Narrative:

My student and I were in the pattern at our airport doing takeoff and landings. 20 minutes after sunset we were climbing off of runway 17 after doing a stop and go. At 1;000 MSL feet on left crosswind; rolling out on heading 080 a blackhawk UH60 with minimal lighting (nav and red beacon; no strobes or landing lights) crossed from right to left at our altitude. We had to roll right to pass behind him; estimated closure to 300 ft or less (saw lights on panel in UH60). UH60 continued northwest and appeared to pass over the airport's south end at 1;000 MSL ft. No communications were ever received from the UH60. After landing; I called approach and talked to the supervisor. He advised that the UH60 was on an 'orientation' flight from the airport 8 [miles] southwest of our field and the approach controller was busy and did not provide a traffic alert to the UH60 as it approached our airport. We were 7 north of the primary airport; right at the transition altitude between our airport's G airspace (700 AGL) and the overlying east airspace. The class C airspace begins at 1;700 MSL at that location. Normally aircraft 'flying around' would be well above the pattern altitude of 1;300 MSL or would be on advisories to let airport traffic know intentions. Our aircraft is equipped with mode south tis and alerted us to the traffic when less than 1/2 mile apart. The tis normally only begins to work as we climb out of 700-800 ft and acquires the mode south radar signal from the main airport. We are glad approach was running the mode south instead of atcrbs transmitter. We do not understand why a military aircraft would purposely fly through a VFR pattern; opposite direction to pattern traffic; without making radio calls on position and intentions; without every available light activated. Nor why an approach controller; no matter how busy; could miss the potential collision and not provide a traffic alert (priority duty?) to the military aircraft.

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Original NASA ASRS Text

Title: A pilot reported taking evasive action during a near miss with a UH60 in the MBO CTAF traffic pattern with no communications.

Narrative: My student and I were in the pattern at our airport doing takeoff and landings. 20 minutes after sunset we were climbing off of Runway 17 after doing a stop and go. At 1;000 MSL feet on left crosswind; rolling out on heading 080 a Blackhawk UH60 with minimal lighting (Nav and red beacon; no strobes or landing lights) crossed from right to left at our altitude. We had to roll right to pass behind him; estimated closure to 300 FT or less (saw lights on panel in UH60). UH60 continued northwest and appeared to pass over the airport's south end at 1;000 MSL FT. No communications were ever received from the UH60. After landing; I called Approach and talked to the Supervisor. He advised that the UH60 was on an 'orientation' flight from the airport 8 [miles] southwest of our field and the Approach Controller was busy and did not provide a traffic alert to the UH60 as it approached our airport. We were 7 north of the primary airport; right at the transition altitude between our airport's G airspace (700 AGL) and the overlying E airspace. The Class C airspace begins at 1;700 MSL at that location. Normally aircraft 'Flying Around' would be well above the pattern altitude of 1;300 MSL or would be on advisories to let airport traffic know intentions. Our aircraft is equipped with Mode S TIS and alerted us to the traffic when less than 1/2 mile apart. The TIS normally only begins to work as we climb out of 700-800 FT and acquires the Mode S radar signal from the main airport. We are glad approach was running the Mode S instead of ATCRBS transmitter. We do not understand why a military aircraft would purposely fly through a VFR pattern; opposite direction to pattern traffic; without making radio calls on position and intentions; without every available light activated. Nor why an Approach Controller; no matter how busy; could miss the potential collision and not provide a Traffic Alert (Priority duty?) to the military aircraft.

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.