**FAIRBANKS AFSS/ATCT**

**PILOT BULLETIN 01-03**

Effective: June1, 2001

Expires: June 1, 2003

Fairbanks Automated Flight Service Station (AFSS) and Airport Traffic
Control Tower (ATCT) are open 24 hours per day, year around. We are
especially busy from early spring through late autumn. Our traffic
varies from J-3 Cubs to heavy jets. The experience level of pilots using
our services ranges from the student pilot to the professional with
thousands of hours to the 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 air carriers, air agencies, airmen and civil aircraft. Flight
Standards develops and recommends policies, regulations, standards, and
policies for the aviation community. Safety through education is an
important part of out 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.**

Fairbanks AFSS is located at 3811 University Avenue and Fairbanks ATCT
is located at 3800 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/>

![](media/image1.png)

**TABLE OF CONTENTS**

**INTRODUCTION**

**TABLE OF CONTENTS** 1

**FAIRBANKS AUTOMATED FLIGHT SERVICE STATION**

Pilot Weather Briefing Telephone Numbers 3

TIBS Access Codes 3

Satellite Facilities 4

Preflight Planning 4

Standard Weather Briefing 4

Abbreviated Briefing 5

Outlook Briefing 5

Flight Plans 6

Inflight Weather Briefing 6

Area Forecasts (FA) 6

Aviation Routine Weather Reports (METAR) 7

Terminal Aerodrome Forecasts (TAF) 7

Wind/Temperature Aloft Forecasts (FD) 8

Inflight Advisories (WS, WST, WA, CWA) 8

Pilot Weather Reports (UA) 8

Fuel 9

Accommodations 9

Sectionals and Supplements 9

Reporting Wild Land Fires 9

Canadian Customs and User Fees 10

Military Operations 10

Poker Flat Research Range 11

Common Traffic Advisory Frequencies (CTAF) 11

Flight Plans (Again) 11

**FAIRBANKS AIRPORT TRAFFIC CONTROL TOWER**

ATIS 13

Radar Advisory Service 13

Radio Communication Techniques 14

A Word About The Word "Roger" 14

No Radio Procedures 14

Emergency Procedures 15

Pilot Reports 15

VFR Departure Procedures 15

TRSA Service From Float Pond 16

TRSA Service From Satellite Airports 16

Satellite Airports and Reporting Points 16

VFR Arrival Procedures 17

Aircraft Lights 17

Traffic Patterns 18

Some Hints 18

Pattern Practice 18

Diagram Fairbanks International Airport 19

Surface Areas 21

Special VFR Procedures 21

IFR Procedures 22

Practice Instrument Approaches 22

Float Pond Operations 23

Ski Operations 24

Winter Operations 24

**FAIRBANKS AUTOMATED FLIGHT SERVICE STATION**

**(AFSS)**

This guide is intended to provide pilots with information on some of the
services available from Fairbanks AFSS and its satellite facilities.
Fairbanks AFSS is located at 3811 University Avenue on the east ramp of
the Fairbanks International Airport. We perform a full range of flight
service functions including preflight weather briefing and flight plan
filing, 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

**FAIRBANKS AFSS TELEPHONE TIBS ACCESS CODES**

  ----------------------------------------------------------- -----------
  *Access Menu*                                               *Dial*

  *Fast File Recorder*                                        **3**

  *IFR Flight Plan*                                           **1**

  *VFR Flight Plan*                                           **2**

  *Close VFR Flight Plan*                                     **3**

  *Pilot Weather Reports*                                     **4**

  *Return to Weather Briefer*                                 **0**

  *Return to Main Menu*                                       **\#**

  *Additional Instructions*                                   **8**
  ----------------------------------------------------------- -----------

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

![](media/image2.wmf)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, providing 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. If you are using a rotary phone you will be
switched automatically to a briefer at the end of the announcement. To
interrupt a recorded message, enter the access code for the desired
function at any time. If you do not need 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.

**SATELLITE FACILITIES**

The five FSSs in northern Alaska are open about 16 hours per day. During
closed hours 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 443-2291

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 and newspaper weather maps. When ready to
call for a weather briefing, make sure your planned route of flight is
worked out 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:

Type of weather briefing requested:

**STANDARD, ABBREVIATED** or **OUTLOOK**.

Type of flight contemplated. **VFR** or **IFR**.

Aircraft's N-number or pilot's last name.

