Airspace Control
To help controllers and pilots deal with varying traffic conditions in the sky,
United States airspace has been divided into six different classes (A, B, C, D,
E, and G). These different classes have different requirements for entry into
the airspace, pilot qualifications, radio and transponder equipment, and
Visual Flight Rules (VFR) weather minimums.
Within the JLUS Study Area, Maxwell AFB and Montgomery Regional Airport
(MGM) are surrounded by Class D airspace. This airspace classification
requires an operational control tower, and that two‐way communication is
established prior to entry. Aircraft separation is maintained through a
combination of the Montgomery Terminal Radar Approach Control, which is
an FAA facility, and a control tower, located at Maxwell AFB. Figure 6 shows
the airspace for Maxwell AFB.
Part 77 Vertical Obstruction Compliance
FAA Regulation Title 14 Part 77, commonly known as Part 77, provides the
basis for evaluation of vertical obstruction compatibility. This regulation
provides information to evaluate the potential for a vertical obstruction
based on the elevation of the airfield, the height and resulting elevation of
the new structure or facility, and the location of the structure or facility
relative to the airfield in question. This regulation determines compatibility
based on the height of proposed structures or natural features relative to
their distance from the ends of a runway.
As of January 29, 2013, the main focus of Part 77.17 is to establish standards
to determine obstructions within navigable airspace, typically within a
certain distance from an airport or airfield. A key reference used for
compatibility planning is the following:
A height that is 200 feet AGL or above the established airport
elevation, whichever is higher, and within three nautical miles of the
established reference point of an airport, excluding heliports, with its
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longest runway more than 3,200 feet in actual length is considered a
vertical obstruction. This height increases in the proportion of
100 feet for each additional nautical mile of distance from the
airport up to a maximum of 49 9 feet.
Figure 7 provides an illustration of this measure of vertical obstruction.
Note that this is in addition to, not a replacement of, imaginary surfaces.
Slow Routes
Slow Routes (SRs) are low‐level routes that are utilized at elevations at or
below 1,500 feet AGL, at airspeeds of 250 knots or less. There are four SRs
for Maxwell AFB in the JLUS Study Area; however, the SRs have minimal
impact to land uses within the study area. SRs are characterized by a
centerline and a SR corridor which can be anywhere from 2 NM to 10 NM
wide, which is 1 to 5 NM on either side of the SR centerline. The SRs provide
pilots that train within them the optimal space to perform the necessary
mission operations in designated airspace with a separation between
military and civilian activities.
Bird / Wildlife Aircraft Strike Hazard Relevancy Area
Birds and wildlife can represent a significant hazard to military training and
flight operations. Certain types of land uses attract birds and wildlife such as
standing water and grasslands. While there have been an insignificant
number of fatalities associated with bird / wildlife air strike hazards
(BASH/ WASH) in the past 30 years, the concern associated with BASH is
the significant amount of damage a BASH incident can cost the federal
government. Since fiscal 1985, the Air Force has spent more than
$820 million repairing aircraft damaged by collisions with birds.
According to the United States Avian Hazard Advisory System, there have
been 175 bird strikes reported for Maxwell AFB since 2004. More recently,
there were seven strikes in 2015, six strikes in 2014, and six strikes in 2013,
respectively.
Joint Land Use Study Report
June 2017