[Federal Register Volume 64, Number 59 (Monday, March 29, 1999)]
[Rules and Regulations]
[Pages 14972-14978]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-7625]
[[Page 14971]]
_______________________________________________________________________
Part II
Department of Transportation
_______________________________________________________________________
Federal Aviation Administration
_______________________________________________________________________
14 CFR Part 93
Anchorage, Alaska, Terminal Area; Final Rule
Federal Register / Vol. 64, No. 59 / Monday, March 29, 1999 / Rules
and Regulations
[[Page 14972]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 93
[Docket No. 29029; Amendment No. 93-77]
RIN 2120-AG45
Anchorage, Alaska, Terminal Area
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: This action amends regulations regarding aircraft operations
in the Anchorage, Alaska, Terminal Area. Specifically, this action
revises the description of the Anchorage, Alaska, Terminal Area and the
Communications requirements for operating in the area; adds a new
segment, with communication and operating requirements, east of
Anchorage International Airport; changes the altitude requirement for
one segment; makes minor editorial changes; and removes appendix A of
part 93. In addition, this rule addresses two minor inadvertent
omissions of information pertaining to the boundary realignments of the
International and Bryant segments of the Alaska Terminal Area. The FAA
is taking this action to enhance safety and to simplify aircraft
operating procedures in the Anchorage, Alaska, Terminal Area.
EFFECTIVE DATE: 0901 UTC, June 17, 1999.
ADDRESSES: Any person may obtain a copy of this rule by submitting a
request to the FAA, Office of Rulemaking, 800 Independence Avenue, SW,
Washington, DC 20591, or by calling (202) 267-8783. Communications must
identify the docket/amendment number of the rule. Persons interested in
being placed on a mailing list for future rules should call the FAA's
Office of Rulemaking, (202) 267-9677.
An electronic copy of this document may be downloaded using a modem
and suitable communications software from the FAA regulations section
of the Fedworld electronic bulletin board service (telephone: 703-321-
3339) or the Federal Register's electronic bulletin board service
(telephone: 202-512-1661.
Internet users may reach the FAA's web page at http://www.faa.gov
or the Federal Register's web page at http://www.access.gpo.gov/
su__docs for access to recently published rulemaking documents.
FOR FURTHER INFORMATION CONTACT:
Bill Nelson, Airspace and Rules Division, ATA-400, Office of Air
Traffic Airspace Management, Federal Aviation Administration, 800
Independence Avenue, SW., Washington, DC 20591; telephone (202) 267-
8783.
SUPPLEMENTARY INFORMATION:
Background
On December 17, 1991, the FAA published, in the Federal Register,
the Airspace Reclassification Final Rule (56 FR 65638). This rule
reclassified various airspace designations and deleted the term
``Airport Traffic Area.'' These changes were designed to apply to all
similarly designated airspace areas. However, Title 14 of the Code of
Federal Regulations (14 CFR) part 93, subpart D was not amended to
reflect the airspace reclassification effort.
In this action, the FAA amends the regulations set forth at part
93, subpart D, to reflect airspace designations in the vicinity of
Anchorage, Alaska. The FAA replaces the term ``Airport Traffic Area''
with the new term ``Terminal Area'' throughout part 93, subpart D.
Additionally, this action deletes reference in part 93, subpart D, to
Bryant airport traffic control tower (ATCT) which was decommissioned on
September 27, 1995, and Anchorage Flight Service Station (FSS) which
was decommissioned on June 19, 1993. When these facilities were
decommissioned, no corresponding changes were initiated to amend part
93, subpart D, to reflect the closure. Further, this rule establishes a
new Seward Highway segment with communication requirements for aircraft
operating in this segment.
Public Input
On October 1, 1997, the FAA published a notice of proposed
rulemaking in the Federal Register (Notice No. 97-14; 62 FR 51564)
proposing to amend the regulations regarding the Anchorage, Alaska,
Terminal Area, in the following manner: (1) revising the description of
the Anchorage, Alaska, Terminal Area and the communication requirements
for operating in the area; (2) adding a new segment with communication
requirements east of Anchorage International Airport; (3) changing
several altitude requirements; (4) modifying the vertical limits of
certain segments; (5) updating the communications requirements for
operations in several segments due to the decommissioning of certain
air traffic control facilities; (6) removing appendix A of part 93; and
(7) making minor editorial changes.
Interested persons were invited to participate in this rulemaking
proceeding by submitting written comments on the proposal to the FAA.
The FAA received 11 written comments in response to the proposal to
modify the Anchorage, Alaska, Terminal Area (Notice 97-14). These
commenters included the following parties: the Air Transport
Association; Anchorage International Airport; Alaskan Aviation Safety
Foundation; Alaska Airmen's Association, Inc.; Department of the Army;
State of Alaska Department of Transportation and Public Facilities; and
other concerned citizens. All comments received were considered before
making a determination on this final rule. The following is an analysis
of the substantive comments received and the Agency's responses.
