----------------------------------- -----------------------------------
  Fairbanks AFSS                      Fairbanks ATCT

  Administration 474-0388             Administration: 474-0050

  U.S.A. TOLL-FREE 1-866-248-6516     

  TIBS/FAST FILE/BRIEFING             ATIS: 456-1244 124.4

  474-0137/1-800-992-7433             Clearance Delivery 127.6

  TIBS ACCESS CODES                   Ground Control 121.9

  Next Available Briefer 1            Tower 118.3

  Record Fast File 3 Recorded Wx 2    Approach & Departure Control 118.6

  File IFR 1 FAI-GAL 12               360º-179º 126.5

  File VFR 2 FAI-AKP 13               180º-359º 125.35

  CNCL VFR 3 FAI-FYU 14               

  PIREP 4 FAI-ORT 15                  Unicom (Fuel) 122.95

  Return to Briefer 0 FAI-ANC 16      

  Current WX-ANC 17                   Eielson Range Control 125.3

  Current WX Interior 18              372-6913/1-800-758-8723

  Announcements 11                    Ft Wainwright AAF TWR 125.0

  Main Menu \# Instructions 8         Eielson AFB Tower 127.2

  TWEB 452-8932 (108.2MHz/257KHz)     

  FAI ASOS 474-8036                   

  FREQUENCIES (VHF)                   ANCHORAGE CENTER (VHF)

  FAI AFSS 122.2, 122.45, 122.6,      Barrow 135.3
  121.5                               

  RCO's                               Barter Island 120.6

  Atigun Pass 122.6                   Bettles 124.6

  Bettles 121.5 122.2                 Big Delta 135.3

  Big Delta 121.5 122.2               Cape Lisburne 119.65

  Black Rapids 122.4                  Deadhorse 134.4

  Coldfoot 122.0                      Fort Yukon 132.7 135.0

  Fish 122.1                          Galbraith 134.6

  Fort Yukon 122.1                    Galena 127.0

  Frozen Calf 121.1                   Gambell 132.2

  Galena 121.5 122.2                  Hill-3265 133.5

  Healy 122.4                         Kotzebue 119.2

  Huslia 122.4                        McGrath 128.1

  Indian Mountain 122.6               Murphy Dome 133.1 120.9

  Kaaruk 122.4                        Nome 133.3

  McKinley Park 122.1                 Northway 126.55

  Minchumina 122.2                    Unalakleet 135.7

  Murphy Dome 122.3                   White Hills 119.4

  Nenana 121.5 122.5                  

  Point Lay 122.4                     

  Tanana 122.65                       Flight Standards

  Wainwright 122.5                    Fairbanks 1-800-294-5119/ 474-0276

  White Hills 122.1                   
  ----------------------------------- -----------------------------------

FAIRBANKS

![](media/image1.png){width="2.0in" height="2.0in"}

Pilot Bulletin 04-06

![](media/image2.png){width="4.875in" height="3.2159722222222222in"}

**FAIRBANKS**

**PILOT BULLETIN** **04-06**

Effective: June 1, 2004

Expires: June 1, 2006

Fairbanks Automated Flight Service Station (AFSS) and Airport Traffic
Control Tower (ATCT) are open year-round, 24 hours per day. We are
especially busy from early spring through late autumn. Our traffic
includes J-3s to heavy jets. Our customer experience level ranges from
the student pilot to the professional with thousands of hours and
military pilots in supersonic jets.

The Fairbanks Flight Standards District Office (FSDO) is responsible for
promoting aviation safety and ensuring compliance with safety standards
for most aircraft, aircraft operations and airmen. Flight Standards
develops and recommends policies, regulations and standards for the
aviation community. Safety through education is an important part of
their mission; providing the public with the highest level of safety
standards in the world.

This booklet contains information that a pilot will find helpful in
utilizing our services. It is not intended that any procedure or
suggestion in this booklet deter from the responsibility of the
pilot-in-command to ensure the safe operation of their aircraft.

**We invite and encourage pilots to visit our facilities** **as security
measures allow.**

![](media/image3.png){width="2.0833333333333335in"
height="0.7604166666666666in"}Fairbanks AFSS is located at 3811 South
University Avenue and Fairbanks ATCT is located across the street at
3800 South University Avenue. As our guest, you may visit the AFSS,
Tower Cab, Radar Room and FSDO. If possible, please call ahead of time
(AFSS: 474-0388, ATCT: 474-0050) so we can have someone available to
show you around. Our regular visiting hours, for the AFSS and ATCT, are
8:00AM to 4:00PM, Monday through Friday, with other times available upon
request.

FSDO is located in the north end of the Fairbanks International Airport
Terminal building, at 6450 Airport Way, Suite 2. Visitors are welcome
during any weekday between 7:30AM and 4:00PM. Our telephone number in
the Fairbanks area is 474-0276, outside the Fairbanks area,
1-800-294-5119.

Visit our Internet Home Page at: <http://www.alaska.faa.gov/fai/>

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Randy K. Rogers Larry E. Dalrymple Kevin D. Haines

Air Traffic Manager Manager Air Traffic Manager

Fairbanks AT Hub Fairbanks FSDO Fairbanks ATCT

1

##### 

##### 

SUMMER/WINTER OPERATIONS

Because of the long hours of daylight Traffic in the airport surface
area can, at times, be extremely congested even late evenings.
Circumstances may prevent a controller from approving a pilot\'s
specific request until other traffic is no longer a factor. Pilots are
expected to adhere to tower instructions and should advise the tower as
soon as possible if they are unable to do so.

Winter flying in the interior can be challenging and rewarding. However,
at the same time it can also be very dangerous and unforgiving. Pilots
should use extreme caution at all times and be aware of weather
conditions, visibility, temperatures, braking action and other adverse
conditions that may affect flight operations. If for any reason you find
yourself in a threatening situation, you should advise the tower or
approach control on the appropriate frequency or 121.5 MHz. Controllers
will provide as much assistance as possible. On the chance that a forced
landing must be made, pilots should review the survival equipment
standards set forth in the Alaska Supplement.

![](media/image7.png){width="4.4375in" height="2.375in"}

**HAVE A SAFE AND ENJOYABLE FLYING YEAR!**

36

#### FLOAT POND OPERATIONS

The float pond at Fairbanks International Airport is numbered according
to its magnetic heading, that is, Float Pond 1 and Float Pond 19. The
approximate dimensions of the pond takeoff and landing channel are 5400
by 200 feet. Flags mark shallow spots. The landing thresholds are each
displaced by 500 feet and are marked with buoys during the summer
months. Visitor parking and Customs are at the south end of the pond.
There is a cement ramp at the extreme southeast corner of the pond for
aircraft launching operations. Aircraft requesting radar services from
Fairbanks approach departing the Float Pond at Fairbanks International
Airport should monitor the ATIS, and then contact Fairbanks Clearance
Delivery for departure instructions. After receiving the appropriate
information departing aircraft are required to contact the tower on
118.3 MHz for taxi and takeoff instructions prior to entering the main
channel. Aircraft shall remain out of the landing channel and the areas
both north and south of the marked ends of the channel until
authorization to enter these areas is received from the tower. Step
taxiing is not allowed on the pond except in the main landing channel.

EXAMPLE #1: \"Fairbanks Clearance, November six five six one fox-trot,
we\'re a C-185, on the float pond, northwest bound with Tango."