Type of aircraft.

Departure point.

Proposed route of flight.

Destination.

Proposed flight altitude.

Estimated time of departure (ETD).

Estimated time en-route (ETE).

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. Remember, if the weather
situation is marginal, expect and insist upon a standard weather
briefing; it is both your legal responsibility and your prerogative.

**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 **"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 the 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.

**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/image3.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, mail, or in person

**INFLIGHT WEATHER BRIEFING**

![](media/image4.wmf)You are encouraged to obtain your preflight
briefing by telephone or in person before departure, as this will reduce
congestion on the radio frequencies. During normal daily operations the
specialists at Fairbanks AFSS Inflight positions are monitoring up to 73
frequencies. When traffic is high, it is not uncommon to have five or
more aircraft calling simultaneously for services. We do our best to
handle all of these requests as rapidly as possible and your cooperation
is requested. In addition, 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. In those cases where
you need to obtain a preflight briefing, or update a previous briefing
by radio, you should contact the nearest AFSS/FSS to obtain this
information. 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 on all
center frequencies 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 and other aeronautical
information to summarize data applicable to your proposed flight. This
includes Area Forecasts, Terminal Forecasts, METAR reports, PIREPs,
weather charts, NOTAMs, NEXRAD graphics, and airport weather cameras.

**AREA FORECASTS (FA)**

![](media/image5.wmf)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.

**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. Remarks

**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 tens of degrees from true north in knots.

**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)**

![](media/image6.wmf)**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.

**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 at least
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:

Your type of aircraft, altitude, and location in reference to a navaid
or airport.

Cloud cover including bases and tops (heights in MSL).

Turbulence and icing.

Visibility restrictions.

Outside air temperature in Celsius.

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 an automated fuel pump near the Airport Traffic Control Tower.

**ACCOMMODATIONS**

![](media/image7.wmf)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

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

**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.

![](media/image8.wmf)**If you should spot a forest fire contact**:

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

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

Any **Flight Service Station**

![](media/image9.wmf)**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**

![](media/image10.wmf)

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.

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. Fees for aircraft, under two metric tons maximum
take-off weight, operating in Canadian Airspace are approximately
\$60/yr Canadian or \$15/qtr. US aircraft in this size range will be
charged the quarterly rate. There are other fee schedules for larger
aircraft and other types of operations. Further information can be
obtained by calling NAV CANADA at **1-800-876-4693** or by accessing
their web site at http://www.navcanada.ca.

**MILITARY OPERATIONS AREAS (MOAs)**

**RESTRICTED AREAS**

**IFR AND VFR MILITARY TRAINING ROUTES**

**MILITARY REFUELING AIRSPACE**

**MILITARY REFUELING TRACKS**

> ![](media/image11.wmf)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.

**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 **Special Use Airspace Information Service**
(SUAIS), for these areas. SUAIS is operated to assist pilots with flight
planning and to have a situational awareness of military aircraft while
operating in or around the Interior's many MOAs and Restricted Areas.
Pilots can call SUAIS 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 and is not intended 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.eielson.af.mil on the General Aviation Info button.

**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/image12.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 **65**°**07**\'**N/147**°**29**\'**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 NOTAMs on airspace
restrictions during launch times.

**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).

**FLIGHT PLANS (Again)**

![](media/image13.wmf)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. 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.

**FAIRBANKS AIRPORT TRAFFIC CONTROL TOWER**

**(ATCT)**

![](media/image14.wmf){width="1.4111111111111112in"
height="1.9944444444444445in"}

##### 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. The ATIS (456-1244 or frequency 124.4 MHz) contains the
following information:

> **** The current Fairbanks International Weather
>
> **** Runway(s) in use
>
> **** IFR approach procedures in use
>
> **** Remarks, NOTAMs and other useful information as appropriate

##### RADAR ADVISORY

![](media/image15.wmf)Fairbanks ATCT is requesting that all aircraft,
whether arriving or departing the Fairbanks area, utilize the TRSA
services provided or as a minimum the basic radar services provided.

> **** 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
>
> ****Separation for participating TRSA aircraft.

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
desiring Radar Advisory service should make the request to Clearance
Delivery (frequency 127.6 MHz) prior to requesting taxi clearance.
Clearance Delivery will issue **TRSA departure** (beacon code). 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". 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.

