Regulations & Safety
Near Mid Air Collision Between Delta Jet and B52 Bomber Over North Dakota
Delta Connection jet narrowly avoids mid-air collision with B-52 bomber near Minot ND, exposing military-civilian airspace coordination challenges.
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.
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.
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.
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.
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.
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.
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.
What caused the near-collision between the Delta jet and the B-52? Why didn’t the Delta jet’s TCAS detect the B-52? What changes are being proposed to prevent future incidents? Sources:
Analysis of the Near Mid-Air Collision Involving a Delta Connection Jet and a B-52 Bomber Over North Dakota
Detailed Account of the July 18, 2025 Incident
Military and Civilian Airspace Coordination Challenges
Aircraft Capabilities and Limitations
B-52 Stratofortress
Embraer E175
Regulatory and Technological Implications
Conclusion
FAQ
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.
The B-52 likely did not have an active transponder compatible with TCAS, making it invisible to the Delta aircraft’s collision avoidance system.
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.
AviationA2Z,
FAA,
Air Force Magazine,
NTSB,
Embraer
Photo Credit: AirNavRadar
Regulations & Safety
NJASAP Supports H.R. 7148 Enhancing FAA Funding and Aviation Safety
NJASAP applauds H.R. 7148 for securing FAA funding, staffing increases, and infrastructure upgrades to strengthen U.S. aviation safety and stability.
This article is based on an official press release from the NetJets Association of Shared Aircraft Pilots (NJASAP).
The NetJets Association of Shared Aircraft Pilots (NJASAP), the independent labor union representing more than 3,700 pilots who fly for NetJets Aviation, Inc., has issued a formal statement applauding the enactment of the Consolidated Appropriations Act, 2026 (H.R. 7148). Signed into law by the President on February 3, 2026, the legislation secures full-year funding for the federal government, averting the operational risks associated with government shutdowns.
According to the union’s statement, the passage of H.R. 7148 represents a critical victory for the stability of the National Airspace System (NAS). NJASAP leadership highlighted that the bill not only ensures continuous operation of essential agencies but also directs significant resources toward modernizing avionics infrastructure and addressing long-standing staffing shortages at the Federal Aviation Administration (FAA).
A primary focus of the NJASAP’s praise centers on the specific financial allocations designed to bolster the FAA’s operational capacity. The union noted that the legislation provides $13.71 billion for FAA operations, a figure intended to stabilize the agency’s day-to-day functions.
In its release, NJASAP emphasized the importance of the bill’s provisions for workforce expansion. The legislation funds the hiring of approximately 2,500 new air traffic controllers. This surge in staffing is aimed at mitigating the persistent shortages that have strained the air traffic control system, contributed to delays, and reduced safety margins across the network.
Additionally, the bill allocates resources for 54 additional aviation safety inspectors. NJASAP views these hires as essential for maintaining rigorous oversight within the industry.
Beyond operational staffing, the union highlighted the bill’s investment in physical and technological infrastructure. The Consolidated Appropriations Act allocates $4 billion to the Airport Improvement Program (AIP). According to the press release, these funds are designated for replacing aging radar systems and telecommunications infrastructure, as well as upgrading navigation and surveillance systems.
The union also drew attention to a $100 million allocation for the FAA Office of Aerospace Medicine. This funding is targeted at modernizing technology systems to reduce the backlog in pilot medical certifications, a bureaucratic bottleneck that has historically kept qualified pilots grounded for extended periods. On the policy front, NJASAP celebrated the inclusion of language explicitly prohibiting the privatization of the U.S. air traffic control system. The union has long opposed privatization efforts, arguing that the NAS must remain a public asset accountable to safety standards rather than profit motives.
Capt. Pedro Leroux, President of NJASAP, commented on the significance of the legislation in the official release:
“Congress has taken a decisive step to protect the safety and continuity of the National Airspace System by passing a full-year appropriation that prioritizes modernization, staffing and FAA readiness. As professional aviators who rely on these systems every day, we commend lawmakers for recognizing that airspace safety and stability are not optional, but are fundamental to the U.S. aviation industry.”
While the funding measures in H.R. 7148 benefit the entire aviation sector, they hold specific relevance for NetJets pilots. Unlike commercial airline pilots who primarily operate between major hubs with robust support infrastructure, fractional pilots frequently fly into a vast network of smaller, regional airports. The $4 billion investment in the Airport Improvement Program is therefore critical for maintaining safety standards at the diverse range of airfields utilized by business aviation.
