[Federal Register Volume 62, Number 190 (Wednesday, October 1, 1997)]
[Proposed Rules]
[Pages 51564-51569]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-25828]
[[Page 51563]]
_______________________________________________________________________
Part VIII
Department of Transportation
_______________________________________________________________________
Federal Aviation Administration
_______________________________________________________________________
14 CFR Part 93
Anchorage, Alaska, Terminal Area; Proposed Rule
Federal Register / Vol. 62, No. 190 / Wednesday, October 1, 1997 /
Proposed Rules
[[Page 51564]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 93
[Docket No. 29029; Notice No. 97-14]
RIN 2120-AG45
Anchorage, Alaska, Terminal Area
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This action proposes to amend the regulations regarding the
Anchorage, Alaska, Terminal Area by revising the description of the
Anchorage, Alaska, Terminal Area and the communication requirements for
operating in the area; adding a new segment with communication
requirements east of Anchorage International Airport; changing several
altitude requirements; modifying the vertical limits of certain
segments; updating the communications requirements for operations in
several segments due to the decommissioning of certain air traffic
control facilities; and making minor editorial changes. The FAA is
proposing this action to enhance safety and simplify aircraft operating
procedures in the Anchorage, Alaska, Terminal Area.
DATES: Comments must be received on or before November 17, 1997.
ADDRESSES: Comments on this notice should be mailed, in triplicate, to:
Federal Aviation Administration, Office of the Chief Counsel,
Attention: Rules Docket (AGC-200), Docket No. [29029], 800 Independence
Avenue, SW., Washington, DC 20591. Comments may also be sent
electronically to the following Internet address: 9-NPRM-
[email protected]. Comments delivered must be marked Docket No. [29029].
The official docket may be examined in the Rules Docket, Office of the
Chief Counsel, Room 916G, weekdays between 8:30 a.m. and 5:00 p.m.,
except on Federal holidays.
FOR FURTHER INFORMATION CONTACT: Mr. Joseph C. White, 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:
Comments Invited
Interested persons are invited to participate in the making of the
proposed rule by submitting such written data, views, or arguments as
they may desire. Comments that provide the factual basis supporting the
views and suggestions presented are particularly helpful in developing
reasoned regulatory decisions on the proposal. Comments are
specifically invited on the overall regulatory, aeronautical, economic,
environmental, and energy-related aspects of the proposal. Substantive
comments should be accompanied by cost estimates. Comments should
identify the regulatory docket or notice number and should be submitted
in triplicate to the Rules Docket address specified above. All comments
received on or before the closing date for comments specified will be
considered by the Administrator before taking action on this proposed
rulemaking. The proposals contained in this notice may be changed in
light of comments received. All comments received will be available,
both before and after the closing date for comments, in the Rules
Docket for examination by interested persons. A report summarizing each
substantive public contact with FAA personnel concerned with this
rulemaking will be filed in the docket.
Commenters wishing the FAA to acknowledge receipt of their comments
on this notice must include a self-addressed, stamped postcard on which
the following statement is made: ``Comment to Docket No. [29029].'' The
postcard will be date/time stamped and returned to the commenter.
Availability of NPRM's
Any person may obtain a copy of this NPRM by submitting a request
to the Federal Aviation Administration, Office of Rulemaking, 800
Independence Avenue, SW., Washington, DC 20591, or by calling (202)
267-9677. Communications must identify the notice number of this NPRM.
Persons interested in being place on a mailing list for future FAA
NPRM's should request a copy of Advisory Circular No. 11-2A, Notice of
Proposed Rulemaking Distribution System, which describes application
procedures.
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 webpage at http://www.access.gpo.gov/su__docs
for access to recently published rulemaking documents.
Background
On December 17, 1991, the FAA published, in the Federal Register,
the Airspace Reclassification Final Rule (56 FR 65638). The purpose of
this rule was to change various airspace designations. Among other
changes, airport traffic areas were changed to encompass ``Classes'' of
airspace and to include Class A, B, C, D, E, and G airspace areas.
While these changes were designed to apply to all similarly designated
airspace areas, subpart D of part 93 was not amended to reclassify the
Anchorage, Alaska, Terminal Area.
