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Ketchikan Runway 11 Favored and Southeast Routes in Use.Ketchikan Runway 29 Favored and West Routes In Use
Regulatory Notice
Ketchikan International Airport
Special Air Traffic Rules & Airport Traffic Patterns
(14 CFR Part 93)
Airspace
Special air traffic rules and communication requirements are in effect for a pilot operating an aircraft under Visual Flight Rules (VFR) to, from, or in the vicinity of the Ketchikan International Airport or Ketchikan Harbor. These procedures are in effect below 3,000 feet MSL with the perimeter defined as the Ketchikan Class E surface area regardless of whether the Class E surface area is in effect.
Communications
When the Ketchikan Flight Service Station (FSS) is in operation, no person may operate an aircraft within the airspace specified above, or taxi onto the runway at Ketchikan International Airport, unless that person has established two-way radio communications with the Ketchikan FSS for the purpose of receiving traffic advisories. Continue to monitor the advisory frequency at all times while operating within the specified airspace. When the Ketchikan FSS is not in operation each pilot must continuously monitor and communicate, as appropriate, on the designated common traffic advisory frequency (CTAF) as follows:
For inbound flights: Announce position and intentions when no less than 10 miles from Ketchikan International Airport. Monitor the designated frequency until clear of the movement area on the airport or Ketchikan Harbor.
For departing flights: Announce position and intentions prior to taxiing onto the active runway on the airport or onto the movement area of Ketchikan Harbor. Monitor the designated frequency until outside the airspace described above. Announce position and intentions upon departing that airspace.
If two-way radio communications failure occurs in flight a person may operate the aircraft to a landing.
Aircraft Operation
When a pilot receives an advisory, from the Ketchikan FSS, that an aircraft is on final approach to the Ketchikan International Airport, that pilot must remain clear of the runway until the approaching aircraft has landed and has cleared the runway. Unless otherwise authorized by ATC, each person operating a large airplane or a turbine engine powered airplane shall:
When approaching to land at the Ketchikan International Airport, maintain an altitude of at least 900 feet MSL until within three miles of the airport.
After takeoff from the International Airport, maintain runway heading until reaching an altitude of 900 feet MSL.
Recommended VFR Arrival and Departure Procedures and Traffic Patterns
Aircraft normally arrive and depart the Ketchikan Class E airspace via the Tongass Narrows. This results in aircraft passing very close in an area with very little maneuvering room. In response to the higher-than-normal risks and to ensure an acceptable margin of aviation safety, special VFR arrival and departure procedures/patterns for floatplanes, helicopters, and single-engine wheeled aircraft are in use for all VFR operations in the Ketchikan and Tongass narrows area. Copies of these procedures and patterns can be obtained from:
Ketchikan FSS
1800 Airport Terminal Building
Ketchikan, AK 99901
Mailing Address:
Ketchikan FSS
PO Box 6092
Ketchikan, AK 99901
Juneau AFSS
9230 Cessna Drive
Juneau, AK 99801-9377
Sitka FSS
800 Airport Road
Sitka, AK 99835
The recommended pattern in use at the Ketchikan Harbor and Airport will be broadcast on the Ketchikan AFIS, 134.45 MHz.
If the AFIS is out of service, Ketchikan FSS will provide recommended pattern information on 123.6 MHz.
The Ketchikan Visual Check Point Table below is in NAD 83 (formatted in degrees, minutes, seconds) and is to be used with the picture shown at the top of this page.
Ketchikan FSS is a part-time facility open from 1515-0615Z and is located on the 5th floor of the terminal building on the Ketchikan Airport. Take the elevator, located on the east side of the terminal building, to the 4th floor and follow the signs up the stairs to the 5th floor. We provide preflight pilot briefings either face to face or by telephone at 907-225-9481 or over our numerous remote frequencies throughout southern Southeast Alaska.
FAR 93 subpart M designates Ketchikan as a special rule area requiring two-way radio communications with the FSS prior to operating in the surface area. Additionally, due to the confined airspace and volume of traffic, specific patterns have been developed for fixed wing aircraft and helicopters based on wind direction and place of landing/takeoff. The patterns in use are broadcast on our AFIS, frequency 134.45. Further details are available by clicking the link below. If you have any questions on operations and patterns in the Ketchikan airspace, please call at 907-225-9481.
This section provides references for filing domestic International Civil Aviation Organization (ICAO) Filed Flight Plans (FPL) and associated flight planning messages. The information provided augments instructions found in ICAO Procedures for Air Navigation Services – Air Traffic Management (PANS-ATM) Document 4444, and incorporates published supplementary requirements, instructions and guidelines for proper filing of FPLs with FAA’s En Route Automation System (ERAS).