Analysis of Comments
Lake Hood Segment
The FAA received several comments both opposing and/or supporting
the proposal to revise the Lake Hood segment by raising the altitude to
1,000 feet mean sea level (MSL). Some of the commenters raised the
following objections: (1) the resulting extended airport patterns would
increase fuel costs; (2) the higher climb requirements would increase
noise levels; (3) the reduced separation of aircraft operating into and
out of Lake Hood and Anchorage International Airport would diminish
safety; and (4) the use of special visual flight rules (VFR) procedures
would be lost in minimal weather conditions.
The FAA, after further review and technical evaluation, agrees with
those commenters objecting to the action and is, therefore, withdrawing
the proposal to raise the Lake Hood segment altitude to 1,000 feet MSL.
Seward Segment
The FAA received several comments opposing the proposed
establishment of the Seward segment because they did not believe that
traffic volume warranted establishment of a new segment. These
commenters suggested that leaving the temporary Class D in effect was
sufficient to protect aircraft operations.
The FAA does not agree with these commenters. The Anchorage Class C
airspace structure is nonstandard by design to accommodate military,
general aviation, and commercial air carrier users flying in and out of
the following six airports in the Anchorage Terminal Area: Anchorage
International Airport; Merrill Field; Elmendorf Air Force Base (AFB);
Lake Hood Seaplane Base; Lake Hood Airstrip; and Bryant Airport. The
FAA, established temporary Class D airspace to accommodate construction
[[Page 14973]]
of Runway 14/32 at Anchorage International Airport. This airspace was
established to ensure that aircraft operating east of the Seward
Highway, not in Class C airspace, continue to receive traffic
advisories and conflict alerts.
While the temporary Class D airspace was operational, Anchorage
Approach Control, Lake Hood Tower, and Merrill Tower provided flight
safety information such as traffic alerts, wake turbulence advisories,
and other safety-related services to all IFR and VFR users in the
airspace. The temporary Class D ATC communication and operating
requirements provided greater safety for all the users of the airspace
which prompted air traffic management to consider permanent operating
requirements by converting the temporary Class D airspace to the Seward
segment.
The departure/arrival corridor, however, does not meet all of the
requirements for Class D airspace (ATC tower, airport, weather
reporting) and therefore the Class D airspace designation was not
considered as a permanent alternative. Consequently, the FAA has
established the new Seward segment.
This new area is designed to accommodate users who do not wish to
communicate with ATC. The area will allow aircraft to circumnavigate
the segment without significant change to planned flight routes and/or
use of operational procedures to enter or exit the segment.
Terminal Area Ceiling
Several commenters suggested that all segments of the Anchorage
Terminal Area ceiling be made uniform and, further, recommended that it
be no lower than 900 feet MSL and no higher than 1,200 feet MSL.
The FAA does not agree with these suggestions because of safety
concerns. The special air traffic rules protecting the arrival and
departure routes into and out of Anchorage International Airport and
Elmendorf Air Force Base were adopted to meet the unique operational
requirements of the six airports in the Anchorage Terminal Area. Due to
the close proximity of these six airports, the potential for incidents
or accidents between IFR and VFR aircraft would significantly increase
if the ceiling altitudes were uniform. The FAA believes that by placing
these special flight altitude restrictions on the various segments in
the Anchorage Terminal Area, and implementing corresponding operating
procedures, the air traffic system will be more efficient and airspace
management for the Anchorage, Alaska, Terminal Area will improve.
Environmental Concerns
Several commenters expressed concern that noise levels would
necessarily increase over the Seward segment, and questioned why an
Environmental Impact Study (EIS) had not been prepared.
The FAA does not believe that noise will be increased due to the
changes proposed since this action does not lower existing operational
altitudes, nor does it change the special air traffic rules addressing
operational altitudes.
FAA Order 1050.1, Policies and Procedures for Considering
Environmental Impacts, categorically excludes certain airspace actions
from an EIS when it is determined by the Agency that the action(s),
individually or cumulatively, will not have a significant impact on the
human environment. Thus, the FAA determined that an EIS was not
necessary.
Common Traffic Advisory Frequency (CTAF)
Several commenters did not agree with the communication requirement
for Merrill Field ATCT during the periods when it is not in operation.
They suggested continued use of the voluntary CTAF when the Merrill
Field ATCT is closed. Suggestions were also received to use Anchorage
ATCT as the ATC contact frequency.
The FAA does not agree with these commenters. The communication
requirements specified in this rule simplify communication procedures
and provide ATC a direct means of conveying flight safety information
such as traffic alerts, wake turbulence advisories, and other safety-
related services to users of the airspace. Since CTAF is not an ATC
frequency, ATC safety advisories are not available through that source.
The FAA believes that Anchorage Approach Control is the best ATC
facility in the Anchorage Terminal Area to convey military, commercial
air carrier and general aviation traffic alerts, wake turbulence
advisories, and other safety-related services for Merrill Field users
when the Merrill Field Tower is closed. Anchorage ATCT cannot perform
this function because it would not be aware of all IFR and special VFR
traffic arriving and departing Elmendorf AFB or Merrill Field.
