**Weather Impact Playbook (WIP)**

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height="4.583333333333333in"}

**ZAN (Anchorage, AK)**

**Center Weather Service Unit**

**Introduction and Overview**

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height="3.872916666666667in"}

The ZAN Airspace (Anchorage FAA Air Route Traffic Control Center (ARTCC)
area of responsibility) encompasses over 5,180,000 square kilometers
extending from the pole through SE Alaska, west past the end of the
Aleutian chain, and over western Alaska and waterways. This is about
2/3rds of the landmass of the entire continental U.S. When the ZAN
Flight Information Region (FIR) is superimposed across the "lower 48",
the area stretches from well into Quebec and nearly to Newfoundland,
Canada, down into the Gulf of Mexico through the Midwest to Seattle and
north into British Columbia, Canada.

![](media/image3.png)

The main National Airspace System (NAS) HUB airport is Anchorage,
although Fairbanks and Juneau are very important airports to ZAN Air
Traffic Managers. Bethel is considered the fourth HUB airport in Alaska
due to the criticality of getting aircraft into the area. Bethel serves
as a HUB for surrounding villages in the Kuskokwim delta. If aircraft
can't fly in, then the area is without basic supplies such as bread,
milk, medicine, mail, etc. Bethel and most of Alaska is accessible only
by airplane, sled dogs, and snow mobiles; although coastal sites are
also accessible by boat. Six other sites around the state are important
enough to require special forecasts updated every hour by CWSU
meteorologists. They are Deadhorse, Nome, King Salmon, Kodiak, Cold Bay,
and Kenai.

Alaska weather is quite complex and analysis of weather data presents
many challenges. There can be as many as 4 different weather systems
affecting different parts of the state. Water on 3 sides of the state
also provides ample moisture for wintertime fog and low clouds to
develop in most parts of Alaska, during the right meteorological
conditions, and for thunderstorm development in the summer for those
warmer inland locations, although occasional thunderstorms have occurred
in coastal areas, including Barrow and Deadhorse, Alaska on the Arctic
coastline. Sometimes those thunderstorms become severe. Tornadoes have
been photographed in the Bethel area and at Sand Point, on the Aleutian
chain.

As important as weather phenomena are to Air Traffic planning purposes,
volcanic ash is the greatest threat to Air Traffic and the management of
Air Traffic flow in and around Alaska. There are over 41 active
volcanoes in Alaska; 29 in Kamchatka, Russia; and 36 in the Kurile
Islands, Russia. Over half the volcanoes in Alaska, 9 in Kamchatka, and
zero in the Kurile Islands, are seismically monitored by volcanologists.
Web cameras are pointed at 3 volcanoes (Sheveluch, Klyuchevskoy, and
Bezymianny) in Russia and several Alaskan volcanoes (ie Augustine,
Veniaminof, Spurr, Fourpeaked, etc).

![](media/image4.png){width="6.0in" height="2.1354166666666665in"}

Flight tracks heading from Alaskan Airspace to Russia and Japan are
particularly vulnerable to both Russian and Alaskan volcanic eruptions,
although the height must be 25,000 feet or higher to impact flight
tracks. Low level ash eruptions from Alaskan volcanoes, especially from
the Cook Inlet volcanoes, (or the resuspension of old ash) can
immediately impact flight operations in and out Ted Stevens
International Airport in Anchorage as well as other airports in the
volcanic ash trajectory. Mt. Spurr, Augustine, and Redoubt are the most
active volcanoes in Cook Inlet.

![](media/image5.wmf)

## Facility and NWS Management Contact Information

1.  **Air Route Traffic Control Center (ARTCC) \_ZAN
    Anchorage\_\_\_\_\_\_\_\_\_**

    i.  Air Traffic Manager \_\_\_\_[Kevin
        Ford\_]{.underline}\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\
        Contact Information \_[907-269-1137
        \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

    ii. Assistant Air Traffic Manager [\_\_\_Darla Gerlach]{.underline}\
        Contact Information
        \_\_\_[907-269-1220]{.underline}\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

    iii. Air Traffic Executive Secretary \_\_[Savoeun (Pronounced
         "Sahvoon") Nay]{.underline}\
         Contact Information \_\_[907-269-1922]{.underline}

    iv. Airway Facilities \_\_ [Craig C. Withee]{.underline}
        \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\
        Contact Information \_\_\_\_\_[907-269-1828]{.underline}

    v.  Quality Assurance \_\_\_[Keith Lindsey (temp
        detail)]{.underline}\
        Contact Information \_\_\_[907-269-1139]{.underline}\_\_\_\_

    vi. Training Officer \_\_\_[Rhonda Mathews (Willie (Bill) Comer is
        Rhonda's boss)]{.underline}\
        Contact Information
        \_\_\_[907-269-1334]{.underline}\_\_\_\_\_\_\_\_\_\_\_

    vii. Logistics Officer \_[Debra Austin]{.underline}
         \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\
         Contact Information
         \_\_\_[271-5427]{.underline}\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

    viii. Flight Data \_\_\_[Lenny Olson]{.underline}\_\_\_\_\_\_\_\_\_

> Contact Information \_\_\_[907-269-1125]{.underline}\_\_\_\_\_\_\_\_\_

2.  **National Weather Service Aviation Contacts**

    i.  Alaska Aviation Weather Unit (AAWU) MIC \_\_[Tony
        Hall]{.underline}\
        Contact Information
        \_\_\_[907-266-5116]{.underline}\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

    ii. AAWU Lead Forecaster Desk
        \_\_[907-266-5110]{.underline}\_\_\_\_\_

    iii. AAWU Journey Forecaster Desk
         \_\_[907-266-5109]{.underline}\_\_\_\_

    iv. ANC WFO Meteorologist in Charge (MIC) \_\_\_[Bob
        Hopkins]{.underline}\_\_\_\_\_\_\_

> Contact Information
> \_\_\_\_[907-266-5120]{.underline}\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

v.  ANC WFO Science Operations Officer (SOO) \_\_[Carven
    Scott]{.underline}\_\_\_\_\
    Contact Information
    \_\_\_[907-266-5111]{.underline}\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

vi. Regional Aviation Meteorologist (RAM) \_\_\_[Duane
    Carpenter]{.underline}\_\_\_\_\_

