There was very little development surrounding the Academy in 1954, when Colorado Springs was selected for its location. Urban growth between 1980-2000 brought businesses and residential neighborhoods closer to the Academy’s borders and continues today, especially just east of the airfield in the Interquest area east of Interstate 25, near the intersection of Interquest and Voyager parkways. Title 14 of the Code of Federal Regulations Part 77 standards were established to ensure the safety of air navigation and prevent physical encroachment that precludes normal flight operations. While not all buildings exceeding these standards constitutes a hazard to flight operations by themselves, the cumulative impact of each new development exceeding these standards increases the risk to the Academy's pilot training mission.

For any proposed development in the vicinity of the Academy airfield (within 100:1 height slope out to 20,000 feet from airfield centerline), Title 14 of the Code of Federal Regulations Part 77 requires that the Federal Aviation Administration review the development for safety of air navigation.  The process must begin at least 45 days prior to initiating any construction by the project proponent (e.g. developer) by going to https://oeaaa.faa.gov/oeaaa/external/portal.jsp. Instructions for how to determine if a full aeronautical study is required are on the main page.

The Academy continues to inform the City, developers, and other real estate and building entities, about its flying mission, inform them of the potential safety and noise concerns, and work to de-conflict any developments that may pose adverse impact on the community. The support of the City of Colorado Springs and surrounding communities is vital to the success of the U.S. Air Force Academy. We seek to partner with all stakeholders in the local community to ensure the Academy can continue accomplishing its mission while minimizing the impact to the surrounding community. view maps

Powered Flight operations began at the Academy Airfield in 1974 and saw only small changes in flight paths until 2012. However, increasing regional demand for use of the airspace along the Front Range of Colorado gradually rendered our airspace structure increasingly at odds with other airspace users, notably Federal Aviation Administration-controlled traffic arriving and departing from regional and major airports in Denver and Colorado Springs. By 2012, airspace conflicts had reached a level warranting a complete redesign of USAFA's airspace structure to ensure safe separation between Air Force flight operations and other regional flight operations. In response to this changing landscape, a working group was established that included Air Force and FAA representatives. This group coordinated and developed the safest possible approaches, departures, training areas and flight patterns for USAFA operations. Decisions from the working group were implemented in early 2013. The redesigned pattern and corresponding departure/arrival corridors resulted in a greater concentration of flight training activity over neighborhoods that had not previously been exposed to a high volume of air traffic.

The redesigned pattern is more standardized, predictable, and in line with Air Force Undergraduate Pilot Training (UPT). This predictability and standardization reduces the overall risk of Air Force flight training at the U.S. Air Force Academy while increasing the collective safety for our civilian neighbors living in the vicinity of the airfield.

In an effort to reduce the impact to the community, north flow departure to northeastern training areas were rerouted northbound over I-25 before turning east over Baptist Road in June of 2014. Additionally, Bullseye Auxiliary Airfield near Ellicott, Colorado was reestablished, significantly reducing the volume of aircraft flying multiple patterns at the Academy.

2019, Air Installation Compatible Use Zones (AICUZ) Study

Air Installation Compatible Use Zones (AICUZ) Real Estate Disclosure

In 1999 and again in 2005, the U.S. Air Force conducted an Air Installation Compatible Use Zone Study for the U.S. Air Force Academy. The purpose of an AICUZ is to promote and inform compatible land development in areas off base that may be affected by military operations on base (e.g. aircraft noise). One part of an AICUZ study identifies noise contours associated with the specific flight operations of a particular air installation, using a metric called the Day-Night Average A-Weighted Sound Level (DNL), which covers noise levels over a 24-hour period. The recommended land use compatibility for residential development is 65 DNL or below. In areas where noise contours exceed compatibility levels, corresponding development is either discouraged or construction technology measures are recommended to reduce the noise signature.

A noise validation study was conducted in 2015 in order to ensure the noise-specific component of the Academy's 2005 AICUZ study remained valid. It concluded that all noise contours associated with the Academy's flight operations remained confined to Academy property. This does not mean that noise does not go off the installation, but based on the DNL taken from current airfield operations, noise from these operations do not exceed the compatibility land use levels. The 2019 AICUZ study for USAFA has been completed. It is available at the link under the Flight Operations Links module located in the upper right column of this page. 