Anchorage Approach Control has that information and is equipped with
radar to provide ATC services.
Special flight rules for arriving and departing the Anchorage
Terminal Area are required by 14 CFR part 93. This rule requires that
specific altitudes be used which provide minimum altitudes of 300 feet
vertically for separation between segments. Anchorage Approach Control
handles all IFR arrival and departure traffic into Anchorage
International Airport, Elmendorf AFB, Merrill Field, Lake Hood
airstrip, Lake Hood Seaplane Base, and Bryant Airport. During periods
requiring special VFR flight procedures or IFR procedures in the
Anchorage Terminal Area, Anchorage Approach Control provides ATC for
the following events: separation between aircraft on the Elmendorf
final approach to runway 5; departures from Elmendorf runway 23;
aircraft flying over the Knik Arm in the Merrill Segment; and any
aircraft on a deviation from procedures directed by this rule.
In consideration of the above, the FAA finds that the existing
aircraft operating procedures in the Merrill segment, in conjunction
with the communication procedures contained in this rule, meet ATC
operational requirements and improve safety in the Anchorage, Alaska,
Terminal Area.
Bryant and Elmendorf Segments
The FAA received two comments regarding proposed changes to the
Bryant segment. One commenter suggested that the segment be eliminated
since it has no control tower. Additionally, a comment from the U.S.
Army requested that the Bryant segment remain published because of its
importance to Army aviation requirements. The Army further recommended
that the northern boundary of the Elmendorf segment be aligned with the
adjoining restricted area 2203C (R-2203C).
Although the Bryant segment does not have an operational control
tower, appropriate communication procedures are in place. The FAA
concurs, therefore, with the U.S. Army's request to retain the Bryant
segment and to align the northwestern boundary of the Elmendorf segment
with R-2203C.
Appendix A
One commenter suggested that the FAA not remove the appendix
(appendix A) from part 93, subpart D, which depicts the Anchorage,
Alaska, Terminal Area and associated traffic patterns.
The FAA does not agree with this suggestion. The FAA is removing
appendix A from part 93, subpart D, because graphical depictions of the
Anchorage, Alaska, Terminal Area and associated airport traffic
patterns are published on appropriate Alaska
[[Page 14974]]
aeronautical charts and publications that are readily available to the
aviation community. Aeronautical publications (e.g., VFR Terminal Area
Chart, Anchorage, Sectional Aeronautical Chart) are up-dated more
frequently than the Code of Federal Regulations and, therefore, are a
better source for this type of information.
The Rule
This action amends part 93, subpart D, regarding the Anchorage,
Alaska, Terminal Area. Specifically, this action makes the following
amendments: (1) revises the description of the Terminal Area; (2)
reconfigures the boundaries of several existing segments; (3) updates
certain communication requirements for operating in the Terminal Area
due to the decommissioning of certain air traffic control facilities;
(4) changes the altitude requirement of one segment; (5) adds a new
segment, with communication requirements, east of Anchorage
International Airport; (6) removes appendix A of part 93; and (7) makes
minor editorial changes.
The FAA is taking this action to enhance safety, simplify aircraft
operating procedures, and improve the efficiency of airspace management
in the Terminal Area.
Section 93.51--Applicability
The FAA is replacing the term ``Airport Traffic Area'' with the new
term ``Terminal Area.'' This change incorporates terminology
implemented by the Airspace Reclassification Final Rule and appears
throughout part 93.
Section 93.53--Description of Area
The FAA is amending the description and boundaries of the
Anchorages, Alaska, Terminal Area. Currently, Sec. 93.53 describes the
Terminal Area both in terms of its geographical boundaries and vertical
dimensions. The FAA is limiting the description of the Terminal Area,
in this section, to geographical boundaries and is deleting reference
to any vertical dimension.
Section 93.55--Subdivision of Area: New Seward Highway Segment
The FAA is modifying the description of the Terminal Area segment
areas described in Sec. 93.55. Currently, the segment areas of the
Anchorage Terminal Area are described by reference to geographical
boundaries. The vertical dimensions of the segment areas as defined in
the current Sec. 93.53 provide a uniform altitude of up to 3,000 feet
mean sea level (MSL). This section describes the segment areas
geographically and vertically to conform with other operational changes
within each segment and adds the Seward Highway segment by designating
a new paragraph (f).
Section 93.57--General Rules: All Segments
This section describes general rules for operations conducted in
all segments of the Terminal Area. The FAA is adding the Seward Highway
segment to Sec. 93.57(a) and Sec. 93.57(e). The FAA is also adding the
Bryant segment operational requirements to the exceptions listed in
Sec. 93.57(d) and Sec. 93.57(e).