*EXAMPLE #2: \"November six five six one fox-trot, Fairbanks clearance
delivery. TRSA departure, squawk 0125."*

[http://www.alaska.faa.gov/at/FAI-TRSA-Ops.htm]{.underline}

###### **SKI OPERATIONS**

During the winter months the float pond and the ski strip are both used
for ski operations. Pilots should advise the tower or approach
controller on initial contact whenever they are requesting the ski strip
or the float pond. The controller will issue appropriate taxi or pattern
entry instructions. The tower will advise pilots of any adverse
condition reports they have received that may affect safe operations on
either of these surfaces. Aircraft that would prefer to make a low
approach over the ski strip or the pond to observe the conditions for
themselves should advise the tower of their intentions. If you notice
any poor conditions please pass that information to the tower. When an
aircraft is taxiing for departure, pilots need to make sure that their
aircraft does not enter the ski strip, including the extended centerline
on taxiway Bravo, or the marked landing area of the float pond until
authorization has been received from the tower.

35

T ABLE OF CONTENTS

##### 

##### 

##### 

##### 

##### 

##### 

##### 

**INTRODUCTION** 1

**TABLE OF CONTENTS** 2

**FAIRBANKS AUTOMATED FLIGHT SERVICE STATION**

Pilot Weather Briefing Telephone Numbers 4

TIBS and Fast File Access Codes 4

Telephone Information Briefing Service 5

Satellite Facilities 5

Preflight Planning 5

Standard Weather Briefing 6

Abbreviated Briefing 8

Outlook Briefing 8

Flight Plans 8

Inflight Weather Briefing 9

Area Forecasts (FA) 10

Aviation Routine Weather Reports (METAR) 11

Terminal Aerodrome Forecasts (TAF) 11

Wind/Temperature Aloft Forecasts (FD) 12

Inflight Advisories (WS, WST, WA, CWA) 12

Pilot Weather Reports (PIREP) 13 Fuel 13

Accommodations and Airpark Camping 14

Sectionals and Supplements 14

Reporting Wild Land Fires 15

Canadian Customs and User Fees 15

Special Use Airspace 16

Controlled Firing Areas/Poker Flat Research Range 17

Runway Safety 18

Runway Safety (cont.) 19

Common Traffic Advisory Frequencies (CTAF) 20

Local Practice Areas 20

2

**FAIRBANKS AIRPORT TRAFFIC CONTROL TOWER**

ATIS 21

Terminal Radar Service Area (TRSA) 21

Basic Radar Advisory Servics 22

VFR/TRSA Arrival Procedures 22

TRSA Service From Satellite Airports 23

VFR Departures from Fairbanks 23 TRSA Service From Float Pond 24 TRSA
Departure Procedures from Fairbanks 25

Emergency Procedures 26

Pilot Weather Reports 26

Satellite Airports and Reporting Points 27

VFR Arrival Procedures 28

Aircraft Lights 29

Traffic Patterns 29

Pattern Practice 30

Diagram Fairbanks International Airport 31

Surface Areas 32

Special VFR Procedures 33

IFR Procedures from Satellite Airports 34

Practice Instrument Approaches 34

Float Pond Operations 35

Ski Operations 35

Summer/Winter Operations 36

3

**Fairbanks Surface Area**. If the reported ceiling is less than 1000
feet consider the Fairbanks Surface Area airspace below basic VFR. All
aircraft transitioning below the ceiling or landing within the surface
area, must have a SVFR or IFR clearance. Aircraft may transition without
a SVFR/IFR clearance if they can operate above the ceiling in VFR
conditions (ATCT communications still required.) If visibility is the
only factor and after communicating with FAI ATCT, aircraft may
transition the Fairbanks Surface Area only if they are able to remain
VFR.

**IFR PROCEDURES FROM SATELLITE AIRPORTS WITHIN THE FAIRBANKS SURFACE
AREA**

IFR aircraft departing satellite airports within the FAI surface area
such as Metro Airport, Chena Marina, etc., should contact Fairbanks
clearance delivery on the appropriate frequency (being broadcast on the
ATIS) for their clearance and departure instructions. After receiving
your clearance contact Fairbanks tower on 118.3 for departure release.
Read back of an issued IFR clearance is not mandatory but is recommended
as a good operating practice. It serves as a good double check of the
correctness of the clearance. It is also recommended that IFR flight
plans be filed through the Fairbanks Flight Service Station at least one
hour before the proposed departure time. Your IFR Flight plan will
remain in the computer system for 1 hour after your proposed departure
time. When your flight will remain entirely in Fairbanks Approach
airspace, such as when executing practice approaches, you need not file
an IFR flight plan with Flight Service, instead request a local IFR
clearance from clearance delivery. Following these procedures will help
to eliminate any delays in receiving an IFR clearance.

PRACTICE INSTRUMENT APPROACHES

Fairbanks ATCT approach provides TRSA separation for VFR aircraft
practicing instrument approaches at FAI, FBK, and EIL until an approach
clearance is issued and becomes effective. Once the approach clearance
becomes effective you will be afforded standard IFR separation until you
execute missed approach or land. For further information refer to the
Letter to Airman pertaining to this maintained at the FAI AFSS. Aircraft
requesting practice approaches at Fairbanks International Airport or Ft.
Wainwright AAF should contact Fairbanks Approach Control on frequency
125.35. Aircraft requesting practice approaches at Eielson AFB or Ft.
Wainwright (when east of FBK) should contact Fairbanks Approach Control
on frequency 126.5. Pilots requesting PAR or ASR approaches at Ft.
Wainwright AAF (FBK) or Eielson AFB should contact Fairbanks Approach
Control on 125.35, or when East of FBK, on frequency 126.5. Aircraft
will be handed off to the final controller at the appropriate time.

34

**The Class D and E surface area mentioned above collectively will be
called the \"Fairbanks Surface Area.\"** This area is the replacement
for the previous Fairbanks Control Zone. The weather at Fairbanks
Airport determines the weather for the Fairbanks Surface Area.

**Ft. Wainwright ATCT** **(125.0)** has published hours of operations.
When the tower is closed, the Ft. Wainwright airspace reverts from Class
D and Class E surface area to Class G airspace, surface to 700 feet AGL
and Class E airspace above.

##### SPECIAL VFR PROCEDURES

Pilots should become thoroughly familiar with Special VFR procedures and
equipment requirements before requesting to fly under Special VFR
conditions.

To request a SVFR clearance, aircraft departing from Fairbanks
International Airport should call clearance delivery on the appropriate
frequency being broadcast on the ATIS, prior to taxi, and request SVFR
clearance stating the preferred direction of flight. The clearance
received will include a heading to fly and, (if applicable) a
transponder code. After takeoff the aircraft will be switched to
departure control. The departure controller will issue a heading to fly
until leaving the surface area or instruct the aircraft to resume own
navigation. As much as possible, headings issued will be consistent with
your requested direction of flight. Pilots should report reaching VFR
conditions as soon as possible.

Aircraft departing from satellite airports within the surface area
(other than Fairbanks International Airport) shall call Fairbanks
clearance delivery for SVFR clearance. After receiving their clearance
from clearance delivery they will be instructed to remain on the ground
and call Fairbanks tower 118.3 for release. Those aircraft wishing to
transition between airports within Fairbanks surface area, shall
contract Fairbanks Clearance Delivery for transition.

Arriving aircraft must remain outside the surface area and contact
Fairbanks approach control (125.35 MHz) with the SVFR request. Aircraft
may be assigned headings to fly in order to be sequenced with, and
separated from, other SVFR and IFR aircraft. Under some traffic
conditions aircraft may be asked to hold outside the surface area to
avoid excessive vectoring. IT IS YOUR RESPONSIBILITY to let the
controller know if you cannot accept a heading, due to weather, terrain,
or any other reason. This applies to both arrivals and departures.