Pilots using Chena Marina, Chena River, and any points within the
Fairbanks Airport Surface Area are encouraged to utilize radar services.

##### RADIO COMMUNICATION TECHNIQUES

Radio communication techniques are a concern for both pilots and
controllers. Chapter 4, Section 2 of the Airmen\'s Information Manual
gives a thorough explanation of expected radio procedures. These methods
should be complied with, as much as possible, both to promote
understanding and decrease frequency congestion.

**A WORD ABOUT THE WORD \"ROGER\"**

The word \"roger\" tends to be one of the most misused words in radio
communications. \"Roger\" means only that you have received all of the
last transmission. A problem arises when \"roger\" is used in response
to a yes/no question. For instance, if you are asked if you have traffic
to follow in sight and you answer \"roger\", then you have not indicated
anything other than you have heard the last transmission. The bottom
line is, in response to a yes/no question, answer either affirmative or
negative.

##### NO RADIO PROCEDURES

Possibly one of the most frightening situations a pilot may face is
radio failure in a busy terminal area. If you are inbound to Fairbanks
International Airport and experience communication difficulties, on
either the tower or approach control frequency, try to contact the tower
on the ground control (121.9 MHz) or clearance delivery (127.6 MHz)
frequencies. You should try all available resources to establish radio
contact with the tower before entering the airport surface area. If
transponder equipped, a pilot should use the NORDO procedures in the
Airmen\'s Information Manual and squawk 7600. The tower does monitor the
radar display and transponder codes.

Try to determine whether it is just the receiver or transmitter that is
inoperative. If the aircraft\'s transmitter is inoperative, the
controller will try to determine if the receiver is operating by issuing
an instruction such as, \"Cessna over Chena ridge, rock your wings\". If
the controller observes a reply, additional instructions will be given
as needed. Pilots should acknowledge each instruction by rocking their
wings. During hours of darkness, pilots will be asked to flash their
landing lights.

To determine if an aircraft\'s receiver is inoperative, pilots should
transmit their aircraft call sign and position and then ask the tower to
reply with a light gun signal. If the tower replies, the pilot should
keep the tower advised of intentions and watch and comply with light gun
signals.

If a pilot knows ahead of time that radio contact will not be
established by using the previous suggestions, and the aircraft is not
transponder equipped, the pilot should proceed with one of the following
actions:

> **** If able call Fairbanks tower (474-0452) before departure. The
> shift supervisor will ask for the aircraft type, color, number of
> aircraft, direction of flight, and most important, ESTIMATED TIME OF
> DEPARTURE OR ARRIVAL. The supervisor will then give specific
> instructions on pattern entries, runways in use, weather, etc.
>
> **** If the radio fails in flight, land at another airport (Chena
> Marina, Bradley Sky Ranch, etc.) and then call the tower. The
> supervisor will provide assistance to return to the Fairbanks airport.
>
> **** Remain at or above 2500\' MSL (if able) and proceed directly
> over the Fairbanks control tower (located on the east side of the
> airport) and begin circling. Watch for these three items.
>
> a\. Other aircraft operating in the traffic patterns.
>
> b\. Traffic pattern direction and active runway.
>
> c\. Light gun signals from the control tower. After landing exit the
> runway via the first available taxiway and wait for light gun taxi
> instructions.

Traffic permitting, the tower will usually approve NORDO Operations on a
one time basis for the following:

> **** Repair of radio
>
> **** Service to aircraft
>
> **** Ferry flight from Fairbanks International

**NOTE**: NORDO operations present a real danger. Please **do not**
relay your intentions to arrive NORDO through the FSS or other agencies.
Call the Fairbanks control tower (474-0452) directly and talk to the
supervisor or one of the controllers. Be sure that the instructions they
give you are completely understood. Keep in mind that the active runway
may change before arrival time. After landing, exit the runway as soon
as possible and watch for additional light gun signals.

EMERGENCY PROCEDURES![](media/image16.wmf){width="0.9131944444444444in"
height="0.95in"}

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 Airmen\'s 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.

**VFR DEPARTURE PROCEDURES**

After receiving the ATIS and the radar service information from
clearance delivery, pilots departing from Fairbanks International should
contact ground control (frequency 121.9 MHz) when ready to taxi. Float
Pond and other than FAI International Airport departures should contact
Fairbanks clearance delivery (127.6) for radar information then contact
Fairbanks tower (frequency 118.3 MHz) for taxi instruction and/or
traffic information.