Section 93.59--General Rules: International Segment
In the NPRM, the FAA inadvertently omitted the proposal to redefine
a portion of the International segment along the arc boundary of the
Anchorage, Alaska, Terminal Area. Modification of the International
segment reconfigures the outer area along the 5.2 nautical mile (NM)
radius of the Anchorage International Airport to include a necessary
extension where the arc terminates, to the north near Point MacKenzie,
and to the south where it intercepts the New Seward Highway. The
reconfiguration of the International segment along the 5.2 NM arc
boundary coincides with the overlying and established Anchorage Class C
airspace area. Incorporating this change simplifies the chart
depiction; however, it does not modify existing aircraft operational or
communication requirements to enter the segment or airspace area.
Pilots who elect to operate in this area must follow existing
procedures and guidelines as published in 14 CFR and/or other
appropriate aeronautical publications.
Section 93.61--General Rules: Lake Hood Segment
In the NPRM, the FAA proposed raising the operational altitude in
the Lake Hood segment from 600 to 1000 feet MSL. However, after further
evaluation the FAA determined that modifying the Lake Hood segment
would adversely impact established arrival and departure procedures
into and out of the Lake Hood segment. Therefore, the FAA has withdrawn
that portion of the proposal. The current procedures provide adequate
altitude separation between Lake Hood arrivals and departures, thereby
reducing the potential for altitude conflict in the vicinity of the
Lake Hood and Merrill segments. In addition, the Lake Hood Segment
procedures currently in effect allow General Aviation (GA) to operate
below the arrival traffic to runway 14 into Anchorage International
Airport.
Section 93.63--General Rules: Merrill Segment
The Merrill segment remains unchanged with the exception of the
communication requirement for those times when Merrill Tower is not in
operation. The FAA believes that the use of CTAF when the Merrill Tower
is not in operation compromises safety because safety advisories such
as traffic and wake turbulence are unavailable through CTAF since it is
not an assigned or used ATC frequency. Therefore, the FAA is requiring
operators to contact Anchorage Approach Control.
Section 93.65--General Rules: Elmendorf Segment
The special traffic operational altitude in the Elmendorf segment
is raised from 700 to 800 feet MSL due to the growth of trees. The FAA
determined that raising the altitude by 100 feet will give those
operators who elect to operate within this segment additional
maneuvering airspace for aircraft operations. Subparagraph (f) is added
to inform users of the exclusionary area when aircraft operators are in
VFR conditions in the vicinity of Sixmile Lake below 600', and to
support communication procedures for Elmendorf AFB aircraft operators.
Section 93.67--General Rules: Bryant Segment
The southeastern boundary of the Bryant segment is reconfigured to
support egress and ingress, as well as other flight operations into and
out of the Bryant Army Heliport. Subparagraph (b) aircraft
communication requirements and aircraft operating procedures are
simplified due to the closure of the Bryant Tower.
Section 93.68--General Rules: Seward Segment
The Seward segment is established to enhance the efficiency of air
traffic management due to the increase of both VFR and IFR aircraft
operations. This action decreases the potential of incident or accident
in this segment.
Section 93.69--General Rules: Lake Campbell and Sixmile Lake
The FAA is amending Sec. 93.69 to remove the reference to appendix
A. The discussion of Sec. 93.69 changes was inadvertently left out of
the NPRM; however, the Analysis of the Proposed Changes section in the
NPRM did explain the rationale for deleting appendix A to part 93.
Currently, there are aeronautical charts that graphically depict the
Anchorage, Alaska, Terminal Area. These charts are updated
[[Page 14975]]
frequently without the requirement of any rulemaking action. Current
information can be obtained by consulting appropriate Notices to Airmen
and other flight information publications. Conversely, appendix A to
part 93--Anchorage Airport Traffic Area: Traffic Patterns--requires
rulemaking action to change, thus delaying essential aeronautical
information required for the safety of flight. Therefore, appendix A
has been removed from part 93.
Regulatory Evaluation Summary
Changes to Federal regulations must undergo several economic
analyses. First, Executive Order 12866 directs that each Federal agency
shall propose or adopt a regulation only upon a reasoned determination
that the benefits of the intended regulation justify its costs. Second,
the Regulatory Flexibility Act requires agencies to analyze the
economic effect of regulatory changes on small entities. Third, the
Office of Management and Budget directs agencies to assess the effect
of regulatory changes on international trade. In conducting these
analyses, the FAA has determined that this Rulemaking: (1) would
generate benefits that justify its minimal costs and is not ``a
significant regulatory action'' as defined in the Executive Order; (2)
is not significant as defined in Department of Transportation's
Regulatory Policies and Procedures; (3) would not have a significant
impact on a substantial number of small entities; (4) would not
constitute a barrier to international trade; and (5) would not contain
any Federal intergovernmental or private sector mandate. All of these
analyses have been prepared as a regulatory evaluation and are
summarized below. A copy of the full regulatory evaluation has also
been placed into the docket.