A ceiling of less than 1000\' feet and/or visibility less than 3 miles,
but 1 mile or greater, reported at the primary airport requires a
Special VFR or IFR clearance for operation **anywhere** within the
surface area.

33

**FAIRBANKS AUTOMATED FLIGHT SERVICE STATION**

**(AFSS)**

![](media/image8.wmf)

This guide is intended to provide pilots with information about some of
the services available from Fairbanks AFSS and its satellite facilities.
Fairbanks AFSS is located at 3811 South University Avenue on the east
ramp of the Fairbanks International Airport. We perform a full range of
flight service functions including preflight weather briefing, flight
plan handling, inflight and emergency services, search and rescue,
broadcast and communications relay. Services are provided primarily to
users within Alaska, however, frequent flights to areas outside of
Alaska such as Canada, Russia and the "Lower 48" are served.

**FAIRBANKS PILOT WEATHER BRIEFING TELEPHONE**

AFSS TWEB 452-8932

AFSS TIBS & Briefers 474-0137

Toll Free: 1-800-WX-BRIEF 1-800-992-7433

or 1-866-248-6516

**FAIRBANKS AFSS TELEPHONE TIBS ACCESS CODES**

Next Available Briefer 1 Recorded Weather 2

Fast File Recorder 3 Special Announcements 11

IFR Flight Plan 1 Route Fairbanks to Galena 12

VFR Flight Plan 2 Route Fairbanks to Anaktuvuk Pass 13

Close VFR Flight Plans 3 Route Fairbanks to Fort Yukon 14

PIREPS 4 Route Fairbanks to Northway 15

Return to Weather Briefer 0 Route Fairbanks to Anchorage 16

Return to Main Menu \# Current Weather -- FAI-ANC 17

Additional Instructions 8 Current Weather Interior Alaska 18

4

**TELEPHONE INFORMATION BRIEFING SERVICE (TIBS) AND FAST FILE**

The Fairbanks toll-free number for Automated Flight Service Station is
1-866-248-6516. The nationwide toll-free number for Automated Flight
Service Stations **is 1-800-WX-BRIEF** (1-800-992-7433). When calling
this number, you will automatically be connected to the AFSS serving the
area from which you are calling, unless you are using a cellular phone.
Cellular phones access the AFSS responsible for the area code for the
cell phone number, or the default AFSS (Kenai AFSS). Calls to this
number provides access to recorded weather, aeronautical information,
and flight plan filing. When you reach the AFSS, your call will be
answered by a recorded announcement, which includes the name of the
facility followed by a recorded announcement. To interrupt a recorded
message, enter the access code for the desired function at any time. If
you do not wish to talk to a briefer, you may go directly to **TIBS** or
**Fast File**. TIBS recordings contain the most commonly requested route
forecasts for the Interior. These recordings give you a summary of
current and forecast weather along a route. The **Fast File** service
can be used to file IFR and VFR flight plans, close a flight plan, or
record a pilot report. Please speak slowly and distinctly into the
telephone and provide complete data, as we may not be able to call you
back. Please remember that the fastest way to file a flight plan is to
talk with a briefer.

**SATELLITE FACILITIES**

The five FSSs in northern Alaska are open about 16 hours per day. While
closed their radios and telephones are remoted to Fairbanks AFSS, which
will provide all normal services except Local Airport Advisories.

Barrow FSS 852-2511 Nome FSS 431-2291

Deadhorse FSS 659-2401 Kotzebue FSS 442-3310

Northway FSS (Mar-Sep) 778-2219

**PREFLIGHT PLANNING**

A good weather briefing starts with developing an awareness of the
overall "big picture" before attempting to get a detailed weather
briefing. At many locations you can learn about the big picture by
listening to the Transcribed Weather Broadcast (TWEB), Telephone
Information Briefing System (TIBS), DUATS, *Alaska Weather,* National
Oceanic and Atmospheric Administration (NOAA) Weather Radio, television
and radio weather broadcasts. When ready to call for a weather briefing,
make sure your planned route of flight is determined and your flight
plan is partially completed before placing your telephone call. To
ensure that your briefing is tailored to your needs, give the briefer
the following information:

5

Once established in the traffic pattern, a pilot need make no further
reports unless requested by the tower or no landing clearance is
received prior to turning final. Pilots should acknowledge tower
transmissions regarding traffic, sequence, and instructions to maneuver
to follow other aircraft, etc., as soon and as briefly as possible. A
pilot\'s first responsibility is the control of the aircraft, but since
the controller needs to know if instructions are not clearly understood
or only part of the transmission was received, state your aircraft call
sign and ask the controller to \"say again\". Pilots need to use the
aircraft call sign each time a transmission is made. Remember that only
the aircraft type and the last three numbers or letters are required
after initial contact with an ATC facility. EXAMPLE: \"Tower, Piper
seven three hotel, say again.\"

Traffic in the airport surface area can, at times, be extremely
congested. Circumstances may prevent a controller from approving a
pilot\'s specific request until other traffic is no longer a factor.
Pilots are expected to adhere to tower instructions and should advise
the tower as soon as possible if they are unable to do so.

The primary concern of any air traffic control facility is to provide
for a safe and orderly flow of air traffic. Part of this goal is the
need to maintain a cooperative working relationship with the flying
public. We realize that operational, training and proficiency
requirement will cause pilot requests for nonstandard operations, such
as: opposite direction arrivals or departures, simulated emergencies,
non-standard traffic patterns, and others. These will be approved, when
we can provide a safe traffic flow.

**SURFACE AREAS**

**Class D** airspace surrounds FAI and is shown as a blue dashed line on
the Fairbanks sectional chart. It extends outward 5.4 NM and extends
from the surface up to 2900 feet MSL (2500 feet AGL). The jurisdictional
boundaries between Ft. Wainwright and Fairbanks is the Steese Highway
from the north boundary to the Chena River to Cushman Street to the
south boundary. Two requirements exist in this area:

Aircraft must contact FAI ATCT to operate within this area

Unless on a clearance, aircraft must remain VFR

**Class E** surface area extends vertically from the surface upwards to
FL180 and horizontally from the north boundary of the Class D airspace
to 2 NM north of FOX NDB and is shown as a magenta dashed line on the
Fairbanks sectional chart

32

![](media/image9.jpeg){width="5.334722222222222in" height="6.275in"}

![](media/image10.wmf){width="4.5in" height="6.625in"}31

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.

-   Type of weather briefing requested:

-   STANDARD, ABBREVIATED or OUTLOOK

```{=html}
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-   Type of flight contemplated. VFR or IFR

-   Aircraft N-number or pilot's name

-   Type of aircraft

-   Departure point

-   Proposed route of flight

-   Destination

-   Proposed flight altitude

-   Estimated time of departure (ETD)

-   Estimated time enroute

At the conclusion of the briefing, if there is anything you do not
understand about the weather briefing, let the briefer know. If
terminology is used you do not understand, ask the briefer to explain
it. A briefer who talks too fast should be asked to speak more slowly.
The amount of detail in your weather briefing will depend upon how
complicated the weather situation really is.

**STANDARD WEATHER BRIEFING**

If you request that the briefer provide you with a Standard Weather
Briefing, the briefer will be following procedures and phraseology used
by FAA personnel providing flight services. Specialists are directed not
to read weather reports verbatim unless specifically requested to do so
by the person receiving the briefing. As a minimum, your preflight
briefing will include the following elements:

**ADVERSE CONDITIONS:** The briefer will advise you if there are any
significant meteorological and/or aeronautical information (e.g.,
thunderstorms, icing, turbulence, low ceilings or visibility, airport
closures) along your proposed route of flight. Expect the briefer to
emphasize conditions that are particularly significant, such as
low-level wind shear, embedded thunderstorms, reported icing, or frontal
zones. When a VFR flight is proposed and actual or forecast conditions
make VFR flight questionable, the briefer will describe the conditions
and may advise you

6

**"VFR flight is not recommended**." At this time, if you feel that the
weather conditions are clearly beyond your capabilities, you should
consider terminating the briefing. This will free the briefer to handle
other incoming calls. Of course the **GO/NO-GO** decision is up to you
as pilot-in-command.

**SYNOPSIS:** A brief statement as to the cause of the weather (e.g.,
fronts or pressure systems) which might affect your proposed route of
flight.

**CURRENT CONDITIONS:** When your proposed time of departure is within 2
hours, the briefer will summarize current weather, including PIREPS
applicable to your route of flight.

**ENROUTE FORECAST:** Expect the briefer to summarize forecast
conditions along your proposed route in a logical order, i.e.,
climb-out, enroute and descent.

**DESTINATION FORECAST:** The destination forecast for your estimated
time of arrival (ETA) will be provided, including any significant
changes within one hour before and one after your planned time of
arrival.

**WINDS ALOFT FORECAST:** The briefer will summarize forecast winds
aloft for your proposed route. Temperature information will be provided
on request.

**NOTICES TO AIRMEN (NOTAMS):** Current NOTAMs pertinent to your
proposed route of flight will be provided. However, information on
military training routes and areas, (MTRs and MOAs), along with
published NOTAMs, Flight Data Center (FDC) NOTAMs, and Special Notices
must be specifically requested.

**REQUEST FOR PILOT REPORTS**: Due to the mountainous terrain and the
scarcity of weather reporting stations in Alaska, the briefer will
request that you provide pilot reports for enroute conditions.

7

For pattern entry, such as a right base entry, when another type entry
would be better, make a request to the controller. All aircraft arriving
Fairbanks International Airport on downwind from the north or south are
requested to remain at least 1 mile east or west of the
departure/arrival corridor. Often traffic will dictate that the
controller issue an instruction that may be different than that
requested, but if traffic permits, the controllers will honor your
request. Do not be afraid to convey your flight needs to the controller
so that they can help you meet those needs.

**Prior to** conducting any operation that is out of the ordinary, such
as a simulated engine failure, please advise the controller.

##### PATTERN PRACTICE

![](media/image11.wmf)Pilots should make their intentions known to the
tower on initial contact. Be specific. For example: \"Fairbanks tower,
Piper seven three seven three hotel, over Ester Dome, request stop and
goes on ski strip 1, I have Tango\".

In a training situation, you may wish to make different types of
landings such as stop and goes, touch and goes, go-arounds. If so, a
request should be made for \"the option\". A clearance for the option is
an ATC authorization for an aircraft to make a touch and go, low
approach, missed approach, stop and go, or full stop landing at the
discretion of the pilot. At times, due to traffic, the tower may advise
\"Unable stop and go, other options approved\". The pilot may then
execute any of the above options except a stop and go.

Often the tower will ask you to give a position report as you get closer
to the airport. The controllers use this, as a point to issue further
instructions, as necessary, to sequence you into the traffic pattern or
as a reminder that some other action is required. EXAMPLE: \"Report
crossing Chena ridge.\"

Pilots are expected to give the report promptly upon reaching the
requested reporting point. **Please make your reports accurate and
timely. Anything less can compromise the safety of all concerned.**

30

Pilots operating into or out of Metro Field are requested to follow
these procedures:

1.  Aircraft departing Metro field will monitor the ATIS then contact
    clearance delivery on the frequency being broadcast prior to
    departure with intentions and requesting radar services. Aircraft
    will contact FAI Tower on 118.3 as soon as practical after airborne.

2.  Once airborne, aircraft will remain east of Peger Road at or below
    1000 feet MSL.

3.  Aircraft transitioning to Metro field will contact FAI Approach on
    the appropriate frequency within 20 miles of Metro field for radar
    services.

### AIRCRAFT LIGHTS

Federal Aviation Regulations require specific lighting for different
types of aircraft. Controllers are concerned with safety, and will
advise pilots of inoperative lights. It is recommended that all aircraft
turn on their landing lights while in the Airport Surface Area.
Controllers and other pilots can more easily see aircraft when their
lights are on. Recent studies about bird strikes indicate that aircraft
that have their lights on are less likely to suffer bird strikes.

**TRAFFIC PATTERNS**

Traffic patterns altitudes are published in the Alaska Supplement for
Fairbanks International Airport. The patterns are left traffic for
Runway 1L right traffic for Runway 1R, and the ski strip. Tower will
determine the traffic patterns for the float pond based on traffic and
advise you of the direction of the pattern to be flown. Use caution for
migratory waterfowl in the vicinity of the airport during spring and
fall.

The traffic pattern altitude for runway 1L/19R is 2000\' MSL
(multi-engine aircraft), 1500\' MSL (single-engine aircraft). The
traffic pattern altitude for runway 1R/SS1, 19L/SS19 and the float pond
is 1500'MSL (single engine aircraft). Any published pattern entry or
traffic pattern may be changed by the tower depending on the situation.
Aircraft in the pattern, for Runway 1L/19R, may expect a pattern west of
the airport and should use caution for higher terrain. If pilots are
unsure of which way to turn or where to enter or exit the traffic
pattern they should ask the tower for clarification. **Note**: Taxiway
alpha is west and parallel to Runway 1L-19R. Use caution to avoid
landing on taxiway.

##### 

##### 

29

**ABBREVIATED BRIEFING**

Request an **Abbreviated** **Weather Briefing** when you need
information to supplement mass disseminated data, update a previous
briefing, or, when you need only one or two specific items. Provide the
briefer with the appropriate background information, the time you
received the previous information and/or the specific items needed. You
should indicate the source of the information already received so the
