Alaska:
Land of the Midnight Sun
by Janice Rosenberg | Photography by Jim Oltersdorf
Flying to this majestic frontier requires careful planning. Here are nine Alaskan destinations, as well as key info you’ll need to know before you make the journey.
Alaska Is one of the few places on earth where general aviation is an integral part of the natural order of life. Spectacular, breath-taking landscapes are the order of the day, and every flying hour presents new aspects of the land below -- magnificent mountain ranges, glacier fields, flower-studded tundra, and island-dotted coastlines.
Since its earliest days as a U.S. territory, Alaska has been attracting American adventurers. Today’s pilots hear that same siren call. Anticipating the challenge and excitement of flying in vast new spaces, they plan their trips down to the last detail, then climb aboard, prepared to make changes in those plans as necessary, and eager to experience thrilling arrivals and departures in the land of the midnight sun.
The United States purchased Alaska from Russia on March 30, 1867 when secretary of state William H. Seward signed an agreement with Baron Edouard Stoeckl, the Russian minister to the United States. Widely referred to as “Seward's Folly,” the agreement ceded possession of Alaska to the United States for $7.2 million. Citizens who could not imagine any use for the 586,000-square-mile area, derisively nicknamed it “Seward’s Icebox.”
As time passed, the discovery of gold, the Klondike Gold Rush of 1897-98, and the expansion of mining, fishing, trapping and mineral production, changed that opinion. In 1959, Alaska became the 49th state.
Today Alaska is one of the country’s greatest tourist attractions. The largest state in the union, boasting twice the landmass of Texas and 17 of the country’s 20 highest mountains, it draws visitors from around the world. The varied environment -- ranging from the luxuriously forested Southeastern panhandle to points beyond the Arctic Circle --provides outdoor activities for people of all ages and athletic abilities. Long considered an extension of the American frontier, Alaska gives general aviation pilots a feel for what it must have been like in the state’s early days to journey into the unknown.
Today in Alaska, one out of every 54 citizens has at least a private pilot certificate. Alaskan pilots who’ve spent 20 years or more exploring in every kind of winged conveyance, from float planes to tail draggers, and landing in every situation from smooth big city runways to gravel strips to sandy beaches, say they haven’t scratched its surface.
But you don’t have to be a seasoned bush pilot to venture north into this beautiful flying life. Any VFR pilot who is competent and comfortable behind the yoke can embark on this once-in-a-lifetime flying adventure with friends and family in tow.
To be sure, there will be challenges. Careful planning and flexibility to allow for changing weather conditions will be the order of the day. You’ll need enough time not to feel rushed on your journey across Canada, and you’ll want to make sure you have competent pilotage skills before taking off across Canada in search of this wonderland of the northwest.
Getting There
Summer is the best time to visit Alaska. The long days, with true darkness falling as late as midnight or 1 a.m., remove the pressure to fly at a particular time. Winds are often calm. Temperatures that are within a comfortable range mean you can enjoy outdoor activities such as camping, biking, kayaking, fishing, backpacking and rafting, to name just a few.
Careful planning is essential for a smooth Alaskan trip. Begin by studying the rules for flights between the United States and Canada, because all flights from the Lower Forty-Eight to Alaska include Canadian airspace and stopovers. The AOPA/COPA Guide to Cross-Border Operations, available at the AOPA Website, is invaluable and well-worth the $39 yearly membership fee. Sectionals for the entire route are, of course, absolutely essential. In addition, you’ll want to have the “Alaska Highway Sectional,“ produced by Nav Canada and available at pilot shops.
A common entry point to Canada for pilots flying from Eastern, Midwestern or Southern states is Lethbridge, Alberta. You can then fly a route through Edmonton and Peace River, and pick up the Alaska Highway at Fort St. John, B.C. Follow the Alaska Highway to its end at Delta Junction, about 100 miles east of Fairbanks. Suggested stops along the way include Fort Nelson, B.C.; Watson Lake, Y.T; and Whitehorse, Y.T., with entry into Alaska at Northway. Travel time depends on type of aircraft and number of hours flown each day. For example, one Cessna 210 pilot reports that his leisurely flight from Edmonton to Fairbanks took a day-and-a-half, with an overnight in Whitehorse, Y.T.