> Contact Information
> \_\_\_\_[907-271-5127]{.underline}\_\_\_\_\_\_\_\_\_\_

vii. National Volcanic Ash Meteorologist (ARH\_ [\_\_\_Jeffrey
     Osiensky\_\_\_\_\_\_]{.underline}\
     Contact Information
     \_\_\_\_[907-271-5132]{.underline}\_\_\_\_\_\_\_\_\_\_

viii. CWSU Meteorologist in Charge (MIC) \_\_[Kristine
      Nelson]{.underline}\_\_\_\_\_\_\_\
      Contact Information \_\_[907-269-1245 (office) or 907-952-2352
      (cell)]{.underline}\_\_\_\_\_\_

ix. WFO Administrative Services Assistant (ASA) \_[Debbie
    Brown]{.underline}\_\_\
    Contact Information
    \_\_\_[907-266-5142]{.underline}\_­­­­­\_\_\_\_\_\_\_\_\_

x.  Electronics Systems Analyst (ESA) [\_ Philip Mieczynski]{.underline}
    \_\_\_\_\_\
    Contact Information \_\_\_\_[907-266-5128]{.underline}\_\_\_\_\_

xi. Aviation Focal Point (AFP) \_\_\_[Ken
    Bennekamper]{.underline}\_\_\_\_\
    Contact Information \_\_[907-266-5105]{.underline}\_\_\_\_\_\_\_

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3.  **Supporting WFOs writing TAFs within the airspace (e.g., BOU)**

    i.  \_\_[WFO
        Anchorage]{.underline}\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

        a.  TAF Identifiers (e.g., COS, DEN, etc.) \_\_[PASN, PADU,
            PACD, PADQ, PAKN, PADL, PABE, PAIL, PANC, PAMC, PAHO, PAEN,
            PATK, PAAQ, PAGK, PAVD, PACV]{.underline}\_\_\_\_

        b.  Contact Information \_\_\_[907-266-5167]{.underline}
            \_\_\_\_\_\_

    ii. \_\_[WFO Fairbanks]{.underline}\_\_\_\_\_\_\_\_\_\_

        a.  TAF Identifiers (e.g., COS, DEN, etc.) \_\_[PABR, PAQT,
            PASC, PAOT, PAOM, PAUN, PAGA, PABT, PATA, PAFA, PABI,
            PAOR]{.underline}\_\_\_

        b.  Contact Information
            \_\_\_[907-458-3708]{.underline}\_\_\_\_\_\_\_

    iii. \_\_\_[WFO
         Juneau]{.underline}\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

         a.  TAF Identifiers (e.g., COS, DEN, etc.) \_\_\_\_[PAYA, PAGS,
             PAGY, PAJN, PASI, PAPG, PAKT, PAWG]{.underline} \_\_\_\_\_

         b.  Contact Information [\_\_\_907-
             790-6824]{.underline}\_\_\_\_\_\_

4.  **Traffic Management Unit (TMU)**

    i.  [Operations Manager (Traffic Mgmt/Military): Gail
        Ferguson\_]{.underline}\
        Contact Information
        \_\_\_\_[907-269-1250]{.underline}\_\_\_\_\_\_\_\_\_\_\_

    ii. [Military Operations Specialist: Greg
        Sonnabend\_\_\_\_]{.underline}

> Contact Information \_\_\_\_[907-269-1121]{.underline}\_\_\_\_\_\_

iii. Supervisory Traffic Management Controllers (STMC):

     a.  [Steve Kessler]{.underline}

> Contact Information \_\_\_\_[907-269-1109]{.underline}\_\_\_\_\_\_

b.  [Greg Howard]{.underline}

> Contact Information \_\_\_\_[907-269-1109]{.underline}\_\_\_\_\_\_

iv. Operations Managers

> Contact Information \_\_\_\_[907-269-1106]{.underline}\_\_\_\_\_\_

a.  \_\_[Rob Stevenson (temp detail vice Keith Lindsey)
    (High/ATOP).....(desk) 907-269-1837]{.underline}

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v.  Supervisory Controlers (SUPs) for the High/ATOP Side

Contact information\....[269- 1103(High)/1930
(ATOP)\_\_\_\_\_\_\_\_\_]{.underline}

a.  Anthony Klancher

b.  Tom P Anderson

c.  Earl Valley

d.  Gregg Jones

e.  Russ Biel

f.  \_\_[Grant VanBavel (North)\........(desk)
    907-269-1129]{.underline}\_\_

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vi. SUPs for the North side:

> Contact information...[269-1103]{.underline}

a.  David (Dave) Chilson

b.  Ray Cummins

c.  Clarence Goward

d.  Dale Alexander

e.  Bob Riedel

f.  \_\_ [Mark Brys (South).....(desk)
    907-269-1252]{.underline}\_\_\_\_\_\_\_

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vii. SUPs for the South side:

> Contact information[....269-1103]{.underline}

a.  Brian Groseclose

b.  Mark Ramp

c.  Randy Kubitz

d.  Harvey Kolberg

e.  Dave Skieens

f.  Steve Schmidt

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5.  **Air Route Traffic Control Centers**

![](media/image6.jpeg){width="6.7555555555555555in"
height="4.1930555555555555in"}

> The ZAN FIR is comprised of North, South, and High side sectors. A
> variety of flights are handled within the FIR. Polar flights arrive
> over the pole from London or the East Coast of the U.S., Canada has
> several tracks that approach the eastern boundary of the Alaskan FIR,
> and the far western portion of the FIR encompasses flights heading to
> and from Tokyo, Japan's FIR.

## ARTCC Facility Structure

6.  **TMU:**

> Weather conditions that affect TMU are the same that impact high level
> flights into Anchorage and/or impact Anchorage Airport . TMU will "put
> a flow on" meaning tell controllers to add miles or minutes in trail
> to increase separation between aircraft coming into Anchorage
> airspace.
>
> **A) The following are some of the weather conditions that may cause
> TMU to have controllers space aircraft out during approach to
> Anchorage, especially if they occur during the noon "push":**

1.  **[Visibility:]{.underline}** Visibilities less than 5sm due to fog,
    smoke, etc at Anchorage Airport is when TMU will first initiate a
    flow control. As visibilities continue to lower, increased flow
    control will be needed.

2.  **[Ceilings:]{.underline}** Ceilings less than 3000 feet either at
    the Airport and/or or over Turnagain Arm is the point TMU will first
    initiate a flow control. As ceilings lower, increased flow control
    will be needed. The Airport could be VFR, but if low clouds over
    Turnagain Arm obscure Anchorage Tower controllers from seeing
    aircraft, they will work with TMU to reduce the arrival rate into
    Anchorage.