briefer can limit the briefing to the information that you have not
received and/or appreciable changes in meteorological conditions since
your previous briefing. To the extent possible, the briefer will advise
if adverse conditions are present or forecast. Details on these
conditions will be provided upon your request.

**OUTLOOK BRIEFING**

![](media/image12.wmf)You will be provided an **Outlook Weather
Briefing** whenever your proposed time of departure is six or more hours
from the time of the briefing. The briefer will provide available
forecast data applicable to the proposed flight. This type of briefing
is provided for **planning purposes** **only.** You should obtain a
Standard Weather Briefing prior to departure in order to obtain such
items as current conditions, updated forecasts, winds aloft and NOTAMs.
If you need an outlook briefing for conditions three or more days in the
future, contact the National Weather Service forecaster.

**FLIGHT PLANS**

If, after having received a briefing you decide to go, please file a
Flight Plan. To avoid frequency congestion, please file by telephone or
in person if possible. One thing you can do to simplify your flight plan
filing is to put your aircraft and personal information on file here.
Your **Master Flight Plan** is good for the entire state. Just tell us
which AFSS you are on file with. You can obtain a master flight plan
form from FAI AFSS by fax , (907-474-0766) mail, Fairbanks AFSS 3811 S.
University Avenue , Fairbanks AK. 99709, or in person.

A flight plan is an excellent low cost insurance policy; the only cost
is the time it takes to file one. This insurance includes the knowledge
that someone will come looking for you if you become overdue at your
destination. For maximum protection, file only to the first point of
intended landing and refile for each additional leg to your final
destination. When a lengthy flight plan is filed with several stops
enroute, a mishap could occur on any leg. It is probable that no one
will start the Search and Rescue (SAR) process until 30 minutes after
your ETA at your final destination. Position reports enroute can also
help to speed up the SAR process once an aircraft is declared overdue.

8

Be sure to inform the nearest FSS of any changes to your route and your
ETA (particularly your ETA as SAR is initiated if you have not closed
your flight plan 30 minutes after this time). The pilot is responsible
for the activation and closure of his/her flight plan. This is not done
automatically by an FSS or ATCT. Timely closures will prevent needless
search efforts.

**INFLIGHT WEATHER BRIEFING**

![](media/image13.bmp)You are encouraged to obtain your preflight
briefing by telephone or in person before departure, as this will reduce
congestion on the radio frequencies. Fairbanks AFSS Inflight positions
are monitoring up to 73 frequencies so it is not uncommon to have five
or more aircraft calling simultaneously for services. Our Remote
Communications Outlets (RCO) extend from the Alaska Range to the North
Slope and from the Alaska/Canada Border to the Bering Straits.
Therefore, when calling Fairbanks Radio, identify not only yourself, but
also the name and frequency of the radio outlet you are calling over.
After communications have been established, advise the specialist of the
type briefing you require: Standard, Abbreviated or Outlook, and provide
the appropriate background information. You will be provided information
as specified in the previous paragraphs depending on the type of
briefing requested. Feel free to ask for any information that you or the
briefer may have missed. It helps to save your questions until after the
briefing has been completed. Enroute and destination weather updates are
also available by monitoring the TWEB on selected NDBs or VORs, and/or
listening to the ATIS. You may also receive updates from Contract
Weather Observers (CWO) at Big Delta, Tanana, Bettles and during the
hours the FSSs are closed from the CWOs at Northway and Deadhorse, or by
monitoring the appropriate Automated Weather Observing System/Automated
Surface Observing System (AWOS/ASOS). Centers and terminal area
facilities broadcast SIGMETs and CWAs upon receipt. To the extent
possible, centers and terminal area facilities will issue pertinent
information on weather and assist pilots in avoiding hazardous weather
areas when requested.

**WEATHER INFORMATION SOURCES**

**USED BY BRIEFERS**

Briefers draw from all available weather sources including Area
Forecasts, Terminal Forecasts, METAR reports, PIREPs, weather charts,
NOTAMs, NEXRAD graphics, and airport weather cameras. Check out these
sites, especially the weather camera site as the information can be
extremely useful.

Alaska Aviation Weather Unit - <http://aawu.arh.noaa.gov/>

Alaska Weathercams- <http://akweathercams.faa.gov/wxcams/map.php>

9

**VFR ARRIVAL PROCEDURES**

![](media/image14.wmf)After receiving the ATIS, pilots desiring TRSA or
basic radar services to Fairbanks International Airport or other
satellite airports should contact FAI approach control on 125.35 MHz
(180 degrees through 359 degrees) 20 NM or more from the airport, or
126.5 MHz (360 degrees through 179 degrees) when 40 NM or greater from
the airport.

Pilots **not** requesting radar services but inbound to Fairbanks
International Airport or a satellite airport within the Fairbanks class
D surface area, must contact the FAI tower prior to 5.4 NM but are
requested to contact the tower at least 10NM from the airport. On
initial contact pilots should advise FAI tower or FAI approach control
of the aircraft identification, type aircraft, position, request (full
stop, touch and go, etc.) and state that they have the appropriate ATIS
code.

The controller will issue pattern entry instructions and appropriate
traffic information. Pilots should become familiar with the local
reporting points and make accurate position reports. Geographical points
are more accurate than estimated direction and distance. You will find a
map with the more frequently used reporting points in this bulletin.

Pilots operating into or out of Chena Marina or Chena Marina Seaplane
Base are requested to follow these procedures:

1.  Whenever practical, the same direction of landing and departure used
    at FAI will be followed at Chena Marina.

2.  Aircraft departing Chena Marina will contact FAI clearance delivery
    on the frequency being broadcast on the ATIS prior to departure with
    intentions and requesting radar services. Aircraft will contact FAI
    Tower on 118.3 as soon as practical after airborne.

3.  Once airborne, aircraft will remain west of Chena Pump Road at or
    below 1200 feet MSL.

4.  Aircraft transitioning to Chena Marina will contact FAI Approach on
    the appropriate frequency within 20 miles of Chena Marina for radar
    services.

5.  

6.  *Airport remarks* (from the Alaska Supplement)---"Unattended.
    Caution runway/floatpond conditions not monitored, recommend visual
    inspection. Vehicles, children or snow machines may be on
    runway/floatpond".

> 28

**SATELLITE AIRPORTS & REPORTING POINTS**

27

![](media/image16.wmf)**AREA FORECASTS (FA)**

Area Forecasts are 12-hour aviation forecasts with an 18-hour
categorical outlook giving general descriptions of cloud cover, weather
conditions and potentially hazardous weather that could impact aircraft
operations. Alaska Area Forecasts, each covering a broad geographical
area, are issued four times a day (6am, noon, 6pm, & midnight local
time).

Heights of cloud bases, tops, freezing level, icing, and turbulence are
referenced to mean sea level (MSL) unless otherwise stated. Ceilings are
given in heights above ground level (AGL). The causes of LIFR, IFR, or
MVFR conditions are indicated by either ceiling, restrictions to
visibility or both. If winds (or gusts) of 25 knots or greater are
forecast for the outlook period, the word WIND is included. For example:
**IFR CIG R WIND:** Expect IFR conditions due to ceiling below 1,000
feet, visibility restricted by rain and wind to be 25 knots or greater.