As supplemented by guidance found at the three (3) Reference Guide Topic links below, the Guide provides instructions for filing ICAO flight planning messages within ERAS to ensure the most efficient automation processing. These flight planning messages include:
Responding to user requests, several FSSs in south central and southwestern Alaska remain open--staffed primarily by specialists from the Kenai FSS on a rotational basis. The following satellite facilities are generally open during regular business hours and are remotely operated by Kenai FSS at night.
Cold Bay FSS: 8:00 am to 5:45 pm
Dillingham FSS: 7:45 am to 9:45 pm
Homer FSS: 6:00 am to 9:30 pm
Iliamna FSS: 5:45 am to 9:45 pm (June 01 to September 30)
McGrath FSS: 9:00 am to 6:45 pm (June 15 to September 30)
Palmer FSS: 8:00 am to 6:00 pm
Talkeetna FSS: 8:00 am to 5:45 pm (September 15 - April 14)/
8:00 am to 8:00 pm (April 15 - September 14)
Kenai FSS Hub Flight Plan Areas
PAQ, TKA, and MCG Flight Plan Areas (FPA) consist of a five nautical mile radius circle surrounding their respective airports during the hours the facilities are open.
HOM Flight Plan Area consists of a 30 nautical mile radius circle surrounding the airport during the hours HOM is open.
ILI Flight Plan Area is defined by coordinates 59°40′N/156°00′W to 60°05′N/155°00′W to 59°50′N/153°20′W to 59°30′N/154°00′W to 59°10′N/156°00′W to 59°40′N/156°00′W.
DLG Flight Plan Area is defined by coordinates 60°00′N/158°30′W to 59°45′N/157°15′W to 59°00′N/157°15′W to 58°33′N/158°30′W to 58°33′N/159°30′W to 59°00′N/159°30′W to 60°00′N/158°30′W.
The appropriate FSS hub facility shall assume FPA responsibility when FSSs are closed.
A good weather briefing starts with developing an awareness of the overall “big picture” before attempting to get a detailed weather briefing. A good source for Aviation Weather products is the Alaska Aviation Weather Unit (AAWU) webpage.
At many locations, you can learn about the "big picture" by listening to the National Oceanic and Atmospheric Administration (NOAA) Weather Radio, Television and Radio Weather Broadcasts, and newspaper weather maps.
When you are ready to call for a weather briefing, make sure your planned route of flight is worked out and your flight plan partially completed before you make the telephone call. So that your briefing can be tailored to your needs, give the briefer the following information:
Estimated time en-route (ETE) or Estimated time of arrival (ETA)
After the conclusion of the briefing, if there is anything that you do not understand about the weather briefing, let the briefer know. If terminology is used that 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 really is “iffy,” expect and insist upon a standard weather briefing; it is both your legal responsibility and your prerogative.
Preflight Planning (by Phone)
Kenai FSS's site-specific toll-free number is 1-866-864-1737. The nationwide toll-free number for Automated Flight Service Stations is 1-800-WX-BRIEF (1-800-992-7433). You will normally be automatically connected with the FSS that serves the area from which you are calling, providing you with direct access to recorded weather, aeronautical information, and flight plan filing. When you reach the FSS, you will be answered by a recorded announcement which includes the name of the facility followed by instructions for connecting with a Pilot Weather Briefer. .For both touch-tone and rotary phones (If you are using a rotary phone you will be switched automatically to a briefer). At the conclusion of each service you may hang up, select another service, or you may access a pilot weather briefer by pressing the (1) key. Pressing the (3) key will direct your call to our Fast File Flight Plan Services. The Fast File Flight Plan Services can be used to file IFR or VFR flight plans, close a flight plan, or record a pilot weather report. Please speak slowly and distinctly into the telephone and provide complete data, as we may not be able to call you back. Like the TWEBs, TIBS recordings are updated 24 hours a day. Fast File and weather briefers are also available 24 hours a day. Pressing the (8) key directs you to additional instructions on the usage of the system. Only one service can be accessed at a time. You may interrupt a recorded message at anytime by pressing the (1) key to transfer to a briefer.
Important Points to Remember:
Always wait for a ringing tone before entering access codes.
To interrupt recorded messages use the (1) key to transfer to a briefer.
To avoid waiting for a briefer, you can go directly to FAST FILE to file IFR or VFR flight plans, close your VFR flight plan, or submit a pilot weather report (PIREP) by pressing 3.
If you accidentally enter an incorrect access code re-enter the desired code after a new tone is received.
