Compatibility Assessment
A Letter of Agreement (LOA) between the 42D Operations Support
Squadron, the 908th Operations Group, and the Montgomery Regional
Airport Approach Control Tower establishes protocol and coordination
procedures for aircraft approaches to and departures from Maxwell AFB.
The LOA is a supplement to procedures defined in FAA Order 7110.65, Air
Traffic Control. The LOA stipulates:
908 th AW Operations and Procedures
Departures:
Runway 33: If a climb on coarse clearance is received,
aircraft will maintain runway heading until 2 DME from
the MFX TACAN then turn to the appropriate heading.
Runway 15: The normal procedure will be to execute a
right or left hand climbing turn within 2 DME of the
MXF TACAN.
Arrivals:
June 2017
Downwind / Overhead: Unless otherwise approved,
utilize rectangular traffic patterns. Traffic pattern
altitude is 1,200 feet for the downwind and 1,700 feet
for the overhead.
Random Shallow Approaches (RSHA): Random shallow
approaches may be flown to Runway 15 or to the
Landing Zone only under visual flight rules (VFR). Initial
entry from south or east is not authorized. Altitude
may be no lower than 300 feet AGL day and 500 feet
AGL night.
Random Steep Approaches (RSA): May be flown to the
main runway (15/33) or to the Landing Zone. Entry
may be from any direction other than south. Initial
approach altitude is 4,700 feet mean sea level (MSL)
and the aircraft must remain within 3 NM of the
runway at all times. MGM Approach may approve /
disapprove higher altitudes or recommend another
altitude based on existing traffic.
The LOA indicates restrictions on the use of Runway 33, which effectively
limits the capabilities of this runway to operations related to departure only.
Approaches to Maxwell AFB from the south are typically not authorized.
While the LOA provides procedures to facilitate safe air operations at
Maxwell AFB, it does so at the expense of limitations on training capabilities.
Maxwell AFB’s Air Installation Compatible Use Zone (AICUZ) Study indicates
that closed pattern traffic is largely encouraged on the northern portion of
the airfield in order to de‐conflict with arrival / departure traffic at
Montgomery Regional Airport.
The AICUZ and the LOA both discuss how operations at Maxwell AFB are
restricted or modified in order to coordinate aircraft operations at
Maxwell AFB and Montgomery Regional Airport; however, the restrictions
and limitations may potentially cause undue burden or inconveniences for
air traffic controllers and pilots in training.
Source: Letter of Agreement, 42d Operations Support Squadron, 908th Operations
Group, and Montgomery Approach Control and Tower, 2015; Maxwell AFB Air
Installation Compatible Use Zone, 2009; Maxwell AFB Internal ICEMAP, Draft 2015
It should be noted that the Montgomery Chamber of Commerce is working
to enhance the Montgomery Regional Airport, including increasing
commercial development, passenger traffic, and expanding the runway. If
MGM expands upon services and operations, then the LOA and airspace
utilization could be constrained more without appropriate coordination with
the military.
Background Report
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