51564 Federal Register / Vol. 62, No. 190 / Wednesday, October 1, 1997 / Proposed Rules

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 93

[Docket No. 29029; Notice No. 97–14]

RIN 2120–AG45

Anchorage, Alaska, Terminal Area

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This action proposes to

amend the regulations regarding the

Anchorage, Alaska, Terminal Area by

revising the description of the

Anchorage, Alaska, Terminal Area and

the communication requirements for

operating in the area; adding a new

segment with communication

requirements east of Anchorage

International Airport; changing several

altitude requirements; modifying the

vertical limits of certain segments;

updating the communications

requirements for operations in several

segments due to the decommissioning of

certain air traffic control facilities; and

making minor editorial changes. The

FAA is proposing this action to enhance

safety and simplify aircraft operating

procedures in the Anchorage, Alaska,

Terminal Area.

DATES: Comments must be received on

or before November 17, 1997.

ADDRESSES: Comments on this notice

should be mailed, in triplicate, to:

Federal Aviation Administration, Office

of the Chief Counsel, Attention: Rules

Docket (AGC–200), Docket No. [29029],

800 Independence Avenue, SW.,

Washington, DC 20591. Comments may

also be sent electronically to the

following Internet address: 9–NPRM–

CMTS@FAA.DOT.gov. Comments

delivered must be marked Docket No.

[29029]. The official docket may be

examined in the Rules Docket, Office of

the Chief Counsel, Room 916G,

weekdays between 8:30 a.m. and 5:00

p.m., except on Federal holidays.

FOR FURTHER INFORMATION CONTACT: Mr.

Joseph C. White, Airspace and Rules

Division, ATA–400, Office of Air Traffic

Airspace Management, Federal Aviation

Administration, 800 Independence

Avenue, SW., Washington, DC 20591;

telephone (202) 267–8783.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as

they may desire. Comments that provide

the factual basis supporting the views

and suggestions presented are

particularly helpful in developing

reasoned regulatory decisions on the

proposal. Comments are specifically

invited on the overall regulatory,

aeronautical, economic, environmental,

and energy-related aspects of the

proposal. Substantive comments should

be accompanied by cost estimates.

Comments should identify the

regulatory docket or notice number and

should be submitted in triplicate to the

Rules Docket address specified above.

All comments received on or before the

closing date for comments specified will

be considered by the Administrator

before taking action on this proposed

rulemaking. The proposals contained in

this notice may be changed in light of

comments received. All comments

received will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report

summarizing each substantive public

contact with FAA personnel concerned

with this rulemaking will be filed in the

docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

on this notice must include a selfaddressed, stamped postcard on which

the following statement is made:

‘‘Comment to Docket No. [29029].’’ The

postcard will be date/time stamped and

returned to the commenter.

Availability of NPRM’s

Any person may obtain a copy of this

NPRM by submitting a request to the

Federal Aviation Administration, Office

of Rulemaking, 800 Independence

Avenue, SW., Washington, DC 20591, or

by calling (202) 267–9677.

Communications must identify the

notice number of this NPRM. Persons

interested in being place on a mailing

list for future FAA NPRM’s should

request a copy of Advisory Circular No.

11–2A, Notice of Proposed Rulemaking

Distribution System, which describes

application procedures.

An electronic copy of this document

may be downloaded using a modem and

suitable communications software from

the FAA regulations section of the

Fedworld electronic bulletin board

service (telephone: 703–321–3339) or

the Federal Register’s electronic

bulletin board service (telephone: 202–

512–1661).

Internet users may reach the FAA’s

web page at http://www.faa.gov or the

Federal Register’s webpage at http://

www.access.gpo.gov/suldocs for

access to recently published rulemaking

documents.

Background

On December 17, 1991, the FAA

published, in the Federal Register, the

Airspace Reclassification Final Rule (56

FR 65638). The purpose of this rule was

to change various airspace designations.

Among other changes, airport traffic

areas were changed to encompass

‘‘Classes’’ of airspace and to include

Class A, B, C, D, E, and G airspace areas.

While these changes were designed to

apply to all similarly designated

airspace areas, subpart D of part 93 was

not amended to reclassify the

Anchorage, Alaska, Terminal Area.

Additionally, the Bryant Airport

Traffic Control Tower (ATCT) and the

Anchorage Flight Service Station (FSS)

were decommissioned. However, no

corresponding changes were initiated to

amend part 93, subpart D to reflect the

closure of the facilities.