3.  [**Volcanic Ash**:]{.underline} Volcanic ash airborne (over the
    airport, near the airport, over gates, or crossing flight tracks
    used by enroute traffic) and on the ground.

4.  **[Snow]{.underline}:** Snow such that snow removal is occurring on
    the runways. The arrival rate will depend on the type of snow, how
    much is falling, whether the wind is blowing it around (ie drifting
    snow), etc. Even a light amount of wet snow that immediately sticks
    to the runway such that the runway is difficult to keep clear can
    reduce arrival rates.

5.  **[Turbulence:]{.underline}** Severe turbulence in Turnagain Airm
    and on approach into Anchorage.

6.  **[LLWS:]{.underline}** LLWS on approach to and at the Anchorage
    Airport is a real problem for Traffic Management. Aircraft
    experiencing LLWS sometimes have to go around if conditions become
    unsafe.

7.  **[Winds:]{.underline}** Winds over 80mph at the Anchorage Ted
    Stevens International Airport require evacuation of the Anchorage
    Tower.

> **B) Weather conditions of concern to TMU:**

1.  [**Thunderstorms:**]{.underline}

    a.  Thunderstorms near the Anchorage Airport.

    b.  Moderate turbulence and mountain wave turbulence, over Turnagain
        Arm, Cook Inlet, Chugach mountains, lee of Mt. Susistna, etc.

> **C) Weather conditions of concern to TMU during Military exercises:**

1.  **[Winds:]{.underline}** Southeast winds 15mph or higher when there
    is a Large Force Military Exercise in progress. These winds cause a
    complex weather pattern for Anchorage and Elmendorf approach where
    aircraft on destinations to the two airports are crossing
    perpendicular to each other on approach. During military exercises
    with this wind configuration, the arrival rate is reduced.

> **D) Weather conditions that may prompt the military to abort the
> exercise causing large numbers of military aircraft to suddenly enter
> ZAN ARTCC controlled airspace.**

1.  **[Visibility and/or Ceilings:]{.underline}** IFR conditions or a
    forecast of IFR conditions at Eielson and/or Elmendorf will prompt a
    weather recall that may cause large numbers of military aircraft to
    suddenly enter Air Traffic Controllers airspace.

> 2\) **[Runway conditions:]{.underline}** Wet runways or a forecast of
> wet runways for Eielson and/or Elmendorf
>
> 3\) **[Thunderstorms]{.underline}**: Thunderstorms and sometimes even
> lots of towering cumulus in the Tanana Valley corridor and the White
> Mountains in the exercise area.
>
> 4\) **[Marine weather:]{.underline}** When a military Large Force
> Exercise includes marine elements (ie Coast Guard ships, helicopters,
> etc), winds greater than 15 kts and/or waves (ie greater than 10 feet)
> are a show stopper for helicopters.

![](media/image7.jpeg){width="6.24375in" height="4.8902777777777775in"}

Military Special Use Airspace is in Blue, Green, and Red checked boxes.
This overlay and lightning is located on the BLM lightning page at
<http://fire.ak.blm.gov/predsvcs/maps.php> .

1.  **Area 1 Sectors: General Area
    \_\_[North\_\_\_\_\_\_\_]{.underline}**

> Operations Manager/Area Supervisor \_\_\_[Grant Van Bevel
> \_\_\_]{.underline}
>
> ![](media/image8.jpeg){width="5.495833333333334in"
> height="3.3958333333333335in"}
>
> ![](media/image9.wmf){width="4.748611111111111in"
> height="3.313888888888889in"}

i.  Low-High (SFC-FL600) #\_\_\_\_\_[4, 15,
    16\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

ii. Low (SFC- FL280) \# [\_\_\_3, 9, 13
    \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

iii. En Route and Approach Weather Impacts:

     a.  **[Volcanic Ash:]{.underline}** Volcanic ash is the greatest
         threat to air traffic operations in Sector 9 and 13. Ash can
         impact the other sectors as well, but the threat is more high
         level than low level as the lower level ash precipitates out
         over time and distance from the volcano. Low and high level ash
         emissions affect Airline flight plans, Air Traffic flow, and
         occasionally result in cancellations of flights in and out of
         the affected areas. The higher the height of the plume, the
         greater the disruption. Trajectory of the ash plume determines
         the impact as well. If enough ash falls on an airport the
         airport may be shut down. Each airline has a different level of
         tolerance for ash. Ash can move different directions at
         different elevations impacting a greater area of ZAN Airspace.
         Most Airlines have a zero tolerance policy for volcanic ash.

     b.  **[Icing:]{.underline}** Icing is not a problem to the bigger
         aircraft. Smaller "puddle jumper" commercial aircraft are more
         susceptible. Icing forms best between saturated layers with
         temperatures of -5 C to -10 C.

     c.  **[Turbulence:]{.underline}** Turbulence is a nuisance to Air
         Traffic Controllers and pilots, but is not usually a show
         stopper in the north area sectors. Tracks into Fairbanks are
         flexible and set by the day and/or hour depending on weather
         conditions. Areas with terrain have the biggest issues (ie
         Aleutian chain Seward Peninsula, and Brooks Range).

     d.  **[Smoke:]{.underline}** Smoke can reduce visibilities
         impacting operations into and out of Fairbanks and other
         smaller airports throughout the interior.

     e.  **[Cold Air (-65 C) aloft:]{.underline}** At -65 Celsius and
         colder, jet fuel congeals and airplanes can lose power. ACARS
         data, balloon soundings, model data, and satellite cloud top
         temperatures are used to determine areas of cold air that may
         impact operations. Occasionally, temperatures -65 C or colder
         occur at the surface in the interior of Alaska.

     f.  [**Thunderstorms:**]{.underline} Thunderstorms and severe
         weather, including tornadoes and hail, can and do occur in
         Alaska, especially in the interior where warmer temperatures
         favor convection. Thunderstorms don't form in squall lines in
         Alaska, they usually form over mountains and then move over the
         valleys. For this reason, thunderstorms usually don't limit Air
         Traffic in the interior. Thunderstorms present more of a safety
         factor than an Air Traffic impact. Complicating matters, most
         of the Interior of Alaska is not covered by radar. BLM
         lightning data combined with Polar Orbiter Satellite imagery
         are the only data available for most of the interior and the
         Aleutians (yes, cold core tornadoes have been photographed in
         the Aleutians).

     g.  **[High Altimeters:]{.underline}** Altimeters of many aircraft
         do not go above 31.00". During very strong high pressure
         weather patterns in the wintertime, sometimes altimeter
         readings will approach or exceed 31.00". High altimeters will
         be seen on the far northern coastal areas (ie Deadhorse,
         Barrow, etc) first.

