Juneau Flight Service Station

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Dedicated to the Memory of David Scheytt

On July 6, 1984, local helicopter pilot David Scheytt and his co-pilot, Doug Brown, were notified of an aircraft crash in a pond near the Juneau Airport.  Reacting immediately, the two raced for a helicopter and proceeded to the scene of the accident. Upon their arrival, they found the passenger, Alaska Sate Trooper Nils Monsen, injured and in shock near the submerged wreckage of the aircraft, while the pilot, Trooper Cpl. Warren Grant, was still strapped in the cockpit. Mr. Brown leaped into the water, dove down to free Cpl. Grant, and brought him to the surface. In the meantime, Mr. Scheytt ferried Trooper Monsen to shore into the hands of rescuers, and then returned to the crash site.  The heroic actions of this crew undoubtedly saved at least one life on this date and forever earned the gratitude and respect of the Alaska State Troopers, and the families and friends of the victims.

Less than one year later, Mr. Scheytt tragically lost his life when the helicopter he was flying crashed near the Greens Creek Mine on Admiralty Island.

In honor of his heroic achievement and his selfless actions, the Alaska Peace Officers Association and the Federal Aviation Administration are proud to dedicate this building to the memory of …

Mr. David Scheytt

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Alaskan Flight Service Stations

FSS's

• Fairbanks FSS
• Juneau FSS
• Kenai FSS
• RCO Map

Satellite Navigation - GPS - Control Segment

GPS - Control Segment

The Control Segment of GPS consists of:

Master Control Station: The master control station, located at Schriever Air Force Base in Colorado Springs, Colorado, is responsible for overall management of the remote monitoring and transmission sites. GPS ephemeris being a tabulation of computed positions, velocities and derived right ascension and declination of GPS satellites at specific times, replace "position" with "ephemeris" because the Master Control Station computes not only position but also velocity, right ascension and declination parameters for eventual upload to GPS satellites.

Monitor Stations: Six monitor stations are located at Schriever Air Force Base in Colorado, Cape Canaveral, Florida, Hawaii, Ascension Island in the Atlantic Ocean, Diego Garcia Atoll in the Indian Ocean, and Kwajalein Island in the South Pacific Ocean.Six additional monitoring stations were added in 2005 in Argentina, Bahrain, United Kingdom, Ecuador, Washington DC, and Australia. Each of the monitor stations checks the exact altitude, position, speed, and overall health of the orbiting satellites. The control segment uses measurements collected by the monitor stations to predict the behavior of each satellite's orbit and clock. The prediction data is up-linked, or transmitted, to the satellites for transmission back to the users. The control segment also ensures that the GPS satellite orbits and clocks remain within acceptable limits. A station can track up to 11 satellites at a time. This "check-up" is performed twice a day, by each station, as the satellites complete their journeys around the earth. Noted variations, such as those caused by the gravity of the moon, sun and the pressure of solar radiation, are passed along to the master control station.

Ground Antennas: Four ground antennas monitor and track the satellites from horizon to horizon. They also transmit correction information to individual satellites.

Satellite Navigation - GPS - Space Segment

GPS - Space Segment

The space segment includes the satellites and the Delta rockets that launch the satellites from Cape Canaveral, in Florida. GPS satellites fly in circular orbits at an altitude of 10,900 nautical miles (20,200 km) and with a period of 12 hours. The orbits are tilted to the earth's equator by 55 degrees to ensure coverage of polar regions. Powered by solar cells, the satellites continuously orient themselves to point their solar panels toward the sun and their antenna toward the earth. Each of the 32 satellites, positioned in 6 orbital planes, circles the earth twice a day.

The satellites are composed of:

Solar Panels. Each satellite is equipped with solar array panels. These panels capture energy from the sun, which provides power for the satellite throughout its life.

External components such as antennas. The exterior of the GPS satellite has a variety of antennas. The signals generated by the radio transmitter are sent to GPS receivers via the L-band antennas. Another component is the radio transmitter, which generates the signal. Each of the 32 satellites transmits it's own unique code in the signal.

Internal components such as atomic clocks and radio transmitters. Each satellite contains four atomic clocks. These clocks are accurate to at least a billionth of a second or a nanosecond. An atomic clock inaccuracy of 1/100th of a second would translate into a measurement (or ranging) error of 1,860 miles to the GPS receiver.

Satellite Navigation - GPS - User Segment

GPS - User Segment

• Aviation
• Non-Aviation

The user segment includes the equipment of the military personnel and civilians who receive GPS signals. Military GPS user equipment has been integrated into fighters, bombers, tankers, helicopters, ships, submarines, tanks, jeeps, and soldiers' equipment. In addition to basic navigation activities, military applications of GPS include target designation, close air support, "smart" weapons, and rendezvous.