In this action, the FAA proposes to

replace the term ‘‘Airport Traffic Area’’

with the new term of ‘‘Terminal Area.’’

Also, this action would delete

references in part 93 to the Bryant ATCT

and the Anchorage FSS, and establish a

new Seward Highway segment and

communication requirements for aircraft

operating in this new Seward Highway

segment. These changes would update

part 93 to reflect airspace designations

as they exist today in the vicinity of

Anchorage, Alaska. In addition, several

changes would be made to the following

part 93 sections.

Analysis of the Proposed Changes

Part 93, subpart D prescribes rules

governing the operation of aircraft in the

vicinity of those airports in the

Anchorage, Alaska, Terminal Area (28

FR 6715, June 29, 1963).

Currently, there are aeronautical

charts that graphically depict the

Anchorage, Alaska, Terminal Area.

These aeronautical charts are updated

frequently without the requirement of

any rulemaking action. Consolidated

updates of chart changes are available

every 56 days in the Alaska Supplement

of the flight information publication.

The purpose of this supplement, among

others, is to provide major changes in

aeronautical information that have

occurred since the last publication date

of each Sectional Aeronautical Chart,

World Aeronautical Chart, or Terminal

Area Chart. Further, current information

can be gained by consulting appropriate

Notices to Airmen, and other Flight

Information Publications. Conversely,

appendix A to part 93—Anchorage

Airport Traffic Area: Traffic Patterns,

requires rulemaking action to change,

thus delaying essential aeronautical

information required for the safety of
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flight. Therefore, the FAA is proposing

to remove appendix A of part 93—

Anchorage Airport Traffic Area: Traffic

Patterns.

Section 93.51—Applicability

The FAA is proposing to replace the

term ‘‘Airport Traffic Area’’ with the

new term ‘‘Terminal Area.’’ This

proposed change would incorporate

changes implemented by the Airspace

Reclassification Final Rule.

Section 93.53—Description of Area

The FAA is proposing to change the

description and boundaries of the

Anchorage, Alaska, Airport Traffic Area

(hereafter referred to as Terminal Area).

Currently, § 93.53 describes the

Anchorage, Alaska, Terminal Area both

in terms of its geographical boundaries

and vertical dimensions. The FAA

proposes to limit the description of the

Anchorage, Alaska, Terminal Area, in

this section, to geographical boundaries

and delete reference to any vertical

dimension. Additionally, the FAA is

proposing to change to replace the term

‘‘Airport Traffic Area’’ with the new

term ‘‘Terminal Area.’’

Section 93.55—Subdivision of Area

The FAA proposes to modify the

description of the Anchorage, Alaska,

Terminal Area segment areas described

in § 93.55. Currently, the segment areas

of the Anchorage Terminal Area are

described by reference to geographical

boundaries. The vertical dimensions of

the segment areas, as defined in the

current § 93.53 provided a uniform

altitude of up to 3,000 feet mean sea

level (MSL). This action proposes to

describe the segment areas

geographically and vertically to conform

with other proposed operational

changes within each segment. This

action also proposes to add the

geographical boundaries and vertical

dimension of the proposed Seward

Highway segment by designating a new

paragraph (f). Additionally, the FAA is

proposing to delete any references to

term ‘‘airport traffic area.’’

Section 93.57—General Rules: All

Segments

This section describes general rules

for operations conducted in all segments

of the Anchorage, Alaska, Terminal

Area. The FAA proposes to add the new

Seward Highway segment in § 93.57(a)

and § 93.57(e). The FAA is also

proposing to add the Bryant segment

operational requirements to the

exception listed in § 93.57(d) and

§ 93.57(e). Additionally, the FAA is

proposing to delete any references to the

term ‘‘airport traffic area.’’

Section 93.61—General Rules: Lake

Hood Segment

The FAA proposes to raise the

minimum operating altitude provided in

§ 93.61 for noise mitigation purposes.

This section currently states: each

person operating an airplane within the

segment (except that part described in

paragraph (a) of this section) shall

operate it at an altitude of at least 600

feet MSL until maneuvering for a safe

landing requires further descent. The

FAA is proposing to raise the minimum

operating altitude from 600 to 1,000 feet

MSL.

