Narrative:

Jabara, 3KM airport is approximately 7.5 NM nne of mcconnell air force base just outside of ict class C airspace and just outside of mcconnell class D airspace, and there's 3 other airports on a line between 3KM and mcconnell, all within a mi of an ILS centerline to a ssw runway at mcconnell, so this area is justifiably enclosed by alert area A-683. My flight was from 3KM to ojc in olathe, the WX was good VMC, but I filed an IFR flight plan, as I almost always do. They were taking off south at 3KM and my clearance was to maintain 3000 ft and standby for ATC release. I remembered seeing all these other airports close by on the way in and I read in the flight planning room at 3KM the notice to not takeoff without clearance from ict departure, so I assumed that ict departure was coordinating mcconnell traffic or other observed traffic at the other civilian airports. When I received a release for takeoff, I was given a vector to turn to after takeoff. 090 degrees as I recall, but I didn't write it down, having gotten my ATC clearance earlier, but it was either 090 or 050 degrees (my initial course was 050 degrees). I went back to unicom to announce my takeoff and began my roll. Normally, I wouldn't switch back to departure until clear of the uncontrolled airport traffic pattern, but the density of the airports made me feel justified in switching right after takeoff, while in my turn to 090 degrees. My attention might have been momentarily diverted to inside the cockpit while switching, but not significantly long because the frequency was already set up and all it took was 1 click of the transmitter select. In any case, before I could talk to departure, I found myself nose to nose with a B1, apparently on a left base to the ssw runway at mcconnell. I was in a left bank, and he was in a left bank, and I instinctively increased my bank significantly and applied some G's and checked my altitude. I was approaching 3000 ft, my clearance altitude. I called departure to confirm my clearance altitude, and they confirmed 3000 ft and stated that the tanker (?) should not have been there, so they apparently watched the whole thing unfold on radar. I agreed with them about the tanker and continued on my way, shaken but alive. Ict departure needs to do a better job of controling/coordinating traffic at this minimum high density traffic area. I don't have a copy of the mcconnell approach plate, so I couldn't check, but if ict approach/departure is not controling traffic at mcconnell air force base, it should be. These airports are too close for 'coordinating' between facilities. This traffic all has to be talking to the same man. Airplanes can collide while ATC is 'coordinating.' another factor to consider is most military pilots are young and relatively inexperienced, and they are usually flying fast and/or complex equipment. While their training is aerodynamically probably the best in the world, they finish that training with an 'I'm the only guy in the sky' attitude. This has been demonstrated to me repeatedly over the last 30 yrs. I don't know how many times I've seen a military pilot create havoc in an uncontrolled airport traffic pattern. They cannot be relied upon to 'do the right thing' when it comes to sharing airspace. They need more 'positive control' than the average pilot. This needs to be plugged into the equation at wichita.

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Original NASA ASRS Text

Title: NMAC NEAR A MIL ARPT. SMT ON DEP FROM NON TWR ARPT. MIL BOMBER ON VISUAL APCH TO IAB.