If no command is received for eight seconds you will be automatically be connected to the next available briefer.
After using TIBS or FAST FILE you can always go back to a pilot weather briefer for additional information.
If on rotary or pulse dial phone remain on the line. You will be automatically connected to the next available briefer.
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 you specifically request they do. At a minimum, your preflight briefing will include the following elements:
Adverse Conditions:
The briefer will advise you of any significant meteorological and/or aeronautical information (e.g., thunderstorms, icing, turbulence, low ceilings or visibilities, airport closures) along your proposed route of flight that might influence you, the pilot, to alter or cancel your proposed 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.” If this occurs, or 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/NOGO 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 two hours, the briefer will summarize current weather, including PIREPs, applicable to your route of flight.
The destination forecast for your planned ETA will be provided, including any significant changes within one hour before and after your planned time of arrival.
Due to the mountainous terrain and scarcity of weather reporting stations in Alaska, the briefer will request that you provide pilot reports for enroute conditions.
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 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 that 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 provide the information in the sequence shown for a Standard Briefing. If you request only one or two specific items, the briefer will advise you if adverse conditions are present or forecast. Details on these conditions will be provided upon your request.
You should request 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.
If, after having received a briefing, you decide to go, please file a flight plan. One thing you can do to simplify your flight plan filing is to put your aircraft and personal information on file here at Kenai FSS. The Master Flight Plan program was established for the owners/operators of aircraft in Alaska. A master flight plan is intended to record static information on an aircraft, not on a pilot. Only one master flight plan, therefore, will be accepted per aircraft from the owner/operator. Master flight plan files are maintained by FSSs for aircraft based within their respective area of responsibility, or Hub area. A master flight plan on file with any Alaskan Region FSS will be accepted by all Alaskan Region FSSs. Aircraft owners/operators may file a Master Flight Plan with an FSS in person, via mail, email, phone, fax, or radio. FSSs will forward master flight plan information to the appropriate hub FSS. Upon receipt of master flight plan information, the FSS enters the information into their master flight plan file. You may begin to use your master flight plan after receiving notice that it has been entered into the FSS's master flight plan file.
Note: Aircraft owners/operators are responsible for ensuring the master flight plan information on file for their aircraft is current. Changes in master flight plan data should be reported to the appropriate facility immediately. Failure to provide updated information could cause unnecessary delays in search and rescue activities. Pilots who do not update master flight plan information may be excluded from the program.
Just a thought about Local Area Flight Plans: If you file a flight plan for the local area, i.e. within a 25 mile radius of the airport of departure; and should become overdue, then the ratio of aircraft size to search area size is 1 to 145,167,050. Try to be as specific as possible when describing your route of flight. This will reduce the initial search area greatly.
You are encouraged to obtain your preflight briefing and file flight plans by telephone, or in person, before departure as this will reduce congestion on the radio frequencies. During normal daily operations the specialists at the Kenai FSS Inflight positions are monitoring from 12 to over 40 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 frequency outlets extend from the Copper River Basin to the Alaska Peninsula and from the Alaska Range to southern Kodiak Island. Therefore, when calling Kenai via the radio, identify not only yourself, but also the radio outlet over which you are calling. In those cases where you need to obtain a preflight briefing, or an update to a previous briefing by radio, you should contact the nearest FSS/FSS to obtain this information. After communications have been established, advise the specialist of the type of briefing you require: Standard, Abbreviated, or Outlook, and provide appropriate background information. You will be provided information as specified in the above paragraphs, depending upon 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 the briefing has been completed. This enables the briefer to present the information in a logical sequence, and reduces the chance of important items being overlooked. Enroute and destination weather updates are also available by listening to the Automatic Terminal Information Service (ATIS), Aerodrome Flight Information Service (AFIS), on-site contract weather observers (i.e. GKN), and/or monitoring the appropriate automated weather observation.
Centers and terminal area facilities broadcast a SIGMET or CWA alert once on all 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.
The FAA Alaskan Region has developed a Common Traffic Advisory Frequency (CTAF) program. The purpose is to provide both aircraft and vehicular traffic a common frequency for use when operating on an uncontrolled airport. Use of the CTAF is highly recommended. Feel free to contact the tie-in FSS for current runway and NOTAM information before switching to the CTAF. If you operate into or out of an airport and find the field condition hazardous or different than reported please advise the tie-in FSS. The information you provide will be forwarded to appropriate airport management and other pilots as unofficial aeronautical information (U).
Weather Information Sources Used by Briefers
Briefers draw from all available weather sources and other aeronautical information to summarize data applicable to the proposed flight.