Section 93.63—General Rules: Merrill

Segment

The FAA proposes to amend

§ 93.63(d), which currently requires

anyone operating an aircraft in the

Merrill segment of the Anchorage

Terminal Area to maintain two-way

radio communication with the

Anchorage Flight Service Station (FSS).

The Anchorage FSS was

decommissioned in June of 1993; but

§ 93.63(d) was not amended to reflect

this closure. This action proposes to

require pilots operating in the described

area to contact the Anchorage ATCT

when the Merrill ATCT is not operating.

This change would update § 93.63(d) by

reflecting current operating practices.

Section 93.65—General Rules:

Elmendorf Segment

The FAA proposes to amend § 93.65

as follows: (1) amend the required

minimum operating altitude; and (2)

add a new paragraph (f).

The FAA is proposing to raise the

minimum operating altitude provided in

§ 93.65(b). This section currently

requires each person operating an

airplane at a speed of 105 knots or less

within the Elmendorf segment shall

operate it at an altitude of at least 700

feet MSL until maneuvering for a safe

landing requires further descent. The

FAA proposes to amend § 93.65(b) by

raising the minimum operating altitude,

for other than turbine-powered

airplanes, from 700 to 800 feet MSL.

This change would enhance safety by

requiring airplanes to operate at a higher

altitude and accommodate tree growth

in the area.

In addition, the FAA proposes to add

a new paragraph (f) to § 93.65. Section

93.65(f) would permit pilots operating

to and from Sixmile Lake, within a

defined portion of the Elmendorf

segment and in accordance with visual

flight rules (VFR), to operate without

establishing two-way radio

communication with air traffic control

(ATC).

Section 93.67—General Rules: Bryant

Segment

The FAA proposes to amend the rules

for operating in the Bryant segment of

the Anchorage, Alaska, Terminal Area

prescribed under § 93.67. The Bryant

ATCT was decommissioned on

September 30, 1995, but the regulations

were never amended to reflect that

change. This action proposes to change

the language in § 93.67(b) to state: (1)

Aircraft operating to or from the Bryant

Airport shall conform to the flow of

traffic shown on the appropriate

aeronautical charts; and (2) when

operating within the Bryant segment,

pilots should self-announce on Bryant

Airport Common Traffic Advisory

Frequency (CTAF). This change will

also enhance air traffic efficiency in the

area.

Section 93.68

The FAA is proposing to add a new

section, § 93.68, to part 93. This new

section will prescribe rules for operating

in the proposed Seward Highway

segment of the Anchorage, Alaska,

Terminal Area. This segment and

corresponding operating rules are being

proposed to efficiently manage air traffic

due to an increase in aircraft operations

in the area.

The Proposal

This action proposes to amend the

regulations regarding the Anchorage,

Alaska, Terminal Area by revising the

description of the Anchorage, Alaska,

Terminal Area and the communication

requirements for operating in the area;

adding a new segment with

communication requirements east of

Anchorage International Airport;

changing several altitude requirements;

modifying the vertical limits of certain

segments; updating the communications

requirements for operations in several

segments due to the decommissioning of

certain air traffic control facilities; and

removing appendix A of part 93. The

FAA is proposing this action to enhance

safety and simplify aircraft operating

procedures in the Anchorage, Alaska,

Terminal Area.

Regulatory Evaluation Summary

Changes to Federal regulations must

undergo several economic analyses.

First, Executive Order 12866 directs that

each Federal agency shall propose or

adopt a regulation only upon a reasoned

determination that the benefits of the

intended regulation justify its costs.

Second, the Regulatory Flexibility Act

requires agencies to analyze the

economic effect of regulatory changes

on small entities. Third, the Office of

Management and Budget directs
51566 Federal Register / Vol. 62, No. 190 / Wednesday, October 1, 1997 / Proposed Rules

agencies to assess the effect of

regulatory changes on small entities

changes on international trade. In

conducting these analyses, the FAA has

determined that this NPRM: (1) Would

generate benefits that justify its minimal

costs and is not ‘‘a significant regulatory

action’’ as defined in the Executive

Order; (2) is not significant as defined

in Department of Transportation’s

Regulatory Policies and Procedures; (3)

would not have a significant impact on

a substantial number of small entities;

(4) would not constitute a barrier to

international trade; and (5) would not

contain any Federal intergovernmental

or private sector mandate. These

analyses are summarized here in the

preamble and the full Regulatory

Evaluation is in the docket.