**Terminology:**

**OCNL:** More than a 50% chance of a phenomenon occurring but for less
than 1/2 of the forecast period.

**Isolated:** Single cells (no percentage).

**Widely Scattered:** Less then 25% of area affected.

**Scattered or Areas:** 25-54% of area affected.

**Numerous or Widespread:** 55% or more of area affected.

**LIFR:** (Low IFR) ceiling less than 200 feet and/or visibility less
than 1 statue mile.

**IFR:** Ceiling 500 feet to less than 1,000 feet and/or visibility 1 to
less than 3 miles.

**MVFR:** (Marginal VFR) Ceiling 1,000-3000 and/or visibility 3 to 5
miles.

**VFR:** Ceiling greater than 3,000 feet and visibility greater than 5
statue miles.

10

**AVIATION ROUTINE WEATHER REPORT (METAR)**

METAR reports are specific aviation weather reports taken at designated
reporting sites. Usually, but not always, sites are located at an
airport. Observations are usually taken hourly at 50 minutes past the
hour. These observations are then transmitted between 55 minutes past
the hour and on the hour. Reports are generally available over the
weather circuits just past the hour, while military reports generally
are not available until 10 minutes past the hour. SPECI or special
observations are taken whenever changing weather conditions warrant.

**Sequence of METAR Elements:**

1.  Type of Report

2.  Station Identifier

3.  Date and Time of Report

4.  Report modifier

5.  Wind

6.  Visibility

7.  Runway Visual Range

8.  Weather and Obstructions to Vision

9.  Sky Condition

10. Temperature

11. Altimeter

12. 

13. 12\. Remarks

**TERMINAL** **AERODROME FORECAST (TAF)**

TAFs are issued for specific airports and generally cover a 5 nautical
mile radius from the center of the runway complex. Alaskan TAFs are
issued four times a day at 0000Z, 0600Z, 1200Z, and 1800Z. TAFs contain
information about expected ceilings, cloud coverage's and heights,
weather, obstructions to vision, and surface winds. They are valid for a
24-hour period and are subject to amendment. Cloud heights are reported
in hundreds of feet above ground level (AGL). Visibility is reported in
statue miles up to six miles. If visibility is expected to be greater
than 6 miles it will be shown as P6SM. Weather and obstructions to
vision are displayed in standard METAR/TAF contractions. Surface wind is
forecast in increments of ten degrees from true north in knots.

11

-   

EMERGENCY PROCEDURES

Aircraft in distress have priority over all other aircraft. A pilot\'s
first concern must be to maintain control of the aircraft. When able the
pilot should contact the tower with their intentions and the nature of
the emergency. If it is determined that the pilot must land on a
taxiway, or use an opposite direction runway, etc., he/she should advise
the tower as soon as possible. Don\'t be afraid to use the word
\"Mayday\". If you are unsure who to contact, use frequency 121.5, and
if equipped, set your transponder to code 7700. Fairbanks International
Airport is well e­quipped with emergency equipment and personnel. The
tower will do everything possible to assist an aircraft in an emergency
situation.

##### PILOT WEATHER REPORTS

Often the tower will request a pilot report of weather conditions such
as cloud bases and tops, wind shear, icing, turbulence, or braking
action. Don\'t be overly concerned with phraseology or format but simply
give an accurate report of conditions. When braking action reports are
given they should be categorized as GOOD, FAIR, POOR, OR NIL. Use of
these terms will save some questions from the tower. These terms are
used as reported values in the NOTAM system.

The Aeronautical Information Manual urges pilots to cooperate and
promptly volunteer reports of unforecast conditions such as cloud bases,
tops and layers, flight visibility, precipitation, visibility
restrictions such as haze, smoke, and dust, wind at altitude, and
temperatures aloft.

If you are unable to make a pilot report in flight, a report upon
landing would be helpful.

##### 

26

##### TRSA DEPARTURE PROCEDURES FROM FAIRBANKS AIRPORT

Departing aircraft should monitor the ATIS, and then contact Fairbanks
Clearance Delivery on the appropriate frequency being broadcast on the
ATIS prior to taxi. Pilots are expected to inform the controller of an
intended destination and/or initial heading and desired cruising
altitude. All departing aircraft will be given TRSA

services unless the pilot states \"negative TRSA service\" or makes a
similar comment.

*EXAMPLE #1: \"Fairbanks Clearance, November six five six one fox-trot,
we\'re a PA-32, east ramp, northwest bound with Tango."*

The standard TRSA departure for Fairbanks International Airport will be
to fly runway heading for the runway assigned, departure frequency on
125.35. This will be referred to as the \"TRSA departure\". Fairbanks
Clearance Delivery will issue to each aircraft: \"TRSA departure, squawk
(code)\".

EXAMPLE #1: \"November six five six one fox-trot, Fairbanks clearance
delivery. TRSA departure, squawk 0125."

[http://www.alaska.faa.gov/at/FAI-TRSA-Ops.htm]{.underline}

25

**WIND AND TEMPERATURE ALOFT FORECAST (FD)**

Wind and temperatures aloft forecasts contain upper air velocity and
temperature forecasts, and are issued twice daily. Wind from
intermediate levels can be calculated by interpolation. Winds Aloft
forecasts are a good indicator of where the weather is coming from.
Comparing the current weather with winds aloft will give an indication
of the direction weather is moving. Wind direction is referenced to true
north and velocity forecast in knots and temperatures in Celsius.

**INFLIGHT ADVISORIES (WS, WST, WA CWA)**

**SIGMET (WS):** SIGMETs are advisories of hazardous weather conditions,
of concern to all aircraft, issued as necessary and updated every four
hours from initial time of transmission. SIGMETs warn of severe
conditions that are affecting or forecast to affect an area of at least
3,000 square miles e.g., severe icing, severe turbulence, dust storms,
sand storms, volcanic ash, squall lines, embedded thunderstorms,
tornadoes, heavy hail, and marked mountain waves

**AIRMET (WA):** AIRMETs are advisories of hazardous conditions, mainly
of concern to small aircraft, issued every six hours as part of the area
forecast and when conditions warrant an amendment. AIRMETs concern
weather of less severity than SIGMETs, detailing conditions that may be
hazardous to aircraft having limited capability because of lack of
equipment, instrumentation, or pilot qualifications. These conditions
include moderate icing and/or turbulence, sustained surface wind of 30
knots or greater, ceilings less than 1000 feet and/or visibility less
than three miles (affecting 50% or more of the forecast area) and
extensive mountain obscuration. In order for an AIRMET to be issued,
these conditions must be affecting or forecast to affect 3,000 square
miles or more.

12

**CENTER WEATHER ADVISORY (CWA):** CWAs are unscheduled inflight flow
control air traffic and aircrew advisories. CWAs are considered as
"nowcasts" rather than a flight-planning product. They normally provide
a narration of conditions existing at the time of issuance and a
forecast for the next 2 hours.

**PILOT WEATHER REPORTS (PIREP)**

Help yourself by helping others. The best way to eliminate or reduce
enroute weather surprises is to give and obtain inflight weather
reports, or PIREPs. PIREPs are often the only means available for
gathering some information, i.e. cloud tops, actual icing and turbulence
conditions, etc. A PIREP gives a pilot valuable information on weather
conditions actually being experienced inflight by other pilots. This
information supplements data reported by ground stations. When giving
PIREPs one idea is to follow the format of an hourly weather report
using VOR radial/DME or Lat./Long coordinates to identify your position.
Giving the trend of the weather is also valuable. Pilot reports are
utilized in the receiving facilities immediately and disseminated to
other FAA facilities, the National Weather Service and pilots as soon as
possible after receipt. A good PIREP consists of the following:

-   Location in reference to a navaid or airport