Area Forecasts are 12-hour aviation forecasts plus an 18-hour categorical outlook giving general descriptions of cloud cover, weather conditions, and potentially hazardous weather which could impact aircraft operations. Alaskan Area Forecasts, each covering a broad geographical area are issued four times a day (6 am, noon, 6 pm, & 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 are indicated by either ceiling or restrictions to visibility, or both. If sustained surface winds of 20 knots or greater are forecast for the outlook period, the word WIND is included. Example: IFRCIGRAWND: Expect an IFR ceiling below 1,000 feet AGL and rain; the surface wind is expected to be a sustained 20 knots or greater.
Terminology (Non-Convective)
TEMPO - More than 50% probability of occurring, but for less than half of the period.
LCL - Conditions forecast to occur in less than 25% of the forecast area.
ISOL - Less than 3,000 square miles or widely dispersed.
Terminology (Convective)
VCNTY - 5 to 25 nautical miles beyond the center of the runway complex.
ISOL - Less than 3,000 square miles or widely separated in time.
LCL - Less than 25% of the area affected.
AREAS - 25-54% of the area affected.
WDSPRD - More than 55% of the area affected.
Outlook
LIFR - (Low IFR) Ceiling less than 500 feet and/or visibility less than 1 statute 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 to 3,000 feet and/or visibility 3 to 5 miles.
VFR - Ceiling greater than 3,000 feet and visibility greater than 5 statute miles.
METAR (Meteorological Aviation Routine Weather) and SPECI (Unscheduled Special Observation) Reports.
These reports have replaced what were known as Record, Record Special, and Special observations (SAs, RSs, and SPs). The major changes are in the order that the elements are reported and the use of ICAO identifiers for the Weather and Obstructions to vision field. Temperatures and dewpoints are now reported in Celsius. The order of fields is as listed:
Aerodrome forecasts are issued for specific airports and generally cover a 5-nautical mile radius from the center of the runway complex. Alaskan TAF Forecasts are issued four times a day (0000Z, 0600Z, 1200Z, 1800Z.) Each forecast is amended according to prescribed criteria They contain information about expected ceilings, cloud heights and coverage, visibility, weather, obstructions to vision, and surface winds. They are valid for a 24-hour period transitioning to 30 hours.
Ceilings are identified by “BKN”, “OVC”, and “VV” (vertical visibility with an indefinite ceiling).
Cloud heights in terminal forecasts are always reported in hundreds of feet above ground level (AGL).
Visibility is reported in statute miles (or fractions thereof up to 2 statute miles), and “P6SM” if the visibility is greater than 6 statute miles.
Weather and obstructions to vision are displayed in standard METAR weather contractions.
Surface wind is reported in tens of degrees from true north, in knots, and is omitted when less than 10 knots.
Translation - Anchorage terminal aerodrome forecast (TAF) for the 27th day of the month valid from 0000Z until 0600Z on the 28th. Wind from 110 degrees at 15 knots gusts to 25 knots visibility 5 statute miles in light snow showers and mist 1,000 (AGL) scattered, ceiling 1,800 (AGL) broken 40% chance between 0100Z and 0600Z visibility 1/2 statute mile snow showers and fog indefinite ceiling vertical visibility 800 (AGL). Between 0700Z and 0900Z gradually changing to wind from 150 degrees at 12 knots visibility more than 6 statute miles no significant weather ceiling 5,000 (AGL) broken. After 1600Z on the 27th wind variable at five knots visibility more than six statute miles 6,000 (AGL) scattered. After 0200Z on the 28th wind calm visibility more than six statute miles clear below 12,000 (AGL).
Wind and temperature aloft forecasts contain upper air velocity and temperature forecasts up to 39,000 feet, and are issued twice a day. Winds from in-between levels can be calculated by interpolation. Wind aloft forecasts are a good indicator of where the weather is coming from. Comparing the current weather with the winds aloft will give an indication of the direction weather is moving. Temperatures aloft are given in Celsius. Examples:
DATA BASED ON 031200ZVALID 031800Z FOR USE 1700-2100Z. TEMPS NEG ABV 24,000
(FT)
3000
6000
9000
12000
18000
24000
30000
…
ANC
1007
1006+01
1008-05
1108-10
1011-23
0816-36
051950
…
TKA
1806
9900+01
1505-05
1506-10
1706-22
1207-35
030850
…
FAI
2109
2207+02
2206-05
2309-12
2514-23
2514-35
271451
…
DATA BASED ON 031200ZVALID 040000Z FOR USE 2100-0600Z. TEMPS NEG ABV 24,000
An advisory of hazardous weather conditions of concern to all aircraft issued as necessary. Updated every four hours from initial time of transmission. SIGMETs warn of severe conditions of importance to all aircraft; e.g., severe icing, severe turbulence, dust storms, sandstorms, volcanic ash, squall lines, embedded thunderstorms, tornados, hail 3/4 inch or larger and low level wind shears. WDSPRD (widespread) indicates conditions forecast to occur in more than 3000 square miles of the forecast area.