Agency Findings
The FAA finds that there is an increase in the number of transport
category aircraft operating under IFR departing eastbound from
Anchorage International Airport. This additional traffic volume
increases the number of total aircraft operations and the operational
complexity in the uncontrolled airspace east of Anchorage International
Airport. In order to reduce the risk of a midair collision in that
airspace, ATC is establishing a segment (Seward Highway segment) of the
Anchorage Terminal airspace area to the east. Aircraft operating in the
Terminal Area will be required to be in contact with ATC. Such contact
provides pilots with positive ATC services, such as traffic alerts,
separation, weather information, etc., thereby providing greater
protection for all users of the airspace.
Section 93.57(e), requires that ``each person piloting an aircraft
shall maintain two-way radio communications with the control tower
serving the segment containing the airport of landing or takeoff.''
This requirement imposes minimal, if any, additional costs on general
aviation or air carrier operations. This cost determination is based on
data contained in the most recently published General Aviation and
Avionics Survey Report. The report indicates that nearly 100 percent of
Alaskan general aviation aircraft operators are already equipped with
two-way radios. The FAA has also determined that those few operators
without two-way radios will not have to circumnavigate the airspace
area, but can instead fly above the 3,000 feet MSL ceiling without
significantly deviating from their regular flight paths. Section
93.57(d) describes general rules for operations conducted in all
segments of the Terminal Area. This section will not impose any
additional costs to operators. Section 93.65(c) raises the operational
altitude from 700 to 800 feet MSL due to tree growth. The FAA has
determined that a 100 feet increase will impose negligible increased
costs to operators who elect to operate within the Elmendorf segment
while maintaining an appropriate level of safety.
The FAA, on September 30, 1995, decomissioned the Bryant ATCT and
established the Bryant Airport CTAF. The agency has determined that it
will handle the current and projected aviation activity in the Seward
Highway segment at the Anchorage International Airport ATC Facility,
without additional staff or additional equipment.
In view of the minimal cost of compliance, enhanced safety, and
simplified aircraft operating procedures covering the Anchorage, AK,
Terminal Area, the FAA has determined that this rule is cost-
beneficial.
Final Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 establishes ``as a principle
of regulatory issuance that agencies shall endeavor, consistent with
the objective of the rule and of applicable statutes, to fit regulatory
and informational requirements to the scale of the business,
organizations, and governmental jurisdictions subject to regulation.''
To achieve that principle, the Act requires agencies to solicit and
consider flexible regulatory proposals and to explain the rationale for
their actions. The Act covers a widerange of small entities, including
small businesses, not-for-profit organizations and small governmental
jurisdictions.
Agencies must perform a review to determine whether a proposed or
final rule will have a significant economic impact on a substantial
number of small entities. If the determination is that it will, the
agency must prepare a regulatory flexibility analysis (RFA) as
described in the Act.
However, if an agency determines that a proposed or final rule is
not expected to have a significant economic impact on a substantial
number of small entities, section 605(b) of the 1980 act provides that
the head of the agency may so certify and an RFA is not required. The
certification must include a statement providing the factual basis for
this determination, and the reasoning should be clear.
Small entities will incur negligible, if any, cost with the
implementation of this rule. This rule will impact operators of
aircraft who do not meet Class D airspace navigational equipment
standards (primarily part 135 aircraft without two-way radios).
However, in Alaska, nearly 100 percent of aircraft operators already
have this equipment and routinely fly into airspace where such
equipment requirements are already in place. Also, those operators that
do not have two-way radios can easily fly above the airspace where two-
way radios are required. Accordingly, the FAA certifies that this rule
will not have a significant economic impact on a substantial number of
small entities.
International Trade Impact Assessment
This rule will not impose a competitive disadvantage to either US
air carriers doing business abroad or foreign air carriers doing
business in the United States. This assessment is based on the fact
that this rule will not impose additional costs on either US or foreign
air carriers. This rule will have no effect on the sale of foreign
aviation products or services in the United States, nor will it affect
the sale of united States aviation products or services in foreign
countries.
Unfunded Mandates Assessment
Title II of the Unfunded Mandates Reform Act of 1995 (the act),
enacted as Pub. L. 104-4 on March 22, 1995, requires each Federal
agency, to the extent permitted by law, to prepare a written assessment
of the effects of any Federal mandate in a proposed or final agency
rule that may result in the expenditure of $100 million or more
adjusted annually for inflation in any
[[Page 14976]]
one year by State, local, and tribal governments, in the aggregate, or
by the private sector. Section 204(a) of the ACT, 2 U.S.C. 1534(a),
requires the Federal agency to develop an effective process to permit
timely input by elected officers (or their designees) of State, local
and tribal governments on a proposed ``significant intergovernmental
mandate.'' A ``significant intergovernmental mandate'' under the Act is
any provision in a Federal agency regulation that would impose an
enforceable duty upon state, local, tribal governments, in the
aggregate (of $100 million adjusted annually for inflation) in any one
year. Section 203 of the ACT, 2 U.S.C. 1533, which supplements section
204(a), provides that before establishing any regulatory requirements
that might significantly or uniquely affect small governments, the
agency shall have developed a plan that, in part, provides for notice
to potentially affected small governments, if any, and for a meaningful
and timely opportunity to provide input in the development of
regulatory proposals.