With the surge in popularity of GPS receivers over the past several years, the civilian community has its own large and diverse user segment. Surveyors use GPS to save time over standard survey methods. GPS is used by aircraft and ships for enroute navigation and for airport or harbor approaches. GPS tracking systems are used to route and monitor delivery vans and emergency vehicles. In a method called precision farming, GPS is used to accurately guide farm machinery engaged in plowing, planting, fertilizing, and harvesting. GPS is available as an in-car navigation aid and is used by hikers and hunters. Most smartphones feature GPS map or navigation applications. Because the GPS user does not need to communicate with the satellite, GPS can serve an unlimited number of users.

The aviation community is using GPS extensively. Aviation navigators, equipped with GPS receivers, use satellites as precise reference points to trilaterate the aircraft's position anywhere on or near the earth. GPS is already providing benefits to aviation users, but relative to its potential, these benefits are just the beginning. The foreseen contributions of GPS to aviation promise to be revolutionary. With air travel nearly doubled in the 21st Century, GPS can provide a cornerstone of the future air traffic management (ATM) system that will maintain high levels of safety, while reducing delays and increasing airway capacity. To promote this future ATM system, the FAA's objective is to establish and maintain a satellite-based navigation capability for all phases of flight.

Sitka Flight Service Station

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Sitka FSS

Sitka FSS is a part-time facility open from 1500-0645Z and is located on the 3^rd floor of the "Tower" building, (365 Airport Rd). The Tower building is located on the east end of the airfield and is accessible from both the Ramp and Airport Road. We provide face-to-face pilot briefings, or information may also be obtained by calling the local Briefing number, 907-966-2221/2222 or by contacting JNU FSS toll free 866-297-2236. We also provide inflight information on one of our numerous remote frequencies throughout southern Alaska.

Sitka FSS provides local airport advisories, LAA, for the Rocky Gutierrez Airport, on frequency 123.6. Pilots are encouraged to monitor the Sitka AFIS, (Automatic Flight Information Service), on 135.9 prior to contacting FSS. On initial contact, advise the FSS specialist of your aircraft ID and type, location, intentions and AFIS code. Remember that LAA is for advisories only. We request you use 122.2, 122.45 or the phone numbers listed above for questions or a weather briefing. For fuel after hours, contact Unicom frequency, 122.95 or call 907-747-7222.Anchorage Center frequency in the Sitka area is 126.1.

Sitka airport is under Class E airspace. (For SVFR seelink)

The Sitka FSS flight plan area is comprised of four hard surface airports, Sitka, Kake, Petersburg and Wrangell. There are 14 public use seaplane bases, in the Sitka flight plan area, not to mention the thousands of picturesque bays, coves and lakes that are frequented by float plane pilots.

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Satellite Navigation - NAS Implementation - Org. Chart

NAS Implementation - Contacts

Ted Urda - WAAS Operational Implementation Team (OIT) Lead
Ted.Urda@faa.gov

Juneau Flight Service Station

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Juneau Visual Check Points, and Flight Advisory Frequencies

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FCC Antenna Structure Registration Search Alaska Constructed Towers, 199+ AGL

Sitka Class E Surface Area and Special VFR

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Sitka Class E airspace and Special VFR, (SVFR) information

For a complete explanation of Special VFR (SVFR) procedures, see 14 CFR 91.157 and the Aeronautical Information Manual (AIM) Chapter 4.

The dashed line that surrounds the area starting on the northern edge by Olga Strait continuing southeast through Sitka Airport and continues south-southwest around Biorka Island VOR is the Sitka Class E airspace.  

Special VFR operations are performed in accordance with clearances within the Sitka Class E surface areas when weather conditions are less than the basic VFR minima.

There are some basic rules for Special VFR.

• The pilot must request a Special VFR clearance. If a pilot requests to enter into or out of an area that is IFR, they will be advised that an ATC clearance is required; it is up to the pilot to initiate the request for Special VFR.
• Fixed wing aircraft must have at least 1 mile ground visibility if there is an official weather report available. Where no official report is available, or if not landing or departing an airport within the Class E airspace, there must be at least 1 mile flight visibility.
• Only one aircraft at a time may operate in the Sitka Class E surface area unless; a pilot requests and all pilots agree that they will maintain visual separation while operating in the Class E surface area.
• IFR aircraft will have priority. If an IFR aircraft is inbound/outbound or transitioning through the Class E airspace, pilots requesting a Special VFR will be advised of a delay due to IFR traffic.

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