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2.  **Area 2 Sectors: General Area
    \_\_\_[High\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}**

> Operations Manager/Area Supervisor \_[Rob Stephenson
> (Acting)]{.underline}
>
> ![](media/image10.jpeg){width="5.627777777777778in"
> height="3.4854166666666666in"}
>
> ![](media/image11.wmf){width="4.377777777777778in"
> height="2.9944444444444445in"}

i.  High (FL280 and up)# [\_\_\_63, 68 (over srn panhandle),
    69,]{.underline} \_\_\_\_\_\_\_\_\_

ii. Low to High (SFC-FL600) \# \_\_[21, 68 (over
    ocean)\_\_\_\_\_\_\_\_\_\_\_]{.underline}

iii. En Route and Approach Weather Impacts

     a.  **[Volcanic Ash:]{.underline}** Volcanic eruptions originating
         in Alaska or Russia impact En route operations only if they
         rise above 25,000 feet (FL250). There are a few locations where
         the high side operations will take aircraft to surface
         locations and, occasionally, those routes will be affected by
         lower level volcanic ash. The greatest impact to Air Traffic
         are eruptions above FL250.

     b.  **[Turbulence:]{.underline}** High level turbulence between
         FL250 and FL400 have the greatest impact when located over the
         NOPAC and Oakland's flex track areas. Lower level turbulence
         doesn't seem to impact operations significantly into the few
         surface based operations.

     c.  **[Cold Air (-65 C) aloft:]{.underline}** At -65 Celsius and
         colder, jet fuel congeals and airplanes can lose power. ACARS
         data, balloon soundings, model data, and satellite cloud top
         temperatures are used to determine areas of cold air that may
         impact operations.

     d.  **[Low ceiling and visibilities:]{.underline}** Are only an
         impact for those few surface locations that the High Side
         manages Air Traffic.

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3.  **Area 3 Sectors: General Area \_\_[South]{.underline}\_\_\_\_\_**

> Operations Manager/Area Supervisor \_\_\_\_[Mark Bryce]{.underline}

![](media/image12.jpeg){width="6.0in" height="3.433333333333333in"}

![](media/image13.wmf){width="4.126388888888889in"
height="2.8222222222222224in"}

i.  Low to High (SFC-FL600) \# [5, 6, 7, 8 (Nrn
    panhandle)]{.underline}\_\_\_\_\_\_\_\_\_\_\_

ii. Low (SFC-270) [\# 8 (Srn panhandle)]{.underline}

iii. En Route and Approach Weather Impacts

     a.  **[Volcanic Ash:]{.underline}** Volcanic ash is the greatest
         threat to air traffic operations in the Cook Inlet area. Low
         and high level ash emissions affect Airline flight plans, Air
         Traffic Manager flow decisions, and occasionally result in
         cancellations of flights in and out of the affected areas. The
         higher the height of the plume, the greater the disruption.
         Trajectory of the ash plume determines the impact as well.
         Ashfall and/or airborne ash over a smaller airport like Kodiak
         or Homer will have much less of an impact on Air Traffic than
         if the ash plume moves over Anchorage International Airport.
         Ash can move different directions at different elevations
         impacting a greater area of ZAN Airspace. Most Airlines have a
         zero tolerance policy for volcanic ash.

     b.  **[Ceilings:]{.underline}** Low ceilings over Turnagain Arm
         reduce the ability for controllers to see aircraft. Arrival
         rates will be reduced during low ceiling events even if the
         Anchorage Airport proper is VFR.

     c.  **[Fog:]{.underline}** Fog ¼ mile or less brings Anchorage
         below Airport minimums and significantly impacts Air Traffic
         Operations. Due to terrain constrictions, it is difficult to
         hold too many aircraft in the air around Anchorage. Cloud
         seeding is used at Anchorage Airport to improve visibilities.

     d.  **[Turbulence:]{.underline}** Moderate to Severe usually
         results in reduced arrival rates. Most airlines will still use
         the Turnagain Arm approach, but Northwest Airlines will always
         request a northern route when winds are southeast at the
         Anchorage airport and/or turbulence is expected in Turnagain
         Arm.

     e.  **[Mountain Wave:]{.underline}** Mountain waves produce
         potentially dangerous conditions and are quite common in Alaska
         due to complex terrain. Mountain Wave conditions that cause the
         most problems are caused by Mt. Susitna, which lies right near
         departure and arrival patterns, Denali and the rest of the
         Alaska Range, and the Wrangle-St. Elias mountains, which
         actually causes mountain waves into Canadian airspace
         immediately bordering Alaska.

     f.  **[LLWS:]{.underline}** Low Level Wind Shear (LLWS) is a
         problem at any airport when there is directional shear and/or
         speed shear. Arrival rates are slowed down, missed approaches
         usually result, and the safety of pilots, aircraft, and crew
         are at risk. Airlines/pilots will usually continue to attempt
         landings until fuel supplies become an issue. During strong
         easterly winds, tight pressure gradients, and dynamic forcing
         (ie vorticity, approaching front, etc) watch for LLWS on the
         west side of Turnagain Arm, at the Anchorage airport, along the
         west side of the Kenai Mountains (i.e. Kenai airport), and in
         the Southeast panhandle (i.e. Ketchikan).

     g.  **[Icing:]{.underline}** Icing is not a problem to the bigger
         aircraft. Smaller "puddle jumper" commercial aircraft are more
         susceptible. Watch for icing issues on the west side of the
         Kenai Mountains and in the panhandle. Icing forms best between
         saturated layers with temperatures of -5 C to -10 C.

     h.  **[Smoke:]{.underline}** Smoke can reduce visibilities
         impacting operations into and out of Anchorage.

     i.  **[Cold Air (-65 C) aloft:]{.underline}** At -65 Celsius and
         colder, jet fuel congeals and airplanes can lose power. ACARS
         data, balloon soundings, model data, and satellite cloud top
         temperatures are used to determine areas of cold air that may
         impact operations.

     j.  **[Thunderstorms:]{.underline}** Thunderstorms, including
         tornadoes and hail, can and do form in Alaska. However, most
         tornado reports have occurred outside of the south side
         sectors. Hail is a frequent summertime occurrence in the
         warmer, "interior" areas (ie Palmer, Wasilla, Eagle River) of
         South-Central Alaska. Thunderstorms don't form in squall lines
         in Alaska, they usually form over mountains and then move over
         the valleys. For this reason, thunderstorms usually don't limit
         Air Traffic in Alaska. Thunderstorms present more of a safety
         factor than an Air Traffic impact. Analyzing thunderstorms for
         potential severity is complicated by the lack of radar coverage
         in Alaska. Most of the southeast panhandle is not covered by
         radar. Water spouts have occurred near Juneau. Pilot reports
         and BLM lightning data combined with Polar Orbiter Satellite
         imagery are the only data available for most of southeastern
         Alaska for diagnosing convective and/or severe weather.

