Anchorage, Alaska, Terminal Area

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

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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