```{=html}
<!-- -->
```
-   Time, altitude (MSL), and type of aircraft

```{=html}
<!-- -->
```
-   Visibility and Skycover including bases and tops (heights in MSL)

Air temperature (Celsius), Wind, Turbulence and/or icing

Other significant weather data, i.e. lowering or improving conditions

A suggested format for giving PIREPs is available in the Procedures
section of the Alaska Supplement.

**FUEL**

At Fairbanks International Airport fuel is available from Alaska
Aerofuel daily from approximately 8:30am -- 5:00pm during the winter and
from 8:00am to 8:00pm in the summer. A call-out fee will be charged for
after hours service. You can contact them by phone at **474-0062** or by
radio on frequency **122.95 MHz**. Fuel is also available 24 hours/day
via a credit card automated fuel pump near the Airport Traffic Control
Tower on the East side of the airport.

13

It is better to have misunderstandings straightened out with ground
control before moving, than to inadvertently cross an active runway or
turn head-on into other traffic on a narrow taxiway. When ready for
departure, pilots should contact Fairbanks tower using the following
call-up procedures to reduce verbiage and

ensure clarity. Specify position on the airport, direction of departure
or request for touch and goes, stop and goes, etc.

EXAMPLE: \"Fairbanks tower, Cessna one two three four five, runway 1
right, ready for departure VFR southwest bound"

Pilots **not** requesting basic radar services but inbound to Fairbanks
International Airport or a satellite airport within the Class D Surface
Area, must contact FAI tower prior to 5.4 nm but are requested to
contact the tower at least 10 nm from the airport. On initial contact
pilots should advise FAI tower of the aircraft identification, type,
position, request (full stop, touch & go, etc.) and state that they have
the appropriate ATIS code.

[http://www.alaska.faa.gov/at/FAI-TRSA-Ops.htm]{.underline}

**TRSA SERVICE FROM FLOAT POND**

Aircraft departing the Float Pond at Fairbanks International Airport
should contact Fairbanks Clearance Delivery on the appropriate frequency
being broadcast on the ATIS for TRSA services. Those departing aircraft
should then contact the Fairbanks Tower 118.3 directly for taxi
clearance.

![](media/image21.png){width="3.225in" height="1.1256944444444446in"}

24

**TRSA SERVICE FROM SATELLITE AIRPORTS**

TRSA service from satellite airports such as Chena Marina, Chena River,
Metro Field and Peger Pond and requesting TRSA services should contact
Fairbanks Clearance Delivery on the frequency being broadcast on the
ATIS. Those aircraft should then contact Fairbanks Tower directly 118.3.

VFR DEPARTURE PROCEDURES FROM FAIRBANKS INT.

After receiving the ATIS and the radar service information from
Fairbanks clearance delivery (appropriate frequency will be broadcast on
the ATIS) pilots departing from Fairbanks International should contact
ground control (frequency 121.9 MHz) when ready to taxi. Initial call-up
should contain the following information in the order listed.

-   Aircraft identification and type

-   Position (east ramp, west ramp, gate 1, etc.)

-   Request taxi for departure (SW, touch and goes, etc.)

-   ATIS code (\"I have Tango\")

-   Negative TRSA

*EXAMPLE #1: \"Fairbanks Clearance, November six five six one fox-trot,
we\'re a PA-32, east ramp, VFR advisories northwest with Tango Negative
TRSA."*

*EXAMPLE #2: \"Fairbanks Ground, November six five six one fox-trot,
east ramp, row 14, taxi for departure VFR northwest, with Tango Negative
TRSA."*

The field layout diagram linked to this web page may be utilized to
become familiar with the runways and taxi routes. If a pilot is not sure
how to get to the assigned runway or does not fully understand the taxi
instructions, they should ask for clarification or for progressive taxi
instructions.

23

**ACCOMMODATIONS** **AND AIRPARK CAMPING**

There are a number of hotels and motels in the Fairbanks area. Several
of these provide airport shuttle service and others are a short cab ride
away. Rental cars are available at the main terminal. A pilot's lounge
is located under the control tower on the East Ramp near transient
parking. There is a payphone, public restroom, and shower located there.
Convenient camping facilities are on the airport grounds and are
accessible by taxiway to transient pilots. These facilities are complete
with water, a cooking area, toilets and a telephone.

**SECTIONALS and SUPPLEMENTS**

Aviation charts and other publications are available at the following
locations in Fairbanks:

Larry's Flying Service 3822 University Avenue 474-9169

Fairbanks Flight Train 3580 University Avenue 474-0757

\* Tamarack Air 3900 University Avenue 479-6751

Not all charts and publications may be available at each of these
locations.

\*Stocks Canadian and many other charts for United States

14

**REPORTING WILD LAND FIRES**

Private and commercial pilots reporting wildfires have played a major
role in helping the Division of Forestry and the Alaska Fire Service to
respond quickly to wildfires within Alaska.

**If you should spot a forest fire contact**:

"**State Forestry"** on frequency **132.45**

**"BLM Dispatch** on frequency **127.45**

Any **flight service station**

**Provide the following information**:

-   Your name and aircraft n-number.

-   Latitude/Longitude.

-   VOR/DME location.

-   Approximate fire size.

-   Wind direction and speed.

-   Fuel type (spruce, birch, tundra, etc).

-   Distance to cabins or other buildings.

Extreme caution is advised in the vicinity of all forest fires due to
increased air traffic and the decreased visibility in smoke. Contact a
flight service station for any Temporary Flight Restrictions (TFR) due
to fire fighting operations and/or temporary Air Traffic Control Tower
operations.

**CANADIAN CUSTOMS and USER FEES**

The responsibility for Canadian Customs

##### notification rests solely with the aircraft pilot. ADCUS notifications on flight plans are no longer accepted by Canadian flight service stations. Pilots must make their own customs arrangements by calling 1-888-CANPASS (1-888-226-7277). Contact Canadian Authorities or a flight service station for additional information.

15

##### BASIC RADAR ADVISORY SERVICES

Fairbanks ATCT is requesting that all aircraft, whether arriving or
departing the Fairbanks areas utilize as a minimum, basic radar advisory
services.

-   Basic radar services for all VFR aircraft shall include:

> Safety Alerts
>
> Traffic Advisories
>
> Limited radar vectoring when requested by the pilot
>
> Sequencing into Fairbanks International Airport

These services will be provided on a workload-permitting basis. The
primary purpose is to adjust the flow of arriving IFR and VFR aircraft
into the traffic pattern in a safe and orderly manner and to provide
traffic advisories to all participating aircraft.

Pilots departing airports within the Fairbanks surface area desiring
Basic Radar Advisory services should make their request to Clearance
Delivery (the frequency will be broadcast on the ATIS) prior to
requesting taxi instructions also stating "negative TRSA services".
Clearance Delivery will issue the pilot a transponder code and a
departure control frequency. (Aircraft need not be transponder equipped
to receive radar services.) Aircraft will be advised to switch to
departure control frequency, from the tower, after departure. Inbound
aircraft desiring radar services should contact Fairbanks Approach, far
enough from the airport (at least 20 miles), so Approach Control can
sequence them into the arrival pattern. Aircraft inbound to Chena
Marina, Chena River, and any points within the Fairbanks Airport Surface
Area, are encouraged to utilize radar services.

VFR/TRSA ARRIVALS PROCEDURES TO FAIRBANKS INTERNATIONAL AIRPORT AND
OTHER PRIVATE/PUBLIC AIRPORTS IN THE FAIRBANKS SURFACE AREA

Arriving aircraft should contact Fairbanks Approach at least 20 miles
from the airport of arrival destination. Arriving traffic northeast
through east through southeast of Fairbanks International Airport should
contact Fairbanks Approach on 126.5. All other arrivals should contact
Fairbanks Approach on 125.35. The controller will issue pattern entry
instructions and appropriate traffic information. Pilots should become
familiar with the local reporting points and make accurate position
reports. Geographical points are more accurate than estimated direction
and distance. All aircraft arriving Fairbanks International Airport on
downwind from the north or south remain at least 1 mile east or west of
the extended runway centerlines for Fairbanks International RWYs 1/19.
Those aircraft not desiring TRSA services should state "Negative TRSA
Services" on initial call up.

22

' '"" ' ' ' **""** """""""" **FAIRBANKS AIRPORT TRAFFIC CONTROL TOWER**

**(ATCT)**

![](media/image28.wmf){width="1.7638888888888888in" height="2.5in"}

ATIS

Pilots should monitor the Fairbanks International Airport Automatic
Terminal Information Service (ATIS) prior to leaving the parking area to
taxi for departure or just before calling ATC when inbound for landing.
Due to the frequency of ground control and clearance delivery being
combined, the ATIS will also contain the appropriate frequency for