Background

The FAA is proposing to amend part

93 of the Federal Aviation Regulations

(14 CFR part 93) by modifying the

description of the Anchorage, Alaska

Terminal Area; revising communication

equipment requirements for operators

within the airspace area; adding a new

segment with communication

requirements east of Anchorage

International Airport; altering several

existing altitude requirements;

modifying vertical limits of certain

segments; and making editorial changes

to ensure consistency between previous

modifications. Section 93.55(f) proposes

the addition of the new Seward

Highway segment. Section 93.61(b)

proposes to raise the minimum

operation altitude in the Lake Hood

Segment to 1,000 feet MSL from 600 feet

MSL, for the purpose of noise

abatement. Section 93.65(c) proposes to

raise the minimum operation altitude,

for other than turbine powered aircraft,

in the Merrill Segment from at least 700

feet MSL to 800 feet MSL, due to the

growth of trees in the area. It is believed

these increases in altitude requirements

would not have a significant cost

impact. However, the FAA is soliciting

public comments on the effects of these

proposed increases in altitude.

Benefits

For many years, the predominant

direction for aircraft departures was to

the west. However, in recent years,

transport category aircraft have been

departing eastbound from Anchorage

International Airport with increasing

frequency. These eastbound departures

increase the number of aircraft

operations and operational complexity

in the airspace east of Anchorage

International Airport. In order to reduce

the potential risk of a midair collision

in that airspace, the FAA is proposing

to establish the Seward Highway

segment east of the Anchorage

International Airport. This proposed

change would require general aviation

(GA) aircraft operating in that airspace

segment to establish and maintain radio

contact with ATC. This proposed

change would assist in the management

of aircraft operations and would impose

minimal, if any, additional costs on

aircraft operating in the area.

In addition, this NPRM would

generate benefits in terms of clarity of

existing regulations. The FAA contends

that the establishment of the proposed

rule would simplify aircraft operating

procedures in the Anchorage, Alaska,

Terminal Area.

Costs

Cost Impact on Aircraft Operators

This determination is based on data

contained in the most recent General

Aviation and Avionics Survey Report.

The report indicates an estimated 92

percent of all Alaskan GA aircraft

operators are already equipped with

two-way radios. The FAA has also

determined that operators without twoway radios would not have to

circumnavigate the airspace area, but

would instead fly above the 4,100 feet

MSL ceiling of the Seward Highway

segment without significantly deviating

from their regular flight paths. Proposed

changes to §§ 93.57(d), 93.61(b), and

93.65(c) are descriptive of altitude

changes that would impose negligible or

no additional cost on operators.

Therefore, the FAA has determined that

this proposed amendment would

impose minimal, if any, cost on aircraft

operators.

Cost Impact on the FAA

Currently, Part 93, Subpart D, makes

reference to Anchorage FSS and Bryant

ATCT. However, the FAA

decommissioned the Anchorage FSS in

June of 1993. Further, on September 30,

1995, the FAA decommissioned the

Bryant ATCT and established the Bryant

Airport Common Traffic Advisory

Frequency (CTAF). These proposed

changes correct these references and do

not impose any cost on the agency. The

agency has also determined that it could

handle the current and projected

aviation activity in the Seward Highway

segment without needing any additional

staff or equipment at Anchorage

International Airport ATC Facility.

Therefore, the FAA has determined

there would be no additional cost as a

result of the proposed editorial and

description modifications to 14 CFR

part 93.

In view of the minimal cost of

compliance, enhanced clarity of FAA

regulations covering the Anchorage, AK,

Terminal Area, the FAA has determined

that this NPRM would be costbeneficial.

Initial Regulatory Flexibility

Determination

The Regulatory Flexibility Act of 1980

(RFA), as amended, was enacted by

Congress to ensure that small entities

are not unnecessarily and

disproportionately burdened by Federal

regulations. The RFA requires a

Regulatory Flexibility Analysis if a

proposed rule would have ‘‘significant

economic impact on a substantial

number of small entities.’’ FAA Order

2100.14A outlines the FAA’s procedures

and criteria for implementing the RFA.