Furthermore, the stability provided by a full-year appropriations bill is vital for long-term planning. Stop-gap funding measures often freeze training pipelines; by securing funding through the fiscal year, the FAA can proceed with the training of the 2,500 new controllers without interruption, a key factor in reducing system-wide congestion.
NJASAP Commends Congress on H.R. 7148 Passage, Citing Safety and Stability Wins
Strengthening FAA Operations and Staffing
Addressing the Controller Shortage
Infrastructure and Policy Protections
Aeromedical Reform and Privatization
AirPro News Analysis
Sources
Photo Credit: The NetJets Association of Shared Aircraft Pilots
Regulations & Safety
Garmin GHA 15 Height Advisor Receives FAA Approval for Certified Aircraft
Garmin’s GHA 15 Height Advisor, a radar-based altitude device, gains FAA approval for over 500 certified aircraft models, enhancing general aviation safety.
This article is based on an official press release from Garmin.
Garmin has announced that its GHA 15 Height Advisor, a radar-based altitude monitoring device, has received Federal Aviation Administration (FAA) Supplemental Type Certificate (STC) approval. Previously available only for the experimental market, this certification allows the installation of the device in over 500 models of Class I and Class II certified aircraft.
The approval marks a significant shift in the accessibility of radar altimetry for general aviation pilots. According to the company, the GHA 15 is available immediately at a price of $2,695. This pricing strategy positions the device as a cost-effective alternative to traditional radar altimeters, which have historically been priced significantly higher and reserved for business jets or commercial airliners.
The GHA 15 is designed to provide pilots with precise Height Above Ground Level (AGL) readings during the critical final phases of flight. While standard barometric altimeters rely on air pressure and can be subject to calibration errors or terrain variations, the GHA 15 uses radio frequency technology to measure the actual distance between the aircraft and the ground.
Garmin states that the device is capable of providing AGL data from 500 feet down to the surface. The system integrates with the Garmin GI 275 electronic flight instrument to display altitude data and generate audible callouts directly to the pilot’s headset. These callouts, such as “50 feet,” “20 feet,” and “10 feet”, are user-configurable and intended to assist pilots in judging flare height and landing timing.
“The GHA 15 provides a cost-effective solution that helps reduce pilot workload and provides confidence during the approach and landing phases of flight.”
, Garmin Press Release
The unit is a compact, all-in-one module that mounts to the underside of the aircraft fuselage. Weighing less than one pound (approximately 0.45 kg), the device is roughly the size of a deck of cards, minimizing the structural impact of installation. According to the technical details released by Garmin, the GHA 15 offers the following accuracy levels:
The FAA STC covers a broad range of single-engine and twin-engine piston aircraft (Class I and Class II). This includes popular general aviation airframes such as the Cessna 172, Piper PA-28, Beechcraft Bonanza, and Mooney M20 series. To function, the GHA 15 must be interfaced with a Garmin GI 275 electronic flight instrument. For experimental aircraft, the device remains compatible with the G3X Touch flight display.
The certification of the GHA 15 represents a notable development in the “democratization” of avionics safety features. Historically, radar altimeters (such as the Garmin GRA 55) have cost upwards of $7,000, placing them out of reach for the average private pilot. By offering a certified “Height Advisor” for under $3,000, Garmin is effectively bridging the gap between recreational flying and professional-grade situational awareness. We believe this technology will be particularly valuable in three specific scenarios:
It is important to note the distinction Garmin makes by labeling this product a “Height Advisor” rather than a TSO-certified radar altimeter. While it provides similar functionality, it is intended for advisory purposes and does not replace the higher-end equipment required for complex instrument approaches like CAT II or CAT III landings.
Sources: Garmin
Garmin GHA 15 Height Advisor Receives FAA Approval for Certified Aircraft
Bringing Radar Altimetry to General Aviation
Technical Specifications and Accuracy
Installation and Compatibility
AirPro News Analysis: The Democratization of Safety Tech
Sources
Photo Credit: Garmin
Regulations & Safety
Congress Approves $102.9B FY 2026 Transport and Housing Bill
The FY 2026 THUD Appropriations Act allocates $102.9B focusing on FAA modernization and housing assistance, rescinding CA High-Speed Rail funds.
This article is based on an official press release from the Senate Appropriations Committee and legislative summaries of the FY 2026 THUD Appropriations Act.