Additionally, the Bryant Airport Traffic Control Tower (ATCT) and
the Anchorage Flight Service Station (FSS) were decommissioned.
However, no corresponding changes were initiated to amend part 93,
subpart D to reflect the closure of the facilities.
In this action, the FAA proposes to replace the term ``Airport
Traffic Area'' with the new term of ``Terminal Area.'' Also, this
action would delete references in part 93 to the Bryant ATCT and the
Anchorage FSS, and establish a new Seward Highway segment and
communication requirements for aircraft operating in this new Seward
Highway segment. These changes would update part 93 to reflect airspace
designations as they exist today in the vicinity of Anchorage, Alaska.
In addition, several changes would be made to the following part 93
sections.
Analysis of the Proposed Changes
Part 93, subpart D prescribes rules governing the operation of
aircraft in the vicinity of those airports in the Anchorage, Alaska,
Terminal Area (28 FR 6715, June 29, 1963).
Currently, there are aeronautical charts that graphically depict
the Anchorage, Alaska, Terminal Area. These aeronautical charts are
updated frequently without the requirement of any rulemaking action.
Consolidated updates of chart changes are available every 56 days in
the Alaska Supplement of the flight information publication. The
purpose of this supplement, among others, is to provide major changes
in aeronautical information that have occurred since the last
publication date of each Sectional Aeronautical Chart, World
Aeronautical Chart, or Terminal Area Chart. Further, current
information can be gained 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
[[Page 51565]]
flight. Therefore, the FAA is proposing to remove appendix A of part
93--Anchorage Airport Traffic Area: Traffic Patterns.
Section 93.51--Applicability
The FAA is proposing to replace the term ``Airport Traffic Area''
with the new term ``Terminal Area.'' This proposed change would
incorporate changes implemented by the Airspace Reclassification Final
Rule.
Section 93.53--Description of Area
The FAA is proposing to change the description and boundaries of
the Anchorage, Alaska, Airport Traffic Area (hereafter referred to as
Terminal Area). Currently, Sec. 93.53 describes the Anchorage, Alaska,
Terminal Area both in terms of its geographical boundaries and vertical
dimensions. The FAA proposes to limit the description of the Anchorage,
Alaska, Terminal Area, in this section, to geographical boundaries and
delete reference to any vertical dimension. Additionally, the FAA is
proposing to change to replace the term ``Airport Traffic Area'' with
the new term ``Terminal Area.''
Section 93.55--Subdivision of Area
The FAA proposes to modify the description of the Anchorage,
Alaska, 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 provided a uniform
altitude of up to 3,000 feet mean sea level (MSL). This action proposes
to describe the segment areas geographically and vertically to conform
with other proposed operational changes within each segment. This
action also proposes to add the geographical boundaries and vertical
dimension of the proposed Seward Highway segment by designating a new
paragraph (f). Additionally, the FAA is proposing to delete any
references to term ``airport traffic area.''
Section 93.57--General Rules: All Segments
This section describes general rules for operations conducted in
all segments of the Anchorage, Alaska, Terminal Area. The FAA proposes
to add the new Seward Highway segment in Sec. 93.57(a) and
Sec. 93.57(e). The FAA is also proposing to add the Bryant segment
operational requirements to the exception listed in Sec. 93.57(d) and
Sec. 93.57(e). Additionally, the FAA is proposing to delete any
references to the term ``airport traffic area.''
Section 93.61--General Rules: Lake Hood Segment
The FAA proposes to raise the minimum operating altitude provided
in Sec. 93.61 for noise mitigation purposes. This section currently
states: each person operating an airplane within the segment (except
that part described in paragraph (a) of this section) shall operate it
at an altitude of at least 600 feet MSL until maneuvering for a safe
landing requires further descent. The FAA is proposing to raise the
minimum operating altitude from 600 to 1,000 feet MSL.
Section 93.63--General Rules: Merrill Segment
The FAA proposes to amend Sec. 93.63(d), which currently requires
anyone operating an aircraft in the Merrill segment of the Anchorage
Terminal Area to maintain two-way radio communication with the
Anchorage Flight Service Station (FSS). The Anchorage FSS was
decommissioned in June of 1993; but Sec. 93.63(d) was not amended to
reflect this closure. This action proposes to require pilots operating
in the described area to contact the Anchorage ATCT when the Merrill
ATCT is not operating. This change would update Sec. 93.63(d) by
reflecting current operating practices.