The small entities that may

potentially incur minimal, if any, cost

with the implementation of this

proposed rule are operators of aircraft

who do not meet Class D airspace

navigational equipment standards

(primarily part 135 aircraft without twoway radios). The small entities

potentially impacted by the NPRM

would not incur any cost for additional

navigational equipment or complying

with more rigorous operating

procedures because they routinely fly

into airspace where such equipment

requirements are already in place. Also,

those operators that do not have twoway radios can easily fly above the

airspace where two-way radios are

required. Therefore, the FAA has

initially determined that this NPRM

would not have a significant economic

impact on a substantial number of small

entities.

International Trade Impact Assessment

The NPRM would not constitute a

barrier to international trade, including

the export of American goods and

services to foreign countries and the

import of foreign goods and services

into the United States. This assessment

is based on the fact that the proposed

rule would neither impose costs on

aircraft operators nor aircraft

manufacturers (U.S. or foreign).

Unfunded Mandates Assessment

Title II of the Unfunded Mandates

Reform Act of 1995 (the ACT), enacted

as Public Law 104–4 on March 22, 1995,

requires each Federal agency, to the

extent permitted by law, to prepare a

written assessment of the effects of any

Federal mandate in a proposed or final

agency rule that may result in the

expenditure of $100 million or more

adjusted annually for inflation in any

one year by State, local, and tribal
Federal Register / Vol. 62, No. 190 / Wednesday, October 1, 1997 / Proposed Rules 51567

governments, in the aggregate, or by the

private sector. Section 204(a) of the

ACT, 2 U.S.C. 1534(a), requires the

Federal agency to develop an effective

process to permit timely input by

elected officers (or their designees) of

State, local and tribal governments on a

proposed ‘‘significant intergovernmental

mandate.’’ A ‘‘significant

intergovernmental mandate’’ under the

Act is any provision in a Federal agency

regulation that would impose an

enforceable duty upon state, local, and

tribal governments, in the aggregate, (of

$100 million adjusted annually for

inflation) in any one year. Section 203

of the ACT, 2 U.S.C. 1533, which

supplements section 204(a), provides

that before establishing any regulatory

requirements that might significantly or

uniquely affect small governments, the

agency shall have developed a plan that

among other things, provides for notice

to potentially affected small

governments, if any, and for a

meaningful and timely opportunity to

provide input in the development of

regulatory proposals.

This NPRM does not contain any

Federal intergovernmental or private

sector mandate. Therefore, the

requirements of Title II of the Unfunded

Mandates Reform ACT of 1995 do not

apply.

Federalism Implications

The regulation proposed herein

would not have substantial direct effects

on the States, on the relationship

between the national government and

the States, or on the distribution of

power and responsibilities among the

various levels of government. Therefore,

in accordance with Executive Order

12612 (52 FR 41695, October 30, 1987),

it is determined that this proposed rule

does not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

Paperwork Reduction Act

There are no requirements for

information collection associated with

this proposed rule that would require

approval from the Office of Management

and Budget pursuant to the Paperwork

Reduction Act of 1995 (44 U.S.C.

3507(d)).

International Civil Aviation

Organization (ICAO) and Joint Aviation

Regulations

In keeping with the U.S. obligations

under the Convention on International

Civil Aviation, it is FAA policy to

comply with ICAO Standards and

Practices to the maximum extent

practicable. For this notice, the FAA has

determined that this proposal, if

adopted, would not present any

differences.

Conclusion

For the reasons discussed in the

preamble, and based on the findings in

the Regulatory Flexibility Determination

and the International Trade Impact

Assessment, the FAA has determined

that this proposed regulation is not a

‘‘significant regulatory action’’ under

Executive Order 12866. In addition, the

FAA certifies that this proposed

regulation will not have a significant

economic impact, positive or negative,

on a substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. This proposal is not

considered significant under DOT Order

2100.5, Policies and Procedures for

Simplification, Analysis, and Review of

Regulations. An Initial Regulatory

Flexibility Determination and

International Impact Assessment have

been placed in the docket. A copy may

be obtained by contacting the person

identified under FOR FURTHER

INFORMATION CONTACT.

List of Subjects in 14 CFR Part 93

Air traffic control, Airports, Alaska,

Navigation (air), and Reporting and

recordkeeping requirements.

The Proposed Amendment

The Federal Aviation Administration

proposes to amend Title 14 of the Code

of Federal Regulations, part 93, subpart

D, Anchorage, Alaska, Terminal Area as

follows:

PART 93—SPECIAL AIR TRAFFIC

RULES AND AIRPORT TRAFFIC

PATTERNS

1. The authority citation for part 93

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40103, 40106,

40109, 40113, 44502, 44514, 44701, 44719,

46301.