calling Fairbanks clearance delivery on in to receive your departure
instructions. This may be 121.9 or 127.6 depending on the situation. The
ATIS (frequency 124.4 MHz) also contains the following information:

-   The current Fairbanks International Weather

-   Runway(s) in use

-   IFR approach procedures in use

-   Remarks, NOTAM's and other useful information as appropriate

##### 

##### 

##### 

##### 

##### 

##### **TRSA (Terminal Radar Service Area)** 

In addition to the basic radar advisory services provided at Fairbanks,
TRSA services are also available. TRSA airspace was developed in the
Fairbanks terminal area to provide a safer flying environment into and
out of Fairbanks International, Ft. Wainwright AAF and Eielson AFB
airports along with the numerous other small satellite airports located
in the Fairbanks Terminal area. In addition to safety alerts, traffic
advisories, radar vectoring, and sequencing, provided to VFR aircraft
receiving basic radar services, TRSA services provide separation between
participating VFR aircraft as well as participating VFR aircraft and IFR
aircraft. Unless specifically stated by the pilot "negative TRSA
service", these services will be provided to all participating VFR
aircraft in the Fairbanks TRSA airspace. This airspace is depicted on
both the Fairbanks sectional and Fairbanks terminal area charts.

[http://www](http://www/)[.alaska.faa.gov/fai/atct/FAI_TRSA2.JPG]{.underline}

21

American pilots need to be aware that flights into Canada are subject to
mandatory user fees. These fees are assessed by **NAV CANADA,** the
commercialized operator of all air traffic control and navigation
services in Canada. Further information can be obtained by calling NAV
CANADA at **1-800-876-4693** or by accessing their web site at
[http://www](http://www/).navcanada.ca.

**Special Use Airspace Information Service**

**(SUAIS)**

**MILITARY OPERATIONS AREAS (MOAs)**

**RESTRICTED AREAS**

**IFR AND VFR MILITARY TRAINING ROUTES**

**MILITARY REFUELING AIRSPACE**

**MILITARY REFUELING TRACKS**

There are a number of Military Training Operation Areas (MOAs) and other
special use military airspace in the Interior of Alaska covering large
areas. These areas are active on a scheduled basis. This information is
available from a variety of sources including any flight service
station, the appropriate controlling agency (i.e. Anchorage Center,
Fairbanks Approach Control, etc.), publications (i.e. current sectionals
and the Alaska Supplement) and from Eielson Range Control. Pamphlets
regarding SUAIS are available at flight service stations, please ask for
a copy.

**Eielson Range Control** (ERC) is a government contracted civilian
operated agency that monitors interior Alaska MOAs and Restricted Areas,
north of the Alaska Range and east of Fairbanks. ERC provides real time
information, through the SUAIS for these areas. SUAIS is operated to
assist pilots with flight planning and to have a real time situational
awareness of military aircraft while operating in or around the
Interior's many MOAs and Restricted Areas. Pilots can call SUAIS state
wide at **1-800-758-8723 or 372-6913** from the Fairbanks area before
departure or contact Eielson Range Control on frequency **125.3** MHz
while airborne. This service is provided to supplement, not to replace,
those services available through FAA air traffic control facilities. It
is recommended that pilots contact the nearest flight service station
for the latest NOTAM information concerning restricted areas and
scheduled MOA operation times. More information is available on the
Eielson AFB homepage at [http://www](http://www/).eielson.af.mil on the
Local Flying/SUAIS button.

![](media/image29.wmf)

16

**CONTROLLED FIRING AREAS**

**(CFA)**

Controlled Firing Areas (CFA) contain activities, which if not conducted
in a controlled environment, could be hazardous to nonparticipating
aircraft. The distinguishing feature of a CFA, as compared to other
special use airspace, is that its activities are suspended immediately
when spotter aircraft, radar, or ground lookout positions indicate an
aircraft might be approaching the area. There is no need to chart CFA's
since they do not cause a nonparticipating aircraft to change its flight
path.

There are several CFAs in the Interior of Alaska. The U.S. Army has a
CFA located south of Fort Wainwright which extends approximately ten
miles across the Tanana River. Information on these may be obtained from
**Fort Wainwright** **Range Control at 353-1247/1265**.

**POKER FLAT RESEARCH RANGE**

![](media/image30.wmf)Poker Flat Research Range is the only non-federal,
university owned and operated rocket range in the world. The 5,132-acre
site is the world's largest land-based rocket range with a chain of
downrange flight and observing facilities from Fairbanks to Barter
Island to Spitzbergen. The range is located approximately 30 miles
northeast of Fairbanks on the Steese Highway at coordinates
**6507**'**N/14729**'**W.**

Extreme caution is advised flying near the facility during launches.
Additional research using laser lights is also conducted at Poker Flat.
Check with the nearest flight service station for NOTAM's on airspace
restrictions during launch times.

17

**COMMON TRAFFIC ADVISORY FREQUENCIES (CTAFs)**

The key to communicating at an airport without an operating control
tower is the selection and proper utilization of the correct **Common
Traffic Advisory Frequency or CTAF.** The purpose of this system is to
have all aircraft monitoring and broadcasting on the **published
frequency** for their airport of operation. The proper CTAF can be found
in a number of publications including the Alaska Supplement, World
Aeronautical Charts (WAC), Sectional Aeronautical Charts, and the Alaska
Terminal Procedures Publication. The CTAF can also be obtained from any
flight service station.

At an airport with a flight service station, a **Local Airport Advisory
Service** is provided on the CTAF. Though it is a good practice to use
this service, be aware that not all pilots may be participating in this
service. Procedures for CTAF use are available in the Aeronautical
Information Manual (AIM).

**LOCAL PRACTICE AREA**

There is a Local Practice area south of town around the Clear Creek
Buttes.

Transient Pilots should be on the lookout for maneuvering aircraft.

![](media/image31.png){width="4.238194444444445in"
height="1.6076388888888888in"}

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![](media/image32.png){width="2.54375in"
height="4.534722222222222in"}**BEST PRACTICES**

Study the airport diagram during flight planning and before starting
your engine.

Brief and utilize your passengers (as appropriate) to help monitor your
progress across the airport operating area.

Remember, it\'s always ok to ask questions! Get progressive taxi
instructions if you need them.

Beware of taxi routes that cross an active runway.

Keep in mind these four essential steps to prevent a runway incursion:

1\. **CLEARANCES**: Pilots must understand what they have been
instructed to do or get clarification or an amended clearance.

2\. **COMMUNICATIONS**: Use proper procedures, standard words and
phrases, and read back all clearances.

3\. **GROUND NAVIGATION**: Understand the airport layout and pertinent
signage before starting your engine.

4\. **SITUATIONAL AWARENESS & SCANNING**: Clear up all doubts before
proceeding. Use all your resources - including Air Traffic Control.

The employees in the Fairbanks area are committed to providing any
information you need to help you better understand airport signage,
marking and procedures. Don't hesitate to contact us for assistance.

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**RUNWAY SAFETY**

**THE FAA DEFINES A RUNWAY INCURSION AS:**

Any occurrence at an airport involving an aircraft, vehicle, person, or
object on the ground that creates a collision hazard or results in loss
of separation with an aircraft taking off, intending to take off,
landing, or intending to land. Runway incursions are classified into
these areas:

-   **Operational Error (OE)** - A failure of the air traffic control
    system that results in loss of separation.

-   **Pilot Deviation (PD)** - The action of a pilot that results in
    violation of the Federal Aviation regulations (FAR).

-   **Vehicle/Pedestrian Deviation (V/PD)** - Any entry or movement on
    the movement area by a vehicle (including aircraft operated by
    non-pilots) or pedestrian that has not been authorized by air
    traffic control.

![](media/image33.jpeg){width="2.8618055555555557in"
height="3.8805555555555555in"}

Careful investigations of these incidents have identified three major
areas contributing to runway incursions - communication, airport
familiarization, and cockpit procedures for maintaining orientation.

*NOTE: All runway incursions are surface incidents, but not all surface
incidents are runway incursions. To qualify as a runway incursion, an
aircraft that is taking off, intending to take off, landing, or
intending to land must encounter both of the following conditions: (1)
at least one aircraft, vehicle, pedestrian, or object must be on the
runway; and (2) a collision hazard or a loss of separation must occur.*

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