Following a brief partial government shutdown that spanned from January 31 to February 3, 2026, Congress has approved and President Trump has signed the Fiscal Year 2026 Transportation, Housing and Urban Development, and Related Agencies (THUD) Appropriations Act. The legislation, which provides $102.9 billion in total discretionary funding, marks a significant pivot toward stabilizing core Commercial-Aircraft infrastructure while enacting targeted cuts to specific rail initiatives.
According to the official summary released by the Senate Appropriations Committee, the bill allocates $77.3 billion to the Department of Housing and Urban Development (HUD) and $25.1 billion in discretionary budget authority to the Department of Transportation (DOT). Lawmakers framed the legislation as a “back-to-basics” measure designed to address immediate Safety concerns in the national airspace and protect essential housing vouchers.
Senator Susan Collins (R-ME), Chair of the Senate Appropriations Committee, emphasized the dual focus of the bill in a statement following its passage:
“It is critical that we make significant investments to modernize our air traffic control systems… We must also ensure that a greater supply of safe, affordable housing is available to communities throughout the country.”
, Senator Susan Collins (R-ME)
The Department of Transportation’s portion of the budget heavily prioritizes the Federal Aviation Administration (FAA), which receives $22.2 billion. This funding level reflects a consensus among lawmakers that the national airspace system requires urgent modernization following recent operational strains.
A central component of the FAA funding is a $4 billion allocation specifically for “Facilities and Equipment.” This investment is aimed at upgrading aging air traffic control (ATC) systems that have been prone to outages. Furthermore, to address chronic staffing shortages that have plagued the industry, the bill funds the hiring and training of 2,500 new air traffic controllers.
The National Air Traffic Controllers Association (NATCA) reportedly endorsed the measure, describing the staffing surge as a “critical lifeline” for maintaining safety standards. Additionally, the bill provides $4 billion in Grants-in-Aid for Airports to support physical infrastructure improvements. In a move described by Republican leadership as an effort to protect taxpayers from waste, the bill permanently rescinds approximately $929 million in unobligated federal funds originally designated for the California High-Speed Rail Authority. This rescission aligns with the administration’s focus on “America First” infrastructure projects, such as the $350 million allocated for bridge repair and $200 million for commercial truck parking projects under the Federal Highway Administration.
The Department of Housing and Urban Development (HUD) received a $7 billion increase over FY 2025 levels, bringing its total to $77.3 billion. The primary goal of this funding is to maintain existing rental assistance programs and prevent a wave of evictions.
The legislation directs significant resources toward Section 8 rental assistance:
While these measures were welcomed by housing advocates, the bill maintains “flat funding” for other key programs. The Community Development Block Grants (CDBG) remain at $3.3 billion, and HOME Investment Partnerships are held at $1.25 billion. Industry groups, including the National Low Income Housing Coalition (NLIHC), have noted that without inflation adjustments, the purchasing power of these programs effectively decreases, potentially slowing the development of new affordable housing supply.
The passage of the FY 2026 THUD Appropriations Act signals a clear legislative priority: stabilization over expansion. By decoupling this bill from the contentious Department of Homeland Security debates that triggered the shutdown, Congress has acknowledged that the U.S. aviation system is too fragile to be used as a bargaining chip.
For the Airlines industry, the funding for 2,500 new controllers is a victory, but it is a long-term fix; training these controllers will take years. In the immediate term, the $4 billion for equipment modernization is the more critical figure, as it addresses the technical failures that have caused ground stops and delays. Conversely, the rescission of California High-Speed Rail funds suggests that federal support for large-scale, state-specific rail projects will face high scrutiny under the current administration, with preference given to freight efficiency (truck parking) and bridge safety.
When was the bill signed into law? Does the bill cut housing benefits? What is the impact on Amtrak? Sources: Senate Appropriations Committee, Congress.gov
Congress Passes $102.9 Billion “Back-to-Basics” Transport and Housing Bill, Ending Partial Shutdown
Aviation Safety and Infrastructure Overhaul
Modernizing Air Traffic Control
High-Speed Rail Funding Rescinded
Housing Stability and Community Development
Protecting Rental Assistance
AirPro News Analysis
Frequently Asked Questions
The bill was signed by President Trump on February 3, 2026, effectively ending the partial government shutdown.
The bill increases funding for rental assistance vouchers to keep up with costs but flat-funds development grants like CDBG and HOME, which advocates argue is an effective cut due to inflation.
Amtrak receives $2.4 billion in total, split between the National Network ($1.6 billion) and the Northeast Corridor ($850 million).
Photo Credit: Montage
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