2. Section 93.51 is revised to read as

follows:

§ 93.51 Applicability.

This subpart prescribes special air

traffic rules and traffic patterns for

aircraft operating in the Anchorage,

Alaska, Terminal Area.

3. Section 93.53 is revised to read as

follows:

§ 93.53 Description of area.

The Anchorage, Alaska, Terminal

Area is designated as that airspace

extending upward from the surface to

the upper limit of each of the segments

described in § 93.55. It is bounded by a

line beginning at Point MacKenzie,

extending westerly along the bank of

Knik Arm to a point intersecting the

350° bearing from the Anchorage

International ATCT; thence north to

intercept the 5.2-mile arc centered on

the geographical center of Anchorage,

Alaska ATCT; thence counterclockwise

along that arc to its intersection with the

new Seward Highway; thence northerly

along the new Seward Highway to its

intersection with O’Malley Road; thence

east along O’Malley Road to its

intersection with Lake Otis Parkway;

thence northerly along Lake Otis

Parkway to its intersection with Abbott

Road; thence east along Abbott Road to

its intersection with Abbott Loop Road;

thence north to its intersect with Tudor

Road; thence easterly along Tudor Road

to its intersection with Muldoon Road;

thence northerly along Muldoon Road to

the intersection of the Glenn Highway;

thence north and east along the Glenn

Highway to meridian long. 149°43′08′′

W.; thence north along meridian long.

149°43′08′′ W. to lat. 61°17′28′′ N.;

thence to lat. 61°15′58′′ N., long.

149°44′08′′ W.; thence to lat. 61°19′36′′

N., long. 149°46′44′′ W.; thence north

along meridian long. 149°46′44′′ W. to

intercept the 4.7-mile radius arc

centered on the Elmendorf Air Force

Base (AFB), Alaska; thence

counterclockwise along the 4.7-mile

radius arc to its intersection with the

west bank of Knik Arm; thence

southerly along the west bank of Knik

Arm to the point of beginning.

4. Section 93.55 is revised to read as

follows:

§ 93.55 Subdivision of Terminal Area.

The Anchorage, Alaska, Terminal

Area is subdivided as follows:

(a) International segment. That area

from the surface to and including 4,100

feet MSL, within a 5.2-mile radius of the

Anchorage International ATCT;

excluding that airspace east of the 350°

bearing from the Anchorage ATCT and

north of the 090° bearing from the

Anchorage ATCT and east of a line

bearing 180° and 360° from the

intersection of the new Seward Highway

and International Airport Road and the

airspace extending upward from the

surface to but not including 600 feet

MSL, south of lat. 61°08′28′′ N.

(b) Merrill segment. That area from the

surface to and including 2,500 feet MSL,

within a line beginning at Point

Noname; thence direct to the mouth of

Ship Creek; thence direct to the

intersection of the Glenn Highway and

Muldoon Road; thence south along

Muldoon Road to Tudor Road; thence

west along Tudor Road to the new

Seward Highway; thence direct to West

Anchorage High School; thence direct to

Point MacKenzie; thence via the north
51568 Federal Register / Vol. 62, No. 190 / Wednesday, October 1, 1997 / Proposed Rules

bank of Knik Arm to the point of

beginning.

(c) Lake Hood segment. That area

from the surface to and including 2,500

feet MSL, within a line beginning at

Point MacKenzie; thence direct to West

Anchorage High School; thence direct to

the intersection of Tudor Road and the

new Seward Highway; thence south

along the new Seward Highway to the

090° bearing from the Anchorage

International ATCT; thence west direct

to the Anchorage International ATCT;

thence north along the 350° bearing

from the Anchorage International ATCT

to the north bank of Knik Arm; thence

via the north bank of Knik Arm to the

point of beginning.

(d) Elmendorf segment. That area

from the surface to and including 3,000

feet MSL, within a line beginning at

Point Noname; thence via the north

bank of Knik Arm to the intersection of

the 4.7-mile radius of Elmendorf AFB;

thence clockwise along the 4.7-mile

radius of Elmendorf AFB to long.

149°46′44′′ W.; thence south along long.

149°46′44′′ W. to lat. 61°19′36′′ N.;

thence to lat. 61°15′58′′ N., long.