Narrative: JABARA, 3KM ARPT IS APPROX 7.5 NM NNE OF MCCONNELL AIR FORCE BASE JUST OUTSIDE OF ICT CLASS C AIRSPACE AND JUST OUTSIDE OF MCCONNELL CLASS D AIRSPACE, AND THERE'S 3 OTHER ARPTS ON A LINE BTWN 3KM AND MCCONNELL, ALL WITHIN A MI OF AN ILS CTRLINE TO A SSW RWY AT MCCONNELL, SO THIS AREA IS JUSTIFIABLY ENCLOSED BY ALERT AREA A-683. MY FLT WAS FROM 3KM TO OJC IN OLATHE, THE WX WAS GOOD VMC, BUT I FILED AN IFR FLT PLAN, AS I ALMOST ALWAYS DO. THEY WERE TAKING OFF S AT 3KM AND MY CLRNC WAS TO MAINTAIN 3000 FT AND STANDBY FOR ATC RELEASE. I REMEMBERED SEEING ALL THESE OTHER ARPTS CLOSE BY ON THE WAY IN AND I READ IN THE FLT PLANNING ROOM AT 3KM THE NOTICE TO NOT TKOF WITHOUT CLRNC FROM ICT DEP, SO I ASSUMED THAT ICT DEP WAS COORDINATING MCCONNELL TFC OR OTHER OBSERVED TFC AT THE OTHER CIVILIAN ARPTS. WHEN I RECEIVED A RELEASE FOR TKOF, I WAS GIVEN A VECTOR TO TURN TO AFTER TKOF. 090 DEGS AS I RECALL, BUT I DIDN'T WRITE IT DOWN, HAVING GOTTEN MY ATC CLRNC EARLIER, BUT IT WAS EITHER 090 OR 050 DEGS (MY INITIAL COURSE WAS 050 DEGS). I WENT BACK TO UNICOM TO ANNOUNCE MY TKOF AND BEGAN MY ROLL. NORMALLY, I WOULDN'T SWITCH BACK TO DEP UNTIL CLR OF THE UNCTLED ARPT TFC PATTERN, BUT THE DENSITY OF THE ARPTS MADE ME FEEL JUSTIFIED IN SWITCHING RIGHT AFTER TKOF, WHILE IN MY TURN TO 090 DEGS. MY ATTN MIGHT HAVE BEEN MOMENTARILY DIVERTED TO INSIDE THE COCKPIT WHILE SWITCHING, BUT NOT SIGNIFICANTLY LONG BECAUSE THE FREQ WAS ALREADY SET UP AND ALL IT TOOK WAS 1 CLICK OF THE XMITTER SELECT. IN ANY CASE, BEFORE I COULD TALK TO DEP, I FOUND MYSELF NOSE TO NOSE WITH A B1, APPARENTLY ON A L BASE TO THE SSW RWY AT MCCONNELL. I WAS IN A L BANK, AND HE WAS IN A L BANK, AND I INSTINCTIVELY INCREASED MY BANK SIGNIFICANTLY AND APPLIED SOME G'S AND CHKED MY ALT. I WAS APCHING 3000 FT, MY CLRNC ALT. I CALLED DEP TO CONFIRM MY CLRNC ALT, AND THEY CONFIRMED 3000 FT AND STATED THAT THE TANKER (?) SHOULD NOT HAVE BEEN THERE, SO THEY APPARENTLY WATCHED THE WHOLE THING UNFOLD ON RADAR. I AGREED WITH THEM ABOUT THE TANKER AND CONTINUED ON MY WAY, SHAKEN BUT ALIVE. ICT DEP NEEDS TO DO A BETTER JOB OF CTLING/COORDINATING TFC AT THIS MINIMUM HIGH DENSITY TFC AREA. I DON'T HAVE A COPY OF THE MCCONNELL APCH PLATE, SO I COULDN'T CHK, BUT IF ICT APCH/DEP IS NOT CTLING TFC AT MCCONNELL AIR FORCE BASE, IT SHOULD BE. THESE ARPTS ARE TOO CLOSE FOR 'COORDINATING' BTWN FACILITIES. THIS TFC ALL HAS TO BE TALKING TO THE SAME MAN. AIRPLANES CAN COLLIDE WHILE ATC IS 'COORDINATING.' ANOTHER FACTOR TO CONSIDER IS MOST MIL PLTS ARE YOUNG AND RELATIVELY INEXPERIENCED, AND THEY ARE USUALLY FLYING FAST AND/OR COMPLEX EQUIP. WHILE THEIR TRAINING IS AERODYNAMICALLY PROBABLY THE BEST IN THE WORLD, THEY FINISH THAT TRAINING WITH AN 'I'M THE ONLY GUY IN THE SKY' ATTITUDE. THIS HAS BEEN DEMONSTRATED TO ME REPEATEDLY OVER THE LAST 30 YRS. I DON'T KNOW HOW MANY TIMES I'VE SEEN A MIL PLT CREATE HAVOC IN AN UNCTLED ARPT TFC PATTERN. THEY CANNOT BE RELIED UPON TO 'DO THE RIGHT THING' WHEN IT COMES TO SHARING AIRSPACE. THEY NEED MORE 'POSITIVE CTL' THAN THE AVERAGE PLT. THIS NEEDS TO BE PLUGGED INTO THE EQUATION AT WICHITA.

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.