending to 1;000 FT AGL. Before starting the turn we where receiving a TA within 200 FT altitude and as the turn was made we received an RA to monitor vertical speed. Even as we continued our turn to the left the F-16 continued on the same track. The Tower was very confused by our actions along with the fact our proximity to the other aircraft. We continued a 360 turn so as to rejoin final from that point with landing clearance.I called Tower on the phone an asked for an explanation after being in the gate. They wanted to explain to me this was a military operation and there was no problem. I assured them having learned to fly at VPS and Destin that this was not normal and the F-16 was on a track of collision with us. They said the pilot of the F-16 did not feel it was a problem. Upon evaluation after the fact I know this: The F-16 was within 200 FT (per TCAS) above us and closing from 1/2 mile to within 500 FT lateral or less by the end of the event. The altitude of the F-16 was at the same by the end of the event. The F-16 while he might have had us in sight initially did not have us in sight when we turned to evade. The angle and orientation of the F-16 would have prevented him from having a visual as we were looking at the underside of the F-16. TCAS or not I would have taken evasive action either way based upon the track of this aircraft. The First Officer and jumpseater on board both had better views on the closing track and expressed after the fact how close the F-16 closed on us.

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.