AIRMET (WA)
An advisory 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 which may be hazardous to aircraft having limited capability because of lack of equipment, instrumentation, or pilot qualifications. Moderate ice and/or turbulence, sustained surface wind of 30 knots or more, ceilings less than 1000 feet and/or visibility less than three miles affecting 50% or more of the forecast area.
CENTER WEATHER ADVISORY (CWA)
An unscheduled inflight flow control air traffic and aircrew advisory. CWAs are considered as "nowcast," 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.
Help yourself by helping others. The best way to eliminate or at least reduce enroute weather surprises is to give and obtain pilot reported inflight weather observations, 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 Latitude/Longitude to identify your location. Giving the trend of the weather is also valuable. Pilot reports are utilized in the receiving facility immediately, and disseminated to other FAA facilities, NWS, and pilots as soon as possible after receipt. A good PIREP consists of the following:
Your type of aircraft, altitude, and location (ideally in reference to a VOR)
Cloud cover including bases and tops
Turbulence and icing
Visibility restrictions
Outside air temperature in Centigrade
Other significant weather data, i.e.. lowering or improving conditions
Alaska is a big state. Contrary to weather maps and textbooks which often place Alaska in the little box in the corner of the nation's map, Alaska's size of over 586,412 square miles encompasses striking variations in terrain from the flat lowlands of the Yukon-Kuskokwim Delta to the highest mountain in North America, Mt. McKinley in the Alaskan Range. In acreage, Alaska equals the combined land area of the states of Wyoming, Montana, Washington, Oregon, Idaho, and Utah.
Alaska's landscape varies from a lush coastal forest to a treeless Arctic tundra, and it has complexes of mountains and ice fields that cover thousands of square miles. The climate ranges from brief cool summers and long dark winters in the Arctic to southern coastal areas where temperatures fall below zero only during the deepest winter months. Alaska has more square miles of land than people, and sixty percent of the population is located in the two urban areas of Anchorage and Fairbanks. Access to much of the State is by air or water, as the road network reaches only a small portion of the state.
Alaska is the westernmost extension of the North American Continent. Its east-west span covers a distance of over 2,000 miles and north-south a distance of over 1,100 miles. The state's coastline is over 33,000 miles in length and is 50% longer than that of the conterminous U.S. In addition to the Aleutian Islands, hundreds of other islands, mostly underdeveloped, are found along the northern coast of the Gulf of Alaska, the Alaska Peninsula, and Bering Sea Coast.
Alaska contains 375 million acres of land and over three million lakes. There are twelve major rivers plus three major tributaries of the Yukon, all of which drain two thirds of the state's rivers. Four rivers, the Yukon, Alsek, Stikine, and Taku can be classed as major international rivers.
The two longest mountain ranges are the Brooks Range, which separates the Arctic region from the interior, and the Alaska and Aleutian Ranges, which extend westward along the Alaska Peninsula and the Aleutian Islands, and northward about 200 miles from the Alaska Peninsula and then eastward into Canada. Other shorter but important ranges are the Chugach Mountains, which form a rim to the central north Gulf of Alaska, and the Wrangell Mountains, which extend to the northeast of the Chugach Range and south of the Alaska Range. Both of these shorter ranges merge with the St. Elias Mountains, extending southeastward through Canada and across southeastern Alaska as the Coast Range. Numerous peaks in excess of 10,000 feet are found in all but the Brooks Range. The highest peak on the North American Continent, Mt. McKinley (20,320 feet above sea level), is also in Alaska. Several other mountains tower above 16,000 feet. Despite this, it is interesting to note that nearly all of the inhabited sections of the state are at 1,000 feet elevation or less.
Coastal waterways, a myriad of islands large and small, inlets, bays, and sounds make up Alaska's coastline. These, along with the Aleutian Islands, make Alaska a water-oriented state as evidenced by its fishing, tourist and cruise-ship industry.
Permafrost is a major factor in the geography of Alaska. It is defined as a layer of soil at variable depths beneath the surface of the earth in which the temperature has been below freezing continuously from a few to several thousands of years. It exists where summer heating fails to penetrate to the base of the layer of frozen ground. Permafrost covers most of the northern third of the state. Discontinuous or isolated patches also exist over the central portion in an overall area covering nearly a third of the state. No permafrost exists in the southcentral and southern coastal portions, including southeastern Alaska, the Alaska peninsula and the Aleutian Chain.