Section 93.65--General Rules: Elmendorf Segment
The FAA proposes to amend Sec. 93.65 as follows: (1) amend the
required minimum operating altitude; and (2) add a new paragraph (f).
The FAA is proposing to raise the minimum operating altitude
provided in Sec. 93.65(b). This section currently requires each person
operating an airplane at a speed of 105 knots or less within the
Elmendorf segment shall operate it at an altitude of at least 700 feet
MSL until maneuvering for a safe landing requires further descent. The
FAA proposes to amend Sec. 93.65(b) by raising the minimum operating
altitude, for other than turbine-powered airplanes, from 700 to 800
feet MSL. This change would enhance safety by requiring airplanes to
operate at a higher altitude and accommodate tree growth in the area.
In addition, the FAA proposes to add a new paragraph (f) to
Sec. 93.65. Section 93.65(f) would permit pilots operating to and from
Sixmile Lake, within a defined portion of the Elmendorf segment and in
accordance with visual flight rules (VFR), to operate without
establishing two-way radio communication with air traffic control
(ATC).
Section 93.67--General Rules: Bryant Segment
The FAA proposes to amend the rules for operating in the Bryant
segment of the Anchorage, Alaska, Terminal Area prescribed under
Sec. 93.67. The Bryant ATCT was decommissioned on September 30, 1995,
but the regulations were never amended to reflect that change. This
action proposes to change the language in Sec. 93.67(b) to state: (1)
Aircraft operating to or from the Bryant Airport shall conform to the
flow of traffic shown on the appropriate aeronautical charts; and (2)
when operating within the Bryant segment, pilots should self-announce
on Bryant Airport Common Traffic Advisory Frequency (CTAF). This change
will also enhance air traffic efficiency in the area.
Section 93.68
The FAA is proposing to add a new section, Sec. 93.68, to part 93.
This new section will prescribe rules for operating in the proposed
Seward Highway segment of the Anchorage, Alaska, Terminal Area. This
segment and corresponding operating rules are being proposed to
efficiently manage air traffic due to an increase in aircraft
operations in the area.
The Proposal
This action proposes to amend the regulations regarding the
Anchorage, Alaska, Terminal Area by revising the description of the
Anchorage, Alaska, Terminal Area and the communication requirements for
operating in the area; adding a new segment with communication
requirements east of Anchorage International Airport; changing several
altitude requirements; modifying the vertical limits of certain
segments; updating the communications requirements for operations in
several segments due to the decommissioning of certain air traffic
control facilities; and removing appendix A of part 93. The FAA is
proposing this action to enhance safety and simplify aircraft operating
procedures in the Anchorage, Alaska, Terminal Area.
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
[[Page 51566]]
agencies to assess the effect of regulatory changes on small entities
changes on international trade. In conducting these analyses, the FAA
has determined that this NPRM: (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. These analyses are summarized here in the preamble and
the full Regulatory Evaluation is in the docket.
Background
The FAA is proposing to amend part 93 of the Federal Aviation
Regulations (14 CFR part 93) by modifying the description of the
Anchorage, Alaska Terminal Area; revising communication equipment
requirements for operators within the airspace area; adding a new
segment with communication requirements east of Anchorage International
Airport; altering several existing altitude requirements; modifying
vertical limits of certain segments; and making editorial changes to
ensure consistency between previous modifications. Section 93.55(f)
proposes the addition of the new Seward Highway segment. Section
93.61(b) proposes to raise the minimum operation altitude in the Lake
Hood Segment to 1,000 feet MSL from 600 feet MSL, for the purpose of
noise abatement. Section 93.65(c) proposes to raise the minimum
operation altitude, for other than turbine powered aircraft, in the
Merrill Segment from at least 700 feet MSL to 800 feet MSL, due to the
growth of trees in the area. It is believed these increases in altitude
requirements would not have a significant cost impact. However, the FAA
is soliciting public comments on the effects of these proposed
increases in altitude.
