[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]]

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Part VIII





Department of Transportation





_______________________________________________________________________



Federal Aviation Administration



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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).

-----------------------------------------------------------------------

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

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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