This rule does not contain any Federal intergovernmental mandates,
but does contain a private sector mandate. However, because
expenditures by the private sector will not exceed $100 million
annually, the requirements of Title II of the Unfunded Mandates Reform
Act of 1995 do not apply.
List of Subjects in 14 CFR Part 93
Air traffic control, Airports, Alaska, Navigation (air) and
Reporting and recordkeeping requirements.
The Amendment
The FAA is amending Title 14 of the Code of Federal Regulations,
subpart D, Anchorage, Alaska, Terminal Area as follows:
PART 93--SPECIAL AIR TRAFFIC RULES AND AIRPORT TRAFFIC PATTERNS
1. The authority citation for part 93 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40103, 40106, 40109, 40113, 44502,
44514, 44701, 44719, 46301.
2. Section 93.51 is revised to read as follows:
Sec. 93.51 Applicability.
This subpart prescribes special air traffic rules and traffic
patterns for aircraft operating in the Anchorage, Alaska, Terminal
Area.
3. Section 93.53 is revised to read as follows:
Sec. 93.53 Description of area.
The Anchorage, Alaska, Terminal Area is designated as that airspace
extending upward from the surface to the upper limit of each of the
segments described in Sec. 93.55. It is bounded by a line beginning at
Point MacKenzie, extending westerly along the bank of Knik Arm to a
point intersecting the 350 deg. bearing from the Anchorage
International ATCT; thence north to intercept the 5.2-mile arc centered
on the geographical center of Anchorage, Alaska, ATCT; thence
counterclockwise along that arc to its intersection with a line bearing
180 deg. from the intersection of the new Seward Highway and
International Airport Road; thence due north to O'Malley Road; thence
east along O'Malley Road to its intersection with Lake Otis Parkway;
thence northerly along Lake Otis Parkway to its intersection with
Abbott Road; thence east along Abbott Road to its intersection with
Abbott Loop Road; thence north to its intersection with Tudor Road;
thence easterly along Tudor Road to its intersection with Muldoon Road;
thence northerly along Muldoon Road to the intersection of the Glenn
Highway; thence north and east along the Glenn Highway to Ski Bowl
Road; thence southeast along the Ski Bowl Road to a point one-half mile
south of the Glenn Highway; thence north and east one-half mile south
of and parallel to the Glenn Highway to its intersection with a line
one-half mile east of and parallel to the Bryant Airport Runway 16/34
extended centerline; thence northeast along a line one-half mile east
of and parallel to Bryant Airport Runway 16/34 extended centerline to
lat. 61 deg.16'13''N., long. 149 deg.37'35''W.; thence west along lat.
61 deg.17'13''N., to long. 149 deg.43'08''W.; thence north along long.
149 deg.43'08''W., to lat. 61 deg.17'30''N.; thence to lat.
61 deg.17'58''N., long 149 deg.44'08''W.; thence to lat.
61 deg.19'10''N., long. 149 deg.46'44''W.; thence north along long.
149 deg.46'44''W., to intercept the 4.7-mile radius arc centered on
Elmendorf Air Force Base (AFB), Alaska; thence counterclockwise along
the 4.7-mile radius arc to its intersection with the west bank of Knik
Arm; thence southerly along the west bank of Knik Arm to the point of
beginning.
4. Section 93.55 is revised to read as follows:
Sec. 93.55 Subdivision of Terminal Area.
The Anchorage, Alaska, Terminal Area is subdivided as follows:
(a) International segment. That area from the surface to and
including 4,100 feet MSL, within a 5.2-mile radius of the Anchorage
International ATCT; excluding that airspace east of the 350 deg.
bearing from the Anchorage International ATCT and north of the 090 deg.
bearing from the Anchorage International ATCT and east of a line
bearing 180 deg. and 360 deg. from the intersection of the new Seward
Highway and International Airport Road and the airspace extending
upward from the surface to but not including 600 feet MSL, south of
lat. 61 deg.08'28''N.
(b) Merrill segment. That area from the surface to an including
2,500 feet MSL, within a line beginning at Point Noname; thence direct
to the mouth of Ship Creek; thence direct to the intersection of the
Glenn Highway and Muldoon Road; thence south along Muldoon Road to
Tudor Road; thence west along Tudor Road to the new Seward Highway;
thence direct to West Anchorage High School; thence direct to Point
MacKenzie; thence via the north bank of Knik Arm to the point of
beginning.