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4.  **TRACONs and Phone #s within ARTCC**

> *\# = VSCS Speed Dial*

i.  [\_# 46 Anchorage Tracon.....271-2700
    \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

ii. [\_# 52 Fairbanks Tracon...1-907-474-0050]{.underline}\_\_\_

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5.  **FAA Towers and Phone #s within ARTCC**

> *\# = VSCS Speed Dial*

i.  [\_# 47 Anchorage
    ATCT...271-2700]{.underline}\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

ii. [\_ \# 50 \_\_ Bethel Contract Tower....1-907-543-3662]{.underline}

iii. [\# 52 \_\_\_Fairbanks
     ATCT....1-907474-0050\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

iv. [\# 53 \_\_\_Juneau
    ATCT...1-907-586-7411\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

v.  [\_# 51\_\_\_\_Kenai Contract Tower....1-907-283-7247]{.underline}

vi. [\_# 48\_\_\_\_King Salmon Contract
    Tower....1-907-246-3311]{.underline}

vii. [\_# 47\_\_\_\_Kodiak Contract
     Tower....1-907-487-2214\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

viii. [\# 54 Merrill
      ATCT....271-3121\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

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6.  **Flight Service Stations (FSS)**

> *FSSs (except Fairbanks and Juneau because they both have towers and
> Fairbanks also has a Tracon) sometimes perform approach control during
> the busy summer months . The three main FSSs in Alaska are:*

i.  \_\_ [Kenai AFSS...1-907-283-3735]{.underline}

ii. [\_\_\_Fairbanks AFSS...1-907-474-0917]{.underline}\_

iii. \_\_\_[Juneau
     AFSS...1-907-586-7381]{.underline}\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

> *The following FSSs are part-time and sometimes seasonal:*

iv. [Barrow FSS...1-907852-2511\_]{.underline}

v.  [\_Cold Bay
    FSS...1-907-532-2466]{.underline}\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

vi. [\_\_Deadhorse
    FSS...1-907-659-2505\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

vii. \_\_[Dillingham
     FSS...1-907-474-0050]{.underline}\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

viii. \_\_\_[Homer
      FSS....1-907-235-8550\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

ix. [\_\_Illiamna FSS....1-907-571-1240
    (Seasonal)\_\_\_\_\_\_\_\_\_\_]{.underline}

x.  [\_\_Ketchikan
    FSS....1-907-255-3531\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

xi. [\_\_Kotzebue
    FSS...1-907-442-3755\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

xii. [\_\_McGrath
     FSS...1-907-524-3935\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

xiii. [\_\_Nome
      FSS...1-907-443-2502\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

xiv. [\_\_Northway
     FSS...1-907-778-2240\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

xv. [\_\_Palmer
    FSS...1-907-745-3248\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

xvi. [\_\_Sitka FSS
     ....1-907-966-2929\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

xvii. [\_\_Talkeetna
      FSS\_\_1-907-283-3735\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

# Hub/Pacing Airports 

# *(Pictures from [**www.alaska.faa.gov/ fai/airports.htm**](http://www.alaska.faa.gov/fai/airports.htm) )* {#pictures-from-www.alaska.faa.gov-faiairports.htm .unnumbered}

The only actual Hub/Pacing Airport in Alaska is Anchorage. Delays at
Anchorage have a ripple effect across the National Airspace System (NAS)
as well as internationally.

7.  \_\_\_[Ted Stevens International Airport in
    Anchorage]{.underline}\_\_\_

**A.** **Air Traffic focus**

> ![](media/image14.jpeg){width="5.549305555555556in"
> height="4.85625in"}

i.  Time of Daily Pushes (i.e., aviation "rush hour")

    a.  Morning \_\_[5:30-8:00 am]{.underline}

    b.  Afternoon \_\_\_[10:30 to 2:30....biggest push time is Noon to
        2:30pm]{.underline}

    c.  Evening \_\_\_\_[11pm-1 am]{.underline}

ii. Runways

    a.  ­­­­­­­­­­­­­­­­­\_\_\_[7R/7L\_\_\_\_\_\_]{.underline}

> *[(Note: above picture was taken before runway 6R/6L were changed to
> 7R/7L)]{.underline}*

1.  Approaches
    \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

2.  Minimums \_\_\_[200 feet and ½ miles]{.underline}\_\_\_\_\_\_\_\_

3.  Limiting Issues \_[Can only land with east wind (ie Turnagain Arm
    winds).]{.underline} \_\_\_\_\_\_\_

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b.  [\_\_\_14\_\_\_\_\_\_\_\_\_]{.underline}

    1.  Approaches
        \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

    2.  Minimums \_\_\_\_[200 feet and ¾ miles]{.underline}
        \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

    3.  Limiting Issues \_[Mainly used during morning landings to avoid
        flying over city. Wind direction must be from 030-100 to use
        this rwy.]{.underline} \_\_

c.  \_\_\_\_\_[25R/25L\_\_\_\_]{.underline}

(Note: picture above was taken before runway 24R/24L was changed to
24R/24L)

1.  Approaches
    \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

2.  Minimums \_\_[200 feet and ½ miles]{.underline} \_\_\_\_\_

3.  Limiting Issues [Can only land when west wind 8-10 kts or higher.
    Planes must fly over city to land on this rwy, which brings up noise
    issues. Not the best configuration.]{.underline} \_

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iii. **Significant Weather**

> **[1. Visibility:]{.underline}** Visibilities less than 5sm due to
> fog, smoke, etc at Anchorage Airport is when TMU will first initiate a
> flow control. As visibilities continue to lower, increased flow
> control will be needed.
>
> **2. [Ceilings:]{.underline}** Ceilings less than 3000 feet either at
> the Airport and/or or over Turnagain Arm is the point TMU will first
> initiate a flow control. As ceilings lower, increased flow control
> will be needed. The Airport could be VFR, but if low clouds over
> Turnagain Arm obscure Anchorage Tower controllers from seeing
> aircraft, they will work with TMU to reduce the arrival rate into
> Anchorage.