Benefits
For many years, the predominant direction for aircraft departures
was to the west. However, in recent years, transport category aircraft
have been departing eastbound from Anchorage International Airport with
increasing frequency. These eastbound departures increase the number of
aircraft operations and operational complexity in the airspace east of
Anchorage International Airport. In order to reduce the potential risk
of a midair collision in that airspace, the FAA is proposing to
establish the Seward Highway segment east of the Anchorage
International Airport. This proposed change would require general
aviation (GA) aircraft operating in that airspace segment to establish
and maintain radio contact with ATC. This proposed change would assist
in the management of aircraft operations and would impose minimal, if
any, additional costs on aircraft operating in the area.
In addition, this NPRM would generate benefits in terms of clarity
of existing regulations. The FAA contends that the establishment of the
proposed rule would simplify aircraft operating procedures in the
Anchorage, Alaska, Terminal Area.
Costs
Cost Impact on Aircraft Operators
This determination is based on data contained in the most recent
General Aviation and Avionics Survey Report. The report indicates an
estimated 92 percent of all Alaskan GA aircraft operators are already
equipped with two-way radios. The FAA has also determined that
operators without two-way radios would not have to circumnavigate the
airspace area, but would instead fly above the 4,100 feet MSL ceiling
of the Seward Highway segment without significantly deviating from
their regular flight paths. Proposed changes to Secs. 93.57(d),
93.61(b), and 93.65(c) are descriptive of altitude changes that would
impose negligible or no additional cost on operators. Therefore, the
FAA has determined that this proposed amendment would impose minimal,
if any, cost on aircraft operators.
Cost Impact on the FAA
Currently, Part 93, Subpart D, makes reference to Anchorage FSS and
Bryant ATCT. However, the FAA decommissioned the Anchorage FSS in June
of 1993. Further, on September 30, 1995, the FAA decommissioned the
Bryant ATCT and established the Bryant Airport Common Traffic Advisory
Frequency (CTAF). These proposed changes correct these references and
do not impose any cost on the agency. The agency has also determined
that it could handle the current and projected aviation activity in the
Seward Highway segment without needing any additional staff or
equipment at Anchorage International Airport ATC Facility. Therefore,
the FAA has determined there would be no additional cost as a result of
the proposed editorial and description modifications to 14 CFR part 93.
In view of the minimal cost of compliance, enhanced clarity of FAA
regulations covering the Anchorage, AK, Terminal Area, the FAA has
determined that this NPRM would be cost-beneficial.
Initial Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 (RFA), as amended, was
enacted by Congress to ensure that small entities are not unnecessarily
and disproportionately burdened by Federal regulations. The RFA
requires a Regulatory Flexibility Analysis if a proposed rule would
have ``significant economic impact on a substantial number of small
entities.'' FAA Order 2100.14A outlines the FAA's procedures and
criteria for implementing the RFA.
The small entities that may potentially incur minimal, if any, cost
with the implementation of this proposed rule are operators of aircraft
who do not meet Class D airspace navigational equipment standards
(primarily part 135 aircraft without two-way radios). The small
entities potentially impacted by the NPRM would not incur any cost for
additional navigational equipment or complying with more rigorous
operating procedures because they 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. Therefore, the FAA has initially
determined that this NPRM would not have a significant economic impact
on a substantial number of small entities.
International Trade Impact Assessment
The NPRM would not constitute a barrier to international trade,
including the export of American goods and services to foreign
countries and the import of foreign goods and services into the United
States. This assessment is based on the fact that the proposed rule
would neither impose costs on aircraft operators nor aircraft
manufacturers (U.S. or foreign).
Unfunded Mandates Assessment
Title II of the Unfunded Mandates Reform Act of 1995 (the ACT),
enacted as Public Law 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 one year by State, local, and
tribal
[[Page 51567]]
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, and 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 among other things, 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 NPRM does not contain any Federal intergovernmental or private
sector mandate. Therefore, the requirements of Title II of the Unfunded
Mandates Reform ACT of 1995 do not apply.
Federalism Implications
The regulation proposed herein would not have substantial direct
effects on the States, on the relationship between the national
government and the States, or on the distribution of power and
responsibilities among the various levels of government. Therefore, in
accordance with Executive Order 12612 (52 FR 41695, October 30, 1987),
it is determined that this proposed rule does not have sufficient
federalism implications to warrant the preparation of a Federalism
Assessment.