Earthquakes have long been a part of the earth's growing pains. However, most people are only dimly aware of the frequency and destructive power of an earthquake. As a matter of fact, the earth trembles sufficiently to produce a shock every thirty seconds on the average. Each year about a million quakes rock our planet. Of the earth's major earthquakes in just the past 75 years, the 1920 quake in Kansu, China, killed 180,000 people and 12 years later in 1932 at Kansu, another 70,000 lives were lost. More recently, the 1970 quake in Northern Peru killed 70,000. The Alaskan quake of March, 1964, severely damaged the cities of Anchorage, Seward, Valdez, Whittier, and Kodiak causing in excess of 500 million dollars in damages and loss of 115 lives.
One of the two major earthquake belts to girdle the earth is the ring of Fire, extending from Japan through the Aleutian Islands, the Alaska Range, and the western mountains of North America and South America. Earthquakes are not casual accidents but are part of the forces shaping the earth's features. Earthquakes are caused by the shifting of large plates of the Earth's crust, which are floating on the mantle of hot liquid rock which surrounds the hotter molten core of the Earth's center. As these plates move and shift together, they create great pressures on each other. As these pressures build, sooner or later, one or both of the plates let go, moves away from, or overrides the other plate. As the crust is squeezed together, and/or pulled apart, great tears, upheavals, bulges, etc. are created on the Earth's surface, along with a terrific shaking of the ground. Destruction can be great from an earthquake, to include the collapse of structures, bridges, freeways and roads, downed power lines, fire, flooding, uprooted trees, interruption of water services, runway and NAVAID destruction, etc.
A volcanic explosion is caused by exploding steam and gas and can be a most fearful natural outburst. Generally, these explosions are caused when fissures are opened by an impending eruption and ground water runs down and contacts the molten lava. The resulting steam can set off powerful explosions. Gas pressure up to six hundred times atmospheric pressure (9,000 PSI) hurls "bombs" out of volcanic craters at more than five hundred miles an hour. Many eruptions are preceded by numerous earthquakes. Heat is obviously involved in a volcano with hot gases, steam and molten rock which are all products of eruptions. The temperature of the earth increases with depth, and far below the surface there are sometimes great amounts of melted rock, or "magma," at great temperatures and pressure.
Pressure tends to equalize, and magma follows the path of least resistance. If successful, it bursts forth as lava. Magma may also contain gas, as well as water or steam, in various quantities. The varying content of magma gives volcanoes their individual characteristics. In some cases, lava emerges from a volcano with little fuss and moves slowly over the surrounding country. Sometimes it bursts forth in an explosion, spewing rock, pumice, and ash high into the air. Great superheated clouds of gas may be ejected at tremendous pressure.
The most hazardous product of a volcano to aviation, other than the initial eruption, is the volcanic ash, called tephra. Tephra still in the air, or on the ground, causes major problems for aircraft. It is most abrasive in nature and can cause extensive damage to aircraft engines, pitting windscreens, sand-blasting aircraft surfaces, harming radio parts, landing gear parts, and air conditioning systems.
Active volcanoes in the Kenai area are Augustine, Mt. Redoubt, Mt. Iliamna, and Mt. Spur. Mount Redoubt ended a 24-year dormant period in December 1989 when it erupted violently, spewing ash over the Kenai Peninsula and as far away as Washington. A B747 approaching Anchorage from a polar route lost all four engines when it entered a cloud of ash, which the pilots saw but thought to be a common cloud. The engines were restarted but the aircraft incurred damage above $50 million (USD).
Tsunamis do not just happen — they are caused. A tsunami is a traveling ocean wave that usually has its source in fairly deep water. These waves are believed to originate as vertically displaced columns of sea water, with submarine avalanches, displacement of the sea floor, and vibrations from volcanic and earthquake activity as the most likely causes. Their speed is controlled by water depth. As the waves enter shallower water speed diminishes but the wave height increases. Most often it is an earthquake that creates a tsunami by raising or lowering the ocean floor or by causing gigantic landslides beneath the sea. As the ocean floor drops away or rises up, great waves are generated which move for long distances until all the energy imparted to the water by the earthquake has been expended. Scientists are not positive about the exact mechanism of the generation of tsunamis, since they are produced miles below the surface of the sea, where it is difficult or impossible to know just what is happening. However, we do know much about what the waves do after they are generated. For one thing, they race at unbelievable speeds across the open sea. In such deep water a tsunami can travel six hundred miles an hour. Once formed, the waves behave much like those caused by a stone tossed into a lake, moving outward in concentric circles until they strike a shoreline or die out across a sufficiently large body of water. On the open sea a tsunami may measure fifty miles from wave crest to wave crest and perhaps less than two feet in height, so that it is generally not noticed by passing ships. Depending on the forces that create them, tsunamis have periods ranging from five to sixty minutes and longer. There are generally from three to five major oscillations, or waves, coming within an hour or two. The waves then taper off, although it may be several days before normal sea conditions prevail. Earthquake ground motion sometimes generates waves at inland bodies of water such as lakes.