## 3. [Volcanic Ash:]{.underline} Volcanic ash airborne (over the airport, near the airport, over gates, or crossing flight tracks used by enroute traffic) and on the ground.  {#volcanic-ash-volcanic-ash-airborne-over-the-airport-near-the-airport-over-gates-or-crossing-flight-tracks-used-by-enroute-traffic-and-on-the-ground. .unnumbered}

## 4. [Snow]{.underline}: Snow such that snow removal is occurring on the runways. The arrival rate will depend on the type of snow, how much is falling, whether the wind is blowing it around (ie drifting snow), etc. Even a light amount of wet snow that immediately sticks to the runway such that the runway is difficult to keep clear can reduce arrival rates. {#snow-snow-such-that-snow-removal-is-occurring-on-the-runways.-the-arrival-rate-will-depend-on-the-type-of-snow-how-much-is-falling-whether-the-wind-is-blowing-it-around-ie-drifting-snow-etc.-even-a-light-amount-of-wet-snow-that-immediately-sticks-to-the-runway-such-that-the-runway-is-difficult-to-keep-clear-can-reduce-arrival-rates. .unnumbered}

> **5. [Turbulence:]{.underline}** Severe turbulence in Turnagain Airm
> and on approach into Anchorage impacts arrival rates.
>
> **6. [LLWS:]{.underline}** LLWS on approach to and at the Anchorage
> Airport is a problem for Traffic Management. Aircraft experiencing
> LLWS sometimes have to go around if conditions become unsafe.
>
> **7. [Winds:]{.underline}** Winds over 80mph at the Anchorage Ted
> Stevens International Airport require evacuation of the Anchorage
> Tower.

8.  [**Thunderstorms:**]{.underline} Thunderstorms near or over the
    Anchorage Airport impact Air Traffic Managers.

    i.  **Climatology:** Turbulence, LLWS, fog and icing can happen
        anytime of year, but occur frequently from fall through spring.
        Snow is a Fall through Spring occurrence. By the end of April
        most Anchorage houses are free of snow. Low ceilings can happen
        anytime of year. Volcanic ash can impact air traffic at anytime.
        Thunderstorms are a rare event for the Anchorage Airport.

    ii. **Arrival and Departure Fixes/Gates**

![](media/image15.png)

AMOTT and YESKA are the two primary gates used for approach into and
departure from Anchorage International Airport. TAGER is used for
traffic flowing to and from northern sites, especially Fairbanks, but
there is much less traffic coming from the north than from the southwest
(Tokyo, Russia, etc) and southeast (Continental U.S., Canada, Juneau,
etc.

**B.** **Anchorage Climatology**

![](media/image16.png) ![](media/image17.jpeg){width="2.96875in"
height="1.5972222222222223in"}

Anchorage sets in a broad valley lying between Cook Inlet and the
Chugach mountains. The terrain rises gradually to the east for about 10
miles. Beyond this area, the Chugach rise abruptly into the range
oriented north-northeast to south-southwest, with an average elevation
of 4000-5000 feet with some peaks to 8000-10000 feet.

The Chugach Range acts as a barrier to the influx of warm, moist air
from the Gulf of Alaska, so the average annual precipitation is only
10-15 percent of that of stations located on the Gulf side of the
Chugach Range.

The Alaska Mountain Range lies in a long arc from southwest, through
northwest, to northeast, about 100 miles distant from Anchorage. During
the winter, this range is an effective barrier to the very cold air
trying to sink southward from the Interior.

The four seasons are well defined in Anchorage, but in length and some
other characteristics, differ considerably from the usually accepted
standards in the middle latitudes.

Summer comprises the period from June through early September, and is in
reality, two seasons of about equal length. The first is dry, the second
wet. About mid July average cloudiness increases markedly, and the
remainder of the summer usually accounts for about 40 percent of the
annual precipitation. Thunderstorms, while still rather rare
occurrences, have been observed on two or three days during summer the
past several years. High temperatures average in the mid 60s, and lows
in the lower 50s. Readings in the 70s are considered very warm. On
summer days, high temperatures on the east side of town may be 10
degrees higher than the official airport readings. Longest days of the
year, about 19 ½ hours of possible sunshine, occur in late June.

Autumn is brief, beginning in early September ending in mid-October.
Temperatures begin to fall with snow becoming more frequent in October.

Winter can be considered as mid-October to early April when streams and
lakes are frozen. Temperatures steadily decrease into January when highs
average in the lower 20s with lows around 10. The shortest day of the
years allows for only 5 ½ hours of possible sunshine. Those long, cold
nights, when skies are clear, create the framework for the best possible
viewing of the Aurora Borealis.

Annual snowfall varies from about 70 inches on the west side to about 90
inches on the east side of Anchorage at the lower elevations. Along the
Chugach mountains (Anchorage's "Hillside" section) snow totals increase
steadily with increasing elevations, and winter arrives a month earlier
and stays a month longer at the 1000 to 2000 foot level.

Spring is the period immediately following the famed Alaska "Break-up".
This season runs from late April through mid May and is characterized by
warm and sunny days, and chilly nights. The mean temperature rises
rapidly during this period, and precipitation amounts are exceedingly
small.

The next two Alaskan Airports are not critical to the NAS, but are very
important to Alaskan Air Traffic Management.

1.  **[Fairbanks International Airport]{.underline}\_\_\_\_**

> **A. Air Traffic Focus:**

![](media/image18.jpeg){width="3.3020833333333335in"
height="4.229861111111111in"}

i.  **[Time of Daily Pushes (i.e., aviation "rush hour"):]{.underline}**
    Pushes in Fairbanks are not the same as in Anchorage. Mainly cargo
    and regional flights are scheduled in Fairbanks, so schedules are
    flexible. Outbound pushes (ie to the villages and Anchorage) occur
    around 8am and 1pm. Inbound pushes (ie from the villages and
    Anchorage) occur around Noon and 5pm.

ii. **Runways:**

> a\. **1L/19R: 11,800 feet paved.**
>
> 1\. Minimums ILS to CAT III
>
> 2\. Limiting Issues: See ix below for Significant Weather and limiting
> conditions.

##  b. 1R/19L: 6,500 ft paved {#b.-1r19l-6500-ft-paved .unnumbered}

> 1\. VFR landings only.