Guidance for USAFA area
Guidance for KCOS area

In accordance with FAA UAS NOTAM FDC 7/7282, all sUAS flight operations, including Public, Civil, and Model Aircraft, are prohibited within the airspace over select national security sensitive facilities, surface to 400’ above the ground, except as provided for below. This includes the physical boundaries of the United States Air Force Academy and Bullseye Auxiliary Field (~32 miles SE of Academy Airfield). The complete list of selected facilities, definitions of the associated airspace in which UAS operations are prohibited, designated facility contacts, and an interactive map of restrictions over USAFA are located at https://udds-faa.opendata.arcgis.com/. UAS operations are authorized within the defined Special Security Instructions (SSI) airspace if in compliance with the following requirements:

1. The UAS flight operation has been pre-approved by the designated-facility contact based on criteria established by the sponsoring federal agency in coordination with the FAA; or
2. If the UAS operation is conducted in direct support of an active national defense, homeland security, law enforcement, firefighting, search and rescue, or disaster response mission, and prior notification has been provided to the designated facility contact; or
3. If the UAS flight operation is conducted in direct support of a significant and urgent governmental interest and is approved by the FAA's System Operations Support Center (SOSC) in advance of entering the defined SSI airspace; and
4. The UAS flight operation complies with all other applicable federal aviation regulations

Operators who do not comply with FAA UAS NOTAM FDC 7/7282 may incur criminal charges under 49 USC 46307.

Please direct questions regarding SSI UAS restrictions to usafa.drone.uas.request@us.af.mil

For more information about operating around USAFA, visit www.faa.gov/uas

U.S. Air Force Academy
Flightpaths prior to 2013

U.S. Air Force Academy
Flightpaths after 2013

Colorado Springs (1960 - 1969)

Colorado Springs (Present)

Aircraft Fleet
There are a variety of aircraft that support the Airmanship programs. Below is a breakdown of aircraft by mission.

Soaring

The Academy sailplane fleet consists of TG-15s, and TG-16s. The soaring mission also uses Piper Super Cub tow planes. These tow planes fly standardized departure and arrival routings, altered only as required to maintain safe de-confliction with other aircraft operating in the area or when weather conditions warrant deviations in the interest of safety. Soaring operations take place almost exclusively over USAF Academy property, remaining west of I-25 and periodically extending over the neighborhoods immediately to the south of the Academy.

Parachuting

Cadet parachuting airlift support is provided by the UV-18B aircraft, known as the Twin Otter. Much like the soaring operation, the preponderance of parachuting operations - both flights by the UV-18 and actual parachuting operations themselves - take place directly over the USAF Academy's property. At times, the UV-18 may accomplish a part of its departure or recovery flight profile east of I-25 and north or south of the Academy, well de-conflicted from the other flight operations taking place in and around the Academy Airfield. Upon completion of daily parachuting operations, the UV-18s return to their overnight home at Peterson Air Force Base.

Powered Flight

The Academy powered flight fleet consists of the Cirrus SR-20 (T-53A Kadet II), the Cessna 150 (T-51) the Cessna 172 (T-41 Mescalero). The T-53s represent the backbone of the Academy's Powered Flight training program in which over 500 cadets participate annually. The T-41s and T-51s are used exclusively by the Academy's Flying Team, a nationally recognized team of cadets who compete with other flight training schools throughout the United States. Collectively, these aircraft use training areas to the northeast, east, and southeast of Colorado Springs. They also conduct flight pattern training at Bullseye Auxiliary Airfield (approximately 30 miles southeast of the Academy), Colorado Springs Airport and the Academy Airfield, which typically consists of multiple takeoffs and landings.

When aircraft depart the U.S. Air Force Academy they are going out to various training areas located out east, as far north as Elbert; as far south as Yoder. Routings are coordinated with several other airspace users and their respective requirements and procedures. Changes to our procedures have significant ripple effects on others. These routings are standardized in order to ensure all flight operations in the region are safely de-conflicted and to provide predictability to our pilots in training. Additionally, the local traffic pattern requires a "cross wind" turn to the east to reach the outside downwind pattern.

