Near Mid Air Collision Between Delta Jet and B52 Bomber Over North Dakota

Analysis of the Near Mid-Air Collision Involving a Delta Connection Jet and a B-52 Bomber Over North Dakota

On July 18, 2025, a Delta Connection regional jet narrowly avoided a mid-air collision with a U.S. Air Force B-52 bomber near Minot, North Dakota. The incident, which involved a quick and aggressive maneuver by the commercial pilot, has sparked renewed scrutiny over the coordination between civilian and military aviation operations in shared airspace. The Embraer E175, operated by SkyWest Airlines under the Delta Connection brand, was on final approach to Minot International Airport when it encountered the bomber, prompting evasive action.

This close call underscores persistent gaps in airspace management, especially near joint-use facilities like Minot Air Force Base. The pilot’s post-incident address to passengers, which was recorded and widely shared, brought transparency to a situation typically shrouded in procedural silence. While no injuries occurred, the event has raised questions about radar coverage, aircraft detection systems, and the protocols governing military and civilian flight coordination.

In this article, we explore the incident in detail, contextualize it within broader aviation safety trends, and examine the aircraft, systems, and regulatory frameworks involved. We aim to provide a balanced and factual analysis of what happened, why it matters, and what can be done to prevent similar occurrences in the future.

Detailed Account of the July 18, 2025 Incident

Delta Flight DL3788 departed from Minneapolis-Saint Paul International Airport en route to Minot, North Dakota. As the aircraft approached Minot International Airport, it was vectored by air traffic control for spacing adjustments. However, unknown to the crew, a B-52 bomber from nearby Minot Air Force Base was operating in the same airspace. The bomber was on a training sortie, reportedly performing pattern work near the airport.

At approximately six miles from the runway, the Delta flight crew visually identified the B-52 on a collision course. With no Traffic Collision Avoidance System (TCAS) alert, because the bomber’s transponder was either inactive or incompatible, the pilot had to rely on visual cues. The captain executed a sharp turn to avoid the bomber, which passed close by, alarming passengers who witnessed the event firsthand.

Following the maneuver, the aircraft performed a go-around and landed safely on a subsequent attempt. The pilot then addressed passengers over the intercom, describing the maneuver as “aggressive” and “not normal.” This candid communication was later praised for its transparency, though it also highlighted the lack of awareness between military operations and civilian air traffic control.

“It caught me by surprise, and it’s not normal at all.”, Delta Connection Captain, post-incident address to passengers.

Military and Civilian Airspace Coordination Challenges

Minot International Airport does not have its own terminal radar. Instead, it relies on visual separation procedures and limited data from nearby military radar systems. The ASR-11 radar at Minot Air Force Base theoretically provides surface-level coverage, but civilian air traffic controllers do not have real-time access to its data. Communication between military and civilian controllers is typically conducted via phone, introducing delays and potential for miscommunication.

Joint-use airfields like Minot operate under federal regulations that prioritize military operations, particularly during training exercises. According to 32 CFR §855.20, military aircraft are given precedence unless an emergency is declared. This regulatory framework can result in situations where civilian aircraft are unaware of nearby military traffic, especially if that traffic does not broadcast its position via ADS-B or compatible transponders.

The lack of integration between military and civilian radar, combined with procedural ambiguities, creates a high-risk environment during critical flight phases such as final approach. This incident illustrates the need for more robust coordination mechanisms and technological integration to ensure all aircraft operating in shared airspace are visible to controllers and each other.

Aircraft Capabilities and Limitations

B-52 Stratofortress

The B-52H Stratofortress is a long-range, subsonic strategic bomber with a wingspan of 185 feet and a cruising speed of over 500 mph. It is primarily used for high-altitude bombing missions but also conducts low-altitude training flights. Notably, B-52s are not equipped with TCAS, and often operate with limited or no ADS-B emissions during training to maintain operational security. This makes them difficult to detect by civilian aircraft systems.

Minot Air Force Base hosts 26 B-52s as part of the 5th Bomb Wing. These aircraft frequently perform pattern work and touch-and-go landings in the vicinity of Minot International Airport. The absence of real-time coordination with civilian controllers during these operations can lead to unexpected encounters, as was the case on July 18.

While the B-52’s radar cross-section and size make it visible on primary radar, the lack of transponder-based data means it does not appear on TCAS displays, leading to a reliance on visual detection and controller communication for separation.

Embraer E175

The Embraer E175 is a regional jet used extensively by Delta Connection and other carriers for short-haul routes. It is equipped with TCAS II and ADS-B systems, which provide situational awareness and collision avoidance capabilities. However, these systems depend on other aircraft broadcasting compatible signals.

In this incident, the E175’s systems did not detect the B-52, likely due to the bomber’s lack of a compatible transponder signal. This left the flight crew reliant on visual cues, which are less reliable during high-speed operations. The aircraft’s maneuverability allowed the pilot to perform a sharp turn, avoiding a collision, but the lack of automated warning systems underscores the vulnerability of current detection protocols.

Despite its advanced avionics, the E175’s safety systems were effectively blind to the presence of the B-52, highlighting the need for updated standards that account for military aircraft operating in civilian airspace.

Regulatory and Technological Implications

In recent years, the FAA has implemented several initiatives aimed at improving aviation safety, including the “Back to Basics” campaign, which led to a significant reduction in runway incursions. However, near mid-air collisions (NMACs) remain a concern, particularly in mixed-use airspace. According to FAA data, military-civilian interactions account for a notable portion of NMAC reports, with several incidents involving aircraft operating under different visibility and communication protocols.

The absence of TCAS and ADS-B on military aircraft like the B-52 complicates civilian efforts to maintain safe separation. While operational security is a valid concern, training flights over or near civilian airfields pose a unique risk that may warrant policy changes. One potential solution is the use of non-classified transponders during domestic training missions to ensure visibility to civilian systems.

Additionally, enhancing data-sharing capabilities between military and civilian radar systems could provide controllers with a more complete picture of airspace activity. Automated alerts for military aircraft entering civilian corridors, as suggested by aviation safety reporting systems, could further reduce the risk of conflict.

Conclusion

The near-collision between Delta Flight DL3788 and a B-52 bomber near Minot, North Dakota, serves as a stark reminder of the challenges inherent in shared airspace management. While the pilot’s quick thinking and skilled maneuvering prevented disaster, the systemic issues that allowed the incident to occur remain unresolved. The lack of radar integration, incompatible detection systems, and procedural ambiguities all contributed to the event.

Moving forward, aviation authorities must prioritize the integration of military and civilian systems, update regulatory frameworks, and invest in technologies that enhance situational awareness for all operators. As air traffic continues to grow and military operations evolve, proactive measures are essential to ensure that safety is maintained not by last-minute maneuvers, but by comprehensive planning and coordination.

FAQ

What caused the near-collision between the Delta jet and the B-52?
The near-collision was caused by a lack of real-time coordination between military and civilian air traffic controllers, combined with the B-52’s absence from the Delta jet’s detection systems.

Why didn’t the Delta jet’s TCAS detect the B-52?
The B-52 likely did not have an active transponder compatible with TCAS, making it invisible to the Delta aircraft’s collision avoidance system.

What changes are being proposed to prevent future incidents?
Proposals include enhancing radar data sharing between military and civilian controllers, mandating transponder use during military training flights, and improving communication protocols at joint-use airports.

Sources:
AviationA2Z,
FAA,
Air Force Magazine,
NTSB,
Embraer