**c. 1/19: 2,900 ft gravel:**

> 1\. VFR landings only

**d. Runway 1W/19W....water "runway"**

> 1\. 5,400 ft pond for seaplane water landings. Pond freezes in the
> winter and is covered with snow. Aircraft equipped with skis can land
> on this snow covered frozen pond.
>
> 2\. VFR landings only

**iii. Significant Weather and limiting conditions:**

> 1\. **[Thunderstorms]{.underline}**: Thunderstorms, especially near
> Fairbanks and over the Tanana Valley Corridor, which is very narrow
> and easily shut off by convection.
>
> 2\. **[Smoke:]{.underline}** Smoke sometimes reduces visibilities to ¼
> mile or less in the Fairbanks and surrounding areas depending on
> proximity and number of fires; wind direction; and instability. Most
> Alaskan fires are caused by lightning.
>
> 3\. **[Temperatures]{.underline}**:
>
> **a**. High summertime temperatures (temperatures in the 90s are not
> uncommon in the interior of Alaska, including Fairbanks, in the
> summer) leading to high density altitudes impacts Air Traffic.
>
> **b.** Very cold temperatures. Outside air temperatures below
>
> -65C will halt all commercial operations as aircraft fuel will gel.
>
> 4\. **[Fog:]{.underline}** Fog, especially freezing fog.
>
> 5\. **[Ceilings and Visibilities:]{.underline}** LIFR and IFR ceilings
> and visibilities.
>
> 7\. **[Snow:]{.underline}** Heavy snow is very rare. Snow is also
> usually very dry and not likely to cause a problem with snow removal.

**iv. Arrival Fixes/Gates**

> Fairbanks International Airport (FAI) has no published approach or
> departure gates. FAI Terminal Approach and Control Radar (TRACON)
> determine the approach and departure of aircraft by existing weather
> conditions as they apply to the airports runway configuration. Based
> on these conditions approach and departure routes are assigned as they
> relate to VOR/DME fixes around and inbound/outbound of FAI.

####  B. Climatology: Fairbanks is cold and relatively dry in the winter. Freezing fog and snow are the biggest fall, winter, and early spring weather issues. Spring and Summer bring thunderstorms and fire season. Late summer and early fall (August, September) is the rainy season. Fairbanks rarely gets freezing rain, strong winds, or LLWS. 

2.  [\_**Juneau,
    AK**]{.underline}![](media/image19.jpeg){width="5.666666666666667in"
    height="5.666666666666667in"}

#### A. Air Traffic Overview

Traffic at Juneau is not as regular as that into the other major Alaskan
hubs (Anchorage and Fairbanks). It is also far more seasonal in nature,
with a distinctly greater number regularly scheduled morning and
afternoon flights during the summer months. For the rest of the year\...

i.  **Time of Daily Pushes (i.e., aviation "rush hour")**

> a **[Morning:]{.underline}** A minor push around 7:30AM local from
> local air taxis and one or two major carriers.
>
> b\. **[Afternoon]{.underline}:** Minor pushes at Noon and 2:00PM
> local.
>
> c\. **[Evening:]{.underline}** No pushes of note.
>
> d\. **[Other:]{.underline}** Weather delays, not uncommon and possible
> at any time of year but more prevalent during the winter months, can
> halt incoming traffic for days at a time resulting in an off cycle
> weather push once the weather clears.

ii. **Runways:**

> Juneau is a single runway airport. The runway is oriented nearly east
> to west with Runway 8 being the primary, and Runway 26 the alternate.
> Topographically, Juneau sits on narrow shelf of flat land next to a
> channel between two mountain ranges with peaks as high as 4,000 feet.
> Aborted landings can be problematic. The recovery for an aborted
> landing is to go back the way you came in. As a result, only one
> aircraft at a time is allowed into the Juneau airspace.
>
> 1\. **Runway 8/26 is the only runway at Juneau.­­­­­­­­­­­­­­**
>
> **Minimums:** Minimums vary depending on the type of aircraft. The
> lowest published minimums are 2100 feet and 4 miles.
>
> **Limiting Issues:**
>
> \- **[Ceilings and visibility]{.underline}**: IFR conditions (fog
> and/or low clouds) is the biggest limiting issue for Juneau.
>
> \- **[Winds:]{.underline}** Strong southerly winds channeling up from
> the south ahead of a front.
>
> \- **[LLWS:]{.underline}** occurs when a front is approaching and cold
> air funnels down the Mendenhall glacier. This is a rare event.

iii. **Significant Weather**

a\. **[TS]{.underline}**

> Thunderstorms at Juneau proper are extremely rare, averaging only one
> every two years, almost always in the summer, and caused by daytime
> heating. Areas south and west of Juneau show a higher incidence of
> convective activity, generally embedded thunderstorms along cold or
> occluded frontal boundaries.

b\. **[Visibility]{.underline}**

> Visibilities reduced due to fog may occur at any time of the day or
> night, year around. Juneau also receives a generous amount of annual
> precipitation well spread out through the year with only a modest
> seasonal preponderance in September and October. Summer precipitation
> is usually light rain, in the winter heavy snow, and the short
> transitional periods are subject to either rain or snow, or both, as
> well as freezing rain, any of which can combine with fog to reduce
> visibilities..
>
> A significant visibility marker for aircraft landing at Juneau is "The
> Cut", a notch in the hills 3.2 miles off the west end of the runway.
> Tower personnel are frequently queried by circling aircraft as to
> whether they can see the cut; an affirmative answer indicating that a
> landing can be considered.
>
> c\. **[Ceilings]{.underline}**
>
> Juneau is one of the cloudier places on the face of the earth.
> Ceilings are to be expected, any time of the year. Note: a VFR and
> particularly a MVFR ceiling report from Juneau should not be construed
> to mean that the approach is hazard free. MVFR conditions at Juneau
> are almost always indicative of much worse conditions in the
> surrounding mountains in proximity to the approach.
>
> d\. **[Weather]{.underline}**
>
> As noted above, Juneau gets frequent precipitation. Winter snowfall
> totals average nearly one hundred inches. Average low in January is
> 21F; average high in July is 64F.
>
> e\. **[Other]{.underline}**
>
> The predominant prevailing wind direction at Juneau is from the
> southeast up Gastineau Channel. Gusty winds up the channel are common.
> Occasionally Juneau is subject to a localized wind phenomena called a
> Taku. This is a wintertime cold drainage wind out of the mountains to
> the east. Taku wind speeds can exceed 100 miles per hour, for periods
> of a few hours to a few days.