Paperwork Reduction Act
There are no requirements for information collection associated
with this proposed rule that would require approval from the Office of
Management and Budget pursuant to the Paperwork Reduction Act of 1995
(44 U.S.C. 3507(d)).
International Civil Aviation Organization (ICAO) and Joint Aviation
Regulations
In keeping with the U.S. obligations under the Convention on
International Civil Aviation, it is FAA policy to comply with ICAO
Standards and Practices to the maximum extent practicable. For this
notice, the FAA has determined that this proposal, if adopted, would
not present any differences.
Conclusion
For the reasons discussed in the preamble, and based on the
findings in the Regulatory Flexibility Determination and the
International Trade Impact Assessment, the FAA has determined that this
proposed regulation is not a ``significant regulatory action'' under
Executive Order 12866. In addition, the FAA certifies that this
proposed regulation will not have a significant economic impact,
positive or negative, on a substantial number of small entities under
the criteria of the Regulatory Flexibility Act. This proposal is not
considered significant under DOT Order 2100.5, Policies and Procedures
for Simplification, Analysis, and Review of Regulations. An Initial
Regulatory Flexibility Determination and International Impact
Assessment have been placed in the docket. A copy may be obtained by
contacting the person identified under FOR FURTHER INFORMATION CONTACT.
List of Subjects in 14 CFR Part 93
Air traffic control, Airports, Alaska, Navigation (air), and
Reporting and recordkeeping requirements.
The Proposed Amendment
The Federal Aviation Administration proposes to amend Title 14 of
the Code of Federal Regulations, part 93, 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 the new Seward
Highway; thence northerly along the new Seward Highway to its
intersection with 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
intersect 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 meridian long. 149 deg.43'08'' W.; thence north along
meridian long. 149 deg.43'08'' W. to lat. 61 deg.17'28'' N.; thence to
lat. 61 deg.15'58'' N., long. 149 deg.44'08'' W.; thence to lat.
61 deg.19'36'' N., long. 149 deg.46'44'' W.; thence north along
meridian long. 149 deg.46'44'' W. to intercept the 4.7-mile radius arc
centered on the 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 ATCT and north of the 090 deg. bearing from
the Anchorage 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 and 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
[[Page 51568]]
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
Seward 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.19'36'' N.; thence to lat.
61 deg.15'58'' N., long. 149 deg.44'08'' W.; thence to lat.
61 deg.17'28'' 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.37'35'' W.; thence west along lat. 61 deg.17'13'' N., to
long. 149 deg.43'08'' W. line; 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; 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 and
including, 4,100 feet MSL, within a line beginning at the intersection
new Seward Highway and O'Malley Road, lat. 61 deg.07'23'' N., long.
149 deg.51'23'' W.; thence east along O'Malley Road to its intersection
with Lake Otis Park Way, lat. 61 deg.07'23'' 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 Road, lat. 61 deg.20'51'' 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 to the point of beginning.
5. Section 93.57 is revised to read as follows:
Sec. 93.57 General rules: 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
avoiding 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 1,000 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 on the airport or in the traffic pattern; in that
portion of the Merrill segment north of midchannel of Knik Arm; or in
the Seward Highway segment shall contact Anchorage approach control.
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 it 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
[[Page 51569]]
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 and 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 conform to the flow of traffic shown on the appropriate
aeronautical charts, and while in the traffic pattern, shall operate 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 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 that will transition to the
Lake Hood or Merrill segment shall contact the appropriate ATCT prior
to entering the Seward Highway segment. During hours that the Merrill
ATCT is not operating, pilots shall contact Anchorage approach control
for transition through the Seward Highway segment to or from the
Merrill segment. All other pilots operating in or through the Seward
Highway segment shall contact Anchorage approach control.
Appendix A--[Removed]
12. Appendix A, of part 93 is removed.
Issued in Washington, DC on September 24, 1997.
Nancy B. Kalinowski,
Acting Program Director for Air Traffic Airspace Management.
[FR Doc. 97-25828 Filed 9-30-97; 8:45 am]
BILLING CODE 4910-13-P