Air Force regulations require aircraft to reach certain altitudes (height above the ground) before making turns out of the area. Turning earlier than we currently do would not allow our aircraft to achieve that safe altitude before maneuvering east. It's important to realize that there are far more users of the local airspace than the U.S. Air Force Academy. Consequently, our procedures must ensure our safety as well as the safety or our surrounding community and also account for the responsible and safe shared use of the airspace with other users (e.g. commercial airline traffic, general aviation, medivac helicopters, U.S. Army helicopters, etc.).

We are limited by extreme heat conditions in the summer months. Because aircraft performance decreases as the temperatures outside increase, the earlier we can depart, the more likely we are to get required flying training accomplished. The cadets are engaged in a rigorous academic and extracurricular schedule, in addition to the Airmanship program. We have taken measures, such as altering some departure flights, to mitigate the noise over neighborhoods between 6 a.m. and 7 a.m.

Winds and other factors may contribute to minor deviations. Likewise, there is a part of Baptist Road that weaves a bit approaching Rollercoaster Road. The aircraft will most likely not follow that weave in the road and instead, will stay slightly to the east (within a half mile of Baptist Road). We typically use major thoroughfares to provide geographic references for our pilots who are conducting Visual Flight Rules (VFR) flying operations and must rely on such references for proper, consistent, standardized, and safe navigation in the area. The references are chosen due to the geographic and visual significance and in line with our efforts to minimize direct overflight of residential areas. Moving our routes to areas not currently inhabited does not ensure we will have similar deconfliction from residential development in the future. Today, it is virtually impossible to depart the Academy Airfield without overflying portions of residential or commercial development. By anchoring our routes over major thoroughfares like Baptist Road, we ensure our routes remain de-conflicted over the long term from other airspace users and minimize overflight of residential areas regardless of the future nature of residential development in the region.

Overall, the 306th Flying Training Group mishap rates are substantially lower in comparison to the rest of the Air Force. We pride ourselves in accomplishing our mission while being proactive about safety. The 306th FTG Flight Safety Team routinely meets with local military and civilian pilots and briefs key safety focus areas to our own pilots.

The cadets receive 17 flying related academic hours, including how to handle the aircraft and knowledge of the systems. They also complete nine flights with experienced Instructor Pilots from various aircraft in the U.S. Air Force. Additionally, the cadet syllabus requires extensive review of how to handle multiple emergency scenarios, which cadets must accomplish correctly prior to being authorized to fly solo in the pattern. The training received by the cadets exceeds that required by the FAA for civilian pilots to solo. If the cadets don't meet the stringent requirements of the syllabus, they will not solo.

The U.S. Air Force Academy Airmanship programs consist of more than powered flight. The jump and soaring programs also use the airspace over the Academy.  Approximately half of the total flight operations occur on the west side of the airfield. The Class D airspace (the space that surrounds airports that have an operating air traffic control tower, but don't have radar services (or at least the airport is not required to have radar) is saturated, the mountainous terrain is challenging for cadets newly training as pilots, and we will not put our neighbors, Instructor Pilots, or cadets at risk.

The elimination of flying over Larkspur was entirely due to the FAA taking away our training area in the north. It is merely coincidental that there were noise complaints in that area.

Under normal circumstances and based on the pattern layout and predicted aircraft performance, aircraft will usually fly higher than 500 feet above those houses. Every effort is made to reach pattern altitude (7,300 feet Mean Sea Level [MSL] for the inside pattern or 7,900 feet MSL for the outside pattern) as quickly and safely as possible. On very rare occasions aircraft might be lower than 500 feet; however, flight operations will exceed FAA safety standards for aircraft in the takeoff phase of flight.

There are many reasons that an airplane would rock its wings. A wing rock can be used to help other aircraft in the pattern, or the tower, see the plane. Additionally, the pilot might use a wing rock to clear airspace before a turn or to check ground reference points. Throttle adjustments are a routine part of operating in the traffic pattern.

Though Centennial seems pretty far away in driving distance, it's only 36 miles north of the Academy Airfield. In 2013, the FAA created two new arrivals into Centennial airport that cut through the Academy’s northern training area. One arrival in particular, the "SCARF 3" brought airplanes directly through our training area at 9,000 feet MSL, which is an altitude we routinely operate at.