*The next 7 Airports are not "HUBs" as related to the National Airspace
System (NAS), but are very important for Air Traffic management within
Alaska. Pictures of runways and their names will be mentioned here.
Bethel is considered the fourth major "Hub" in Alaska and is the only
"jumping off spot" for goods and transportation to villages in the
Kuskokwim Valley.* *Additional Airport pictures and diagrams can be
found on the Alaska Flight Service Station Website at
<http://www.alaska.faa.gov/fai/airports.htm#SrnSeward> .*

3.  **[\_
    Bethel\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}**

> \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_![](media/image20.jpeg){width="4.75in"
> height="4.504166666666666in"}

4.  [\_**Deadhorse
    \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_**]{.underline}

> \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_![](media/image21.jpeg){width="5.258333333333334in"
> height="4.152777777777778in"}

5.  [\_
    **Nome\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_**]{.underline}

> \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_![](media/image22.jpeg){width="5.0625in"
> height="4.721527777777778in"}

6.  [\_ **King
    Salmon\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_**]{.underline}

> \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_![](media/image23.jpeg){width="5.259027777777778in"
> height="4.592361111111111in"}

7.  \_**[Kodiak Island]{.underline}**
    \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

> \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_![](media/image24.jpeg){width="4.940277777777778in"
> height="5.602777777777778in"}

8.  [\_ **Cold
    Bay\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_**]{.underline}

> \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_![](media/image25.jpeg){width="4.280555555555556in"
> height="3.5729166666666665in"}

9.  [\_
    **Kenai**\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}

> \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_![](media/image26.jpeg){width="5.291666666666667in"
> height="5.289583333333334in"}

## FAA Operations 

10. **[Support to Strategic Plan of Operations Telcon]{.underline}**

    a.  [Participants:]{.underline} Area (Operations) Manager and or TMU

    b.  [Telcon Schedule:]{.underline} 8 am daily

    c.  [Weather Requirements]{.underline}: Volcanic Ash, ANC weather
        impacts.

11. **[Regional (Western, Central, Pacific, and Alaska FAA regions) NAS
    telcon]{.underline}**

    a.  [Participants]{.underline}: TMU, Command Center in D.C.

    b.  [Telcon Schedule]{.underline}: 6:30am daily

    c.  [Weather Requirements:]{.underline} Volcanic Ash, ANC and
        Enroute weather impacts

12. **[Local TMU, ANC Tracon, and ANC ATCT telcon]{.underline}**

    a.  [Participants]{.underline}: TMU, ANC Tracon, ANC ATCT

    b.  [Telcon Schedule:]{.underline} 8:30am daily

    c.  [Weather Requirements:]{.underline} Volcanic Ash, ANC weather
        impacts.

13. **[Airway Closers]{.underline}**

    a.  Volcanic Ash

    b.  Severe turbulence

    c.  Cold Air Aloft --65 C or colder

14. **[North Pacific Jet Routes]{.underline}**

> ![](media/image27.jpeg){width="6.0in" height="3.6319444444444446in"}

a.  **[West to East bound North Pacific Jet routes:]{.underline}**

    -   A590

    -   R591

    -   G344

b.  **[East to West bound North Pacific Jet routes:]{.underline}**

    -   G583 (goes over southern Kamchatka)

    -   R220

    -   R580

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15. **Regional Routes**

> ![](media/image28.jpeg){width="6.503472222222222in" height="4.975in"}

i.  \_Too many to list.

## Special ARTCC Requirements

## Routine Standup Briefings to ARTCC and other FAA Facilities

## [Standup/Management Briefing Times]{.underline}

## 7:30am

## 4:30pm

## [Locally Required Briefing Content]{.underline}

## Sigmets, CWAs, MISs, or VAAs. 

## Status of Volcanoes (color code yellow or higher)

## Satellite

## Radar

-   Lightning plot

## Surface Chart

## Turbulence

## Icing

## "Hub" forecast for 10 airports

## Pirep Chart indicating sites where Pireps are required per FAA regulations.

## Local 5 day forecast

> 2\. **Special Event Briefings for ARTCC**

a.  **[ARTCC- Multiple Military Large Force Exercises]{.underline}**

> The first exercise begins in May and the last one ends in August.

-   **[Weather Issues]{.underline}** Cloud bases and tops and
    visibility, marine weather (including waves), thunderstorms, winds
    over the ocean, se winds at Anchorage airport, IFR conditions, wet
    runway at Elmendorf

-   **[Requested Products]{.underline}** Brief at stand-up, then special
    briefing(s) after stand-up and as needed.

## ARTCC - Volcanic eruptions

-   Events occur sporadically and sometimes continue for weeks and/or
    months. Many times more than one volcano is erupting at the same
    time.

-   [Weather Issues:]{.underline} Winds bringing volcanic ash over
    tracks or to airports.

-   [Requested Products:]{.underline} Brief at stand-up and as needed.
    Graphical MIS for Volcanic Ash faxed to 87 users, including ATCTs,
    FSSs, Airlines, Tracons, etc.

> 3\. **[Automated Flight Service Station (AFSS) Support]{.underline}**

a.  Graphical MIS for Volcanic Ash faxed to AFSS.

b.  Courtesy phone call for UUAs, CWAs, SIGMETs, Graphical MISs in their
    area.

    4.  **[Outreach Programs]{.underline}**

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a.  Local Crew Brief Presentations as needed

b.  Local and statewide Aviation Shows

c.  Aviation safety presentations at Medallion Aviation Safety Seminars
    and other local Aviation Groups.

d.  Local science fairs

e.  Local AMS Chapter

**[5, Center-Unique Support to FAA and NWS Components]{.underline}**

a.  Graphical MIS for Volcanic Ash faxed to over 87 users per local Air
    Traffic Management request.

b.  Volcanic Ash briefings daily on Volcanoes status (ie color coding
    and activity) and special briefings during volcanic eruptions.

c.  Plot and disseminate all pertinent weather and volcanic ash
    warnings, advisories, and statements (ie SIGMETs, VAAs, and Space
    Weather advisories).

d.  Monitor weather and volcanic ash warnings, advisories, and
    statements from the AAWU, Canada, Tokyo, Russia (KVERT, WMO office
    in Petropovlask, and SVERT) , and the AVO for pertinence to ZAN Air
    Traffic Management needs.

e.  Missing observation and/or radar data investigation.

f.  Pireps entered into AISR or AWC online PIREP form for dissemination

g.  Provide meteorological support for an aircraft in trouble (ie
    alternate landing site).