The climate of Alaska is as varied as its landscape. Temperatures can drop to -70 degrees Fahrenheit during the long winter, and rise into the 90's during the warm interior summer. Annual precipitation can range from less than 10 inches to over 200 inches. Geographic and climatic influences combine to produce wide variations in Alaska's weather. Alaska can be divided into six climatic/topographic regions for aviation weather purposes:
Arctic Coast
North of the Brooks Range, it is characterized by cool summers and cold, dry winters with occasional prolonged periods of strong gusty winds. IFR conditions due to fog and stratus frequent the coast in the summer and early fall, with blowing snow in the winter.
Interior Alaska
Located between the Brooks Range and the Alaska Range, where it is dry with cold winters and warm summers. Weather is generally VFR with light winds.
Southeast Alaska and the North Gulf Coast
Here we find wet, cool summers and wet, mild winters with periods of moderate to strong wind. Winter snowfall can be locally very heavy. Frequent MVFR weather conditions occur.
Cook Inlet and Susitna Valley
The home for a large number of Alaskans, which is encircled by some of the highest mountains in North America. Summers are mild and winters are cool with moderate snowfall. Wind is generally light to moderate. Frequent VFR weather conditions occur.
Aleutian Islands and Alaska Peninsula
Cool, wet summers and winters often accompanied by high wind. Very strong storms move through this area. Occasional prolonged periods of IFR conditions occur both summer and winter. Frequent MVFR weather conditions occur.
Bering Sea Coast and Southwestern Alaska
Characterized by cool summers and moderately cold winters with generally light precipitation. Occasional prolonged periods of strong, gusty wind occur during winter. weather conditions are generally VFR or MVFR.
Icing
Icing can occur anywhere in Alaska during any season. It is most common and severe along the higher terrain bordering the Gulf of Alaska, over the Alaskan Peninsula and in southeast Alaska. The relatively warm water of the North Pacific is a readily available source of moisture and the mountains provide a lifting mechanism necessary to produce preci- pitation and icing. Icing should always be considered a threat when flying in clouds or above the freezing level in visible moisture.
Turbulence
Mechanical turbulence, generated by strong low-level winds blowing across rugged terrain, occurs frequently in Alaska although mostly during the winter months. The Alaska-Aleutian Range and the mountains bordering the Gulf of Alaska are particularly prone to this type of turbulence; however, any range of hills or mountains which may seem insignificant on a terrain map can cause severe low-level turbulence under strong low-level wind conditions. During the warmer months, turbulence is usually limited to that associated with scattered thunderstorms, particularly in the interior of Alaska.
Whiteout
Much myth exists on whiteouts. The most popular is that a whiteout exists during a blizzard condition. This is totally incorrect. Strictly speaking, the whiteout is an optical effect rather than a meteorological phenomenon and it can not be forecast. Whiteouts can and do occur in any area of Alaska and numerous aircraft accidents have been attributed to them. The necessary conditions for occurrence of a whiteout are snow or ice covered terrain and a cloud layer of uniform thickness covering most of the sky. As the parallel rays of sun pass through the cloud layer, they are broken up and diffused striking the snow surfaces from many angles. This diffused light is reflected back to the uniform cloud base and then to the surface again. This process continues many times until all shadows are destroyed. Neither clouds nor horizon can be seen and sense of depth is lost. The pilot seems to be engulfed in a uniformly white glow. The whiteout is a phenomenon of polar regions and most often occurs when the sun is at an angle of about 20 degrees above the horizon. As an aircraft flies into an area where the necessary conditions exist, the onset of a whiteout is generally quite sudden. An immediate transition from visual to instrument flight must be made. Because of the lack of warning, the pilot flying over snow covered terrain under dull gray skies should be extremely alert to the possible occurrence of a whiteout. Precautions should be taken to recognize and avoid Alaska's special weather hazards.