149°44′08′′ W.; thence to lat. 61°17′28′′

N., long. 149°43′08′′ W.; thence south

along long. 149°43′08′′ W. to the Glenn

Highway; thence south and west along

the Glenn Highway to Muldoon Road;

thence direct to the mouth of Ship

Creek; thence direct to the point of

beginning.

(e) Bryant segment. That area from the

surface to and including 2,000 feet MSL,

within a line beginning at lat. 61°17′13′′

N., long. 149°37′35′′ W.; thence west

along lat. 61°17′13′′ N., to long.

149°43′08′′ W. line; thence south along

long. 149°43′08′′ W., to the Glenn

Highway; thence north and east along

the Glenn Highway to Ski Bowl Road;

thence southeast along the Ski Bowl

Road to a point one-half mile south of

the Glenn Highway; thence north and

east one-half mile south of and parallel

to the Glenn Highway to its intersection

with a line one-half mile east of and

parallel to the Bryant Airport Runway

16⁄34 extended centerline; thence

northeast along a line one-half mile east

of and parallel to Bryant Airport

Runway 16⁄34 extended centerline to the

point of beginning.

(f) Seward Highway segment. That

area from the surface to and including,

4,100 feet MSL, within a line beginning

at the intersection new Seward Highway

and O’Malley Road, lat. 61°07′23′′ N.,

long. 149°51′23′′ W.; thence east along

O’Malley Road to its intersection with

Lake Otis Park Way, lat. 61°07′23′′ N.,

long. 149°50′03′′ W.; thence northerly

along Lake Otis Park Way to its

intersection with Abbott Road, lat.

61°08′14′′ N., long. 149°50′03′′ W.;

thence east along Abbott Road to its

intersection with Abbott Loop Road, lat.

61°08′14′′ N., long. 149°48′16′′ W.;

thence due north to intersect with

Tudor Road, lat. 61°20′51′′ N., long.

149°48′16′′ W.; thence west along Tudor

Road to its intersection with the new

Seward Highway, lat. 61°10′51′′ N.,

long. 149°51′38′′ W.; thence to the point

of beginning.

5. Section 93.57 is revised to read as

follows:

§ 93.57 General rules: All segments.

(a) Each person operating an aircraft

to, from, or on an airport within the

Anchorage, Alaska Terminal Area shall

operate that aircraft according to the

rules set forth in this section and

§§ 93.59, 93.61, 93.63, 93.65, 93.67, or

93.68 as applicable, unless otherwise

authorized or required by ATC.

(b) Each person operating an airplane

within the Anchorage, Alaska Terminal

Area shall conform to the flow of traffic

depicted on the appropriate

aeronautical charts.

(c) Each person operating a helicopter

shall operate it in a manner avoiding the

flow of airplanes.

(d) Except as provided in § 93.65(d)

and (e), and § 93.67(b), each person

operating an aircraft in the Anchorage,

Alaska Terminal Area shall operate that

aircraft only within the designated

segment containing the arrival or

departure airport.

(e) Except as provided in §§ 93.63(d)

and 93.67(b), each person operating an

aircraft in the Anchorage, Alaska

Terminal Area shall maintain two-way

radio communications with the ATCT

serving the segment containing the

arrival or departure airport.

6. Section 93.59 is revised to read as

follows:

§ 93.59 General rules: International

segment.

(a) No person may operate an aircraft

at an altitude between 1,200 feet MSL

and 2,000 feet MSL in that portion of

this segment lying north of the

midchannel of Knik Arm.

(b) Each person operating an airplane

at a speed of more than 105 knots

within this segment (except that part

described in paragraph (a) of this

section) shall operate that airplane at an

altitude of at least 1,600 feet MSL until

maneuvering for a safe landing requires

further descent.

(c) Each person operating an airplane

at a speed of 105 knots or less within

this segment (except that part described

in paragraph (a) of this section) shall

operate that airplane at an altitude of at

least 900 feet MSL until maneuvering

for a safe landing requires further

descent.

7. Section 93.61 is revised to read as

follows:

§ 93.61 General rules: Lake Hood segment.

(a) No person may operate an aircraft

at an altitude between 1,200 feet MSL

and 2,000 feet MSL in that portion of

this segment lying north of the

midchannel of Knik Arm.