(c) Lake Hood segment. That area from the surface to and including
2,500 feet MSL, within a line beginning at Point MacKenzie; thence
direct to West Anchorage High School; thence direct to the intersection
of Tudor Road and the new Seward Highway; thence south along the new
Seaward Highway to the 090 deg. bearing from the Anchorage
International ATCT; thence west direct to the Anchorage International
ATCT; thence north along the 350 deg. bearing from the Anchorage
International ATCT to the north bank of Knik arm; thence via the north
bank of Knik Arm to the point of beginning.
(d) Elmendorf segment. That area from the surface to and including
3,000 feet MSL, within a line beginning at Point Noname; thence via the
north bank of Knik Arm to the intersection of the 4.7-mile radius of
Elmendorf AFB; thence clockwise along the 4.7-mile radius of Elmendorf
AFB to long. 149 deg.46'44''W.; thence south along long.
149 deg.46'44''W. to lat. 61 deg.19'10''N.; thence to lat.
61 deg.17'58''N., long. 149 deg.44'08''W.; thence to lat.
61 deg.17'30''N., long. 149 deg.43'08''W.; thence south along long.
149 deg.43'08''W. to the Glenn Highway; thence south and west along the
Glenn Highway to Muldoon Road; thence direct to the mouth of Ship
Creek; thence direct to the point of beginning.
(e) Bryant segment. That area from the surface to and including
2,000 feet MSL, within a line beginning at lat. 61 deg.17'13''N., long.
149 deg.43735''W.; thence west along lat. 61 deg.17'13''N., to long.
149 deg.43'08''W.; thence south along long. 149 deg.43'08''W., to the
Glenn Highway; thence north and east along the Glenn Highway to Ski
Bowl Road;
[[Page 14977]]
thence southeast along the Ski Bowl Road to a point one-half mile south
of the Glenn Highway; thence north and east one-half mile south of and
parallel to the Glenn Highway to its intersection with a line one-half
mile east of and parallel to the Bryant Airport Runway \16/34\ extended
centerline; thence northeast along a line one-half mile east of and
parallel to Bryant Airport runway \16/34\ extended centerline to the
point of beginning.
(f) Seward Highway segment. That area from the surface to an
including 4,100 feet MSL, within a line beginning at the intersection
of a line bearing 180 deg. from the intersection of the new Seward
Highway and International Airport Road, and O'Malley Road; thence east
along O'Malley Road to its intersection with Lake Otis Park Way, lat.
61 deg.40723''N., long 149 deg.50'03''W.; thence northerly along Lake
Otis Park Way to its intersection with Abbott Road, lat.
61 deg.08'14''N., long. 149 deg.50'03''W.; thence east along Abbott
Road to its intersection with Abbott Loop Road, lat. 61 deg.08'14''N.,
long. 149 deg.48'16''W.; thence due north to intersect with Tudor Rod,
lat. 61 deg.10'51''N., long. 149 deg.48'16''W.; thence west along Tudor
Road to its intersection with the new Seward Highway, lat.
61 deg.10'51''N., long. 149 deg.51'38''W.; thence south along the new
Seward Highway to its intersection with a line bearing 180 deg. and
360 deg. from the intersection of the new Seward Highway and
International Airport Road; thence south to the point of beginning.
5. Section 93.57 is revised to read as follows:
Sec. 93.57 General rule: All segments.
(a) Each person operating an aircraft to, from, or on an airport
within the Anchorage, Alaska, Terminal Area shall operate that aircraft
according to the rules set forth in this section and Secs. 93.59,
93.61, 93.63, 93.65, 93.67, or 93.68 as applicable, unless otherwise
authorized or required by ATC.
(b) Each person operating an airplane within the Anchorage, Alaska
Terminal Area shall conform to the flow of traffic depicted on the
appropriate aeronautical charts.
(c) Each person operating a helicopter shall operate it in a manner
so as to avoid the flow of airplanes.
(d) Except as provided in Sec. 93.65 (d) and (e), and
Sec. 93.67(b), each person operating an aircraft in the Anchorage,
Alaska, Terminal Area shall operate that aircraft only within the
designated segment containing the arrival or departure airport.
(e) Except as provided in Secs. 93.63(d) and 93.67(b), each person
operating an aircraft in the Anchorage, Alaska, Terminal Area shall
maintain two-way radio communications with the ATCT serving the segment
containing the arrival or departure airport.
6. Section 93.59 is revised to read as follows:
Sec. 93.59 General rules: International segment.
(a) No person may operate an aircraft at an altitude between 1,200
feet MSL and 2,000 feet MSL in that portion of this segment lying north
of the midchannel of Knik Arm.
(b) Each person operating an airplane at a speed of more than 105
knots within this segment (except that part described in paragraph (a)
of this section) shall operate that airplane at an altitude of at least
1,600 feet MSL until maneuvering for a safe landing requires further
descent.
(c) Each person operating an airplane at a speed of 105 knots or
less within this segment (except that part described in paragraph (a)
of this section) shall operate that airplane at an altitude of at least
900 feet MSL until maneuvering for a safe landing requires further
descent.
7. Section 93.61 is revised to read as follows:
Sec. 93.61 General rules: Lake Hood segment.