Initial call-up should contain the following information in the order
listed.

> **** Aircraft identification and type
>
> **** Position (east ramp, gate 1, Chena River, Chena Marina, Metro
> Field)
>
> **** If located on Fairbanks International, request taxi for
> departure (SW, touch and goes, etc.)
>
> **** ATIS code (\"with Tango\")

EXAMPLE: Aircraft receiving TRSA service: "Fairbanks Clearance Delivery,
N12345, C-150 with information Victor, eastbound at 4500". The reply you
should receive is: "N12345, Fairbanks Clearance Delivery, TRSA
departure, squawk \_\_\_\_".

EXAMPLE: Aircraft requesting negative TRSA services: "Fairbanks
Clearance Delivery, N12345, C-150 with information Victor, requesting
radar service, negative TRSA, eastbound." The reply you should receive
is: "N12345, Fairbanks Clearance Delivery, departure frequency will be
125.35, squawk \_\_\_\_".

**TRSA SERVICE FROM FLOAT POND**

Aircraft departing the Float Pond at Fairbanks International Airport
should contact Fairbanks Clearance Delivery 127.6 for TRSA services.
Those departing aircraft should then contact the Fairbanks Tower 118.3
directly for taxi clearance.

**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 127.6. Those aircraft should then contact
Fairbanks Tower directly 118.3.

**SATELLITE AIRPORTS & REPORTING POINTS**

![](media/image17.png)

**VFR ARRIVAL PROCEDURES**

![](media/image18.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 127.6 prior to departure with intentions and requesting radar
    services. FAI Clearance delivery will issue FAI Departure frequency
    (125.35) and the appropriate transponder code. 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
    125.35 within 20 miles of Chena Marina for radar services.

5.  *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".

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

1.  Aircraft departing Metro field will contact FAI clearance delivery
    on 127.6 prior to departure with intentions and requesting radar
    services. FAI Clearance delivery will issue FAI Departure frequency
    (125.35) and the appropriate transponder code. 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
    125.35 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 published in the Alaska Supplement for Fairbanks
International Airport specifies right traffic for Runway 1L, 1R, and the
ski strip. 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). 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.

##### SOME HINTS

If you wish to land on a particular runway, such as runway 1L instead of
runway 1R, advise the controller on initial contact. A control
instruction to enter a specific part of the pattern is an authorization
to proceed directly to that point. If, for example, you are east of the
field and are issued a right base entry to runway 1R, you should not fly
to a downwind entry. If you are instructed to make a 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/image19.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. If, however, a landing or option clearance is
issued prior to your giving the position report, you may disregard the
report unless another is requested as part of the landing clearance.
**Please make your reports accurate and timely. Anything less can
compromise the safety of all concerned.**

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.

![](media/image20.png){width="8.0in" height="10.666666666666666in"}

**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.

**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** 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 (127.6 MHz), prior
to taxi, and make the SVFR clearance request 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 points within the surface area (other than
Fairbanks International Airport) should call Fairbanks Approach on 118.1
for clearance.

Arriving aircraft must remain outside the surface area and contact
Fairbanks approach control (118.1 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.

**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

![](media/image21.wmf)IFR aircraft departing Metro Field Airport, Chena
Marina, etc., should contact Fairbanks approach control (118.1 MHz) for
their clearance and departure instructions.

Readback 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. Request for IFR clearance should be initiated, prior to taxiing to
the departure runway, on clearance delivery frequency (127.6 MHz).

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 standard IFR separation for VFR
aircraft practicing instrument approaches at FAI, FBK and EIL.

Aircraft requesting practice approaches at Fairbanks International
Airport or Ft. Wainwright AAF should contact Fairbanks Approach Control
on frequency 118.1. 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 practice PAR or ASR approaches at Ft. Wainwright AAF
or Eielson AFB should contact Fairbanks Approach Control on frequency
118.1, or when east of FBK, use frequency 126.5. Aircraft will be handed
off to the final controller at the appropriate time.

##### 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. Shallow spots are marked by flags. 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. Departing aircraft requesting radar
services should contact Fairbanks Clearance delivery on 127.6 for
departure information. After receiving your information from Clearance
delivery contact the tower on 118.3 MHz for taxi and takeoff
instructions prior to entering the main channel. Aircraft should 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 channel.

##### 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.

##### WINTER OPERATIONS

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.

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