Aviation Weather Observations (METAR and SPECI)
Aviation weather observations are taken at a variety of locations and by various types of individuals. Observations a NWS and FAA stations are taken by certified Federal Government employees. Contract observations are taken by private individuals certified to take weather observations and paid by the National Weather Service on a per observation basis. Observations at SAWRS are taken by certified observers but are normally taken irregularly to serve the needs of an airline, air taxi operations, etc. At locations where special observations (SPECI) are not taken, the remark NOSPECI is appended to the report. AMOS observations often exclude certain parameters important to aviation, such as ceiling and visibility. Many automated observing locations (AWOS, ASOS, and AWSS) have been established around the state. Ceilings directly above an automated observation station and visibility, minus obscuring phenomena, in a single direction are included in AWOS observations. The same is true with ASOS and AWSS observations except obscuring phenomena are also reported. Military observations are taken by qualified military observers either certified by their own service or by the NWS.
Terminal Aviation Forecasts (TAF)
A terminal forecast is simply a description of the aviation weather conditions expected to occur at an airport. Terminal forecast are issued four times daily for a 24-hour period. Terminal forecasts are issued only when routine aviation surface observations are available so some of the terminals may not be issued four times daily. They are amended whenever significant changes in the weather at the terminal occur, unless otherwise noted on the terminal.
Winds and Temperatures Aloft Forecasts (FD)
Computer produced winds and temperatures aloft forecasts are prepared twice daily for the Alaska locations. Forecasts are issued for the following levels above mean sea level: 3, 6, 9, 12, 18, 24, 30, 34, and 39 thousand feet. The only exception to this is that no wind forecasts are issued for levels within 1500 feet of a station's elevation and no temperature forecasts are issued for the 3000 foot level within 2500 feet of the station's elevation.
Area Forecasts (FA)
Aviation area forecasts are routinely issued for the entire state of Alaska, including coastal waters up to 100 miles off shore. Responsibility for issuance of the FA is with the Alaska Aviation Weather Unit (AAWU) in Anchorage. The FA is a 12-hour forecast in which details on expected large scale weather conditions are given. In addition, the FA includes an outlook in categorical terms for the 18 hour period following the valid time of the forecast. It is emphasized that the FA is a large scale forecast and therefore, may not include localized situations which may affect aircraft operations. This is particularly true in areas where weather observations are lacking. The FA is primarily intended as briefing guidance for NWS and FAA personnel, and to serve longer distance briefing requirements. The following table lists the areas covered by each area forecast.
Emergency Flight Rules and Special Security NOTAMs
The events of September 11, 2001 prompted the FAA to issue several emergency flight rules and special security notices in the form of FDCNOTAMs. The emergency rules for VFR flight and IFR flight within the United States have now been cancelled. Several special security notices instructing pilots to review intercept procedures spelled out in the Aeronautical Information Manual (AIM), prohibitions on “loitering” in the vicinity of sensitive locations, and restrictions on flight near certain sporting events are still in effect, and are published in the Notice To Airmen publication.
On September 1, 2007 the Air Defense Identification Zone (ADIZ) around Washington DC was revised. All pilots planning to visit the Washington, DC area should be completely familiar with the new ADIZ prior to flying in that area. Learn about the new ADIZ.
In August, 2006 a new NOTAM was issued concerning all flights to, from or over-flying the United States. Pilots planning to cross into United States airspace from Canadian airspace must comply with these instructions whether or not they have landed in Canada.
These procedures govern the actions of all pilots flying in the United States. Remember that non-compliance may result in the suspension or revocation of your pilot privileges, and that, in extreme cases, force may be used against violators. Follow the links above to see the full text of the FDCNOTAMs.
Please be aware that security NOTAMs may change at any time. When such changes occur, Kenai FSS may re-institute “Kenai FSS Information (Alpha code)”. We have created a link from our pages to the FAA's Temporary Flight Restriction (TFR) Web site for the convenience of our customers. Nevertheless, the safest way of making sure you have all necessary information for your flight is to speak to a Preflight Briefer.
The System Operations Security Directorate mission is to:
Protect the U.S. and its interests from threats and other major incidents involving the Air Domain
Take appropriate action to mitigate the impact of threats, incidents, and associated security measures on the safety and efficiency of the National Air Space (NAS)
Act as a single focal point for our security aviation partners (e.g., DOD, DHS, LE, etc) and ATO facilities to enable safe and efficient integration of security operations and initiatives into the NAS
Translate the complex requirements of outside agencies for implementation by the ATO as part of the ATO’s Air Navigation Service Provider (ANSP)
With the public being our most important customer, Aviation System Standards, provides services to ensure the standard development, evaluation, and certification of airspace systems, procedures, and equipment for customers worldwide.