(a) No person may operate an aircraft at an altitude between 1,200
feet MSL and 2,000 feet MSL in that portion of this segment lying north
of the midchannel of Knik Arm.
(b) Each person operating an airplane within this segment (except
that part described in paragraph (a) of this section) shall operate
that airplane at an altitude of at least 600 feet MSL until maneuvering
for a safe landing requires further descent.
8. Section 93.63 is revised to read as follows:
Sec. 93.63 General rules: Merrill segment.
(a) No person may operate an aircraft at an altitude between 600
feet MSL and 2,000 feet MSL in that portion of this segment lying north
of the midchannel of Knik Arm.
(b) Each person operating an airplane at a speed of more than 105
knots within this segment (except for that part described in paragraph
(a) of this section) shall operate that airplane at an altitude of at
least 1,200 feet MSL until maneuvering for a safe landing requires
further descent.
(c) Each person operating an airplane at a speed of 105 knots or
less within this segment (except for that part described in paragraph
(a) of this section) shall operate that airplane at an altitude of at
least 900 feet MSL until maneuvering for a safe landing requires
further descent.
(d) Whenever the Merrill ATCT is not operating, each person
operating an aircraft either in that portion of the Merrill segment
north of midchannel of Knik Arm, or in the Seward Highway segment at or
below 1200 feet MSL, shall contact Anchorage Approach Control for wake
turbulence and other advisories. Aircraft operating within the
remainder of the segment should self-announce intentions on the Merrill
Field CTAF.
9. Section 93.65 is revised to read as follows:
Sec. 93.65 General rules: Elmendorf segment.
(a) Each person operating a turbine-powered aircraft within this
segment shall operate that aircraft at an altitude of at least 1,700
feet MSL until maneuvering for a safe landing requires further descent.
(b) Each person operating an airplane (other than turbine-powered
aircraft) at a speed of more than 105 knots within this segment shall
operate that airplane at an altitude of at least 1,200 feet MSL until
maneuvering for a safe landing requires further descent.
(c) Each person operating an airplane (other than turbine-powered
aircraft) at a speed of 105 knots or less within the segment shall
operate that airplane at an altitude of at least 800 feet MSL until
maneuvering for a safe landing requires further descent.
(d) A person landing or departing from Elmendorf AFB; may operate
that aircraft at an altitude between 1,500 feet MSL and 1,700 feet MSL
within that portion of the International and Lake Hood segments lying
north of the midchannel of Knik Arm.
(e) A person landing or departing from Elmendorf AFB, may operate
that aircraft at an altitude between 900 feet MSL and 1,700 feet MSL
within that portion of the Merrill segment lying north of the
midchannel of Knik Arm.
(f) A person operating in VFR conditions, at or below 600 feet MSL,
north of a line beginning at the intersection of Farrell Road and the
long. 149 deg.43'08''W.; thence west along Farrell Road to the east end
of Sixmile Lake; thence west along a line bearing on the middle of Lake
Lorraine to the northwest bank of Knik Arm; is not required to
establish two-way radio communications with ATC.
10. Section 93.67 is revised to read as follows:
Sec. 93.67 General rules: Bryant segment.
(a) Each person operating an airplane to or from the Bryant Airport
shall
[[Page 14978]]
conform to the flow of traffic shown on the appropriate aeronautical
charts, and while in the traffic pattern, shall operate that airplane
at an altitude of at least 1,000 feet MSL until maneuvering for a safe
landing requires further descent.
(b) Each person operating an aircraft within the Bryant segment
should self-announce intentions on the Bryant Airport CTAF.
11. Section 93.68 is added to read as follows:
Sec. 93.68 General rules: Seward Highway segment.
(a) Each person operating an airplane in the Seward Highway segment
shall operate that airplane at an altitude of at least 1,000 feet MSL
unless maneuvering for a safe landing requires further descent.
(b) Each person operating an aircraft at or below 1,200 feet MSL
that will transition to or from the Lake Hood or Merrill segment shall
contact the appropriate ATCT prior to entering the Seward Highway
segment. All other persons operating an airplane at or below 1,200 feet
MSL in this segment shall contact Anchorage Approach Control.
(c) At all times, each person operating an aircraft above 1,200 MSL
shall contact Anchorage Approach Control prior to entering the Seward
Highway segment.
12. Section 93.69 is revised to read as follows:
Sec. 93.69 Special requirements, Lake Campbell and Sixmile Lake
Airports.
Each person operating an aircraft to or from Lake Campbell or
Sixmile Lake Airport shall conform to the flow of traffic for the Lake
operations that are depicted on the appropriate aeronautical charts.
Appendix A--[Removed]
13. Appendix A, of part 93 is removed.
Issued in Washington, DC on March 24, 1999.
Jane F. Garvey,
Administrator.
[FR Doc. 99-7625 Filed 3-26-99; 8:45 am]
BILLING CODE 4910-13-M