(b) Each person operating an airplane

within this segment (except that part

described in paragraph (a) of this

section) shall operate that airplane at an

altitude of at least 1,000 feet MSL until

maneuvering for a safe landing requires

further descent.

8. Section 93.63 is revised to read as

follows:

§ 93.63 General rules: Merrill segment.

(a) No person may operate an aircraft

at an altitude between 600 feet MSL and

2,000 feet MSL in that portion of this

segment lying north of the midchannel

of Knik Arm.

(b) Each person operating an airplane

at a speed of more than 105 knots

within this segment (except for that part

described in paragraph (a) of this

section) shall operate that airplane at an

altitude of at least 1,200 feet MSL until

maneuvering for a safe landing requires

further descent.

(c) Each person operating an airplane

at a speed of 105 knots or less within

this segment (except for that part

described in paragraph (a) of this

section) shall operate that airplane at an

altitude of at least 900 feet MSL until

maneuvering for a safe landing requires

further descent.

(d) Whenever the Merrill ATCT is not

operating, each person operating an

aircraft on the airport or in the traffic

pattern; in that portion of the Merrill

segment north of midchannel of Knik

Arm; or in the Seward Highway segment

shall contact Anchorage approach

control.

9. Section 93.65 is revised to read as

follows:

§ 93.65 General rules: Elmendorf segment.

(a) Each person operating a turbinepowered aircraft within this segment

shall operate it at an altitude of at least

1,700 feet MSL until maneuvering for a

safe landing requires further descent.

(b) Each person operating an airplane

(other than turbine-powered aircraft) at

a speed of more than 105 knots within

this segment shall operate that airplane

at an altitude of at least 1,200 feet MSL

until maneuvering for a safe landing

requires further descent.

(c) Each person operating an airplane

(other than turbine-powered aircraft) at
Federal Register / Vol. 62, No. 190 / Wednesday, October 1, 1997 / Proposed Rules 51569

a speed of 105 knots or less within the

segment shall operate that airplane at an

altitude of at least 800 feet MSL until

maneuvering for a safe landing requires

further descent.

(d) A person landing or departing

from Elmendorf AFB, may operate that

aircraft at an altitude between 1,500 feet

MSL and 1,700 feet MSL within that

portion of the International and Lake

Hood segments lying north of the

midchannel of Knik Arm.

(e) A person landing or departing

from Elmendorf AFB, may operate that

aircraft at an altitude between 900 feet

MSL and 1,700 feet MSL within that

portion of the Merrill segment lying

north of the midchannel of Knik Arm.

(f) A person operating in VFR

conditions, at and below 600 feet MSL,

north of a line beginning at the

intersection of Farrell Road and the

long. 149°43′′08′W.; thence west along

Farrell Road to the east end of Sixmile

Lake; thence west along a line bearing

on the middle of Lake Lorraine to the

northwest bank of Knik Arm; is not

required to establish two-way radio

communications with ATC.

10. Section 93.67 is revised to read as

follows:

§ 93.67 General rules: Bryant segment.

(a) Each person operating an airplane

to or from the Bryant Airport shall

conform to the flow of traffic shown on

the appropriate aeronautical charts, and

while in the traffic pattern, shall operate

at an altitude of at least 1,000 feet MSL

until maneuvering for a safe landing

requires further descent.

(b) Each person operating an aircraft

within the Bryant segment should selfannounce intentions on the Bryant

Airport CTAF.

11. Section 93.68 is added to read as

follows:

§ 93.68 General rules: Seward Highway

segment.

(a) Each person operating an airplane

in the Seward Highway segment shall

operate at an altitude of at least 1,000

feet MSL unless maneuvering for a safe

landing requires further descent.

(b) Each person operating an aircraft

that will transition to the Lake Hood or

Merrill segment shall contact the

appropriate ATCT prior to entering the

Seward Highway segment. During hours

that the Merrill ATCT is not operating,

pilots shall contact Anchorage approach

control for transition through the

Seward Highway segment to or from the

Merrill segment. All other pilots

operating in or through the Seward

Highway segment shall contact

Anchorage approach control.

Appendix A—[Removed]

12. Appendix A, of part 93 is

removed.

Issued in Washington, DC on September

24, 1997.

Nancy B. Kalinowski,

Acting Program Director for Air Traffic

Airspace Management.

[FR Doc. 97–25828 Filed 9–30–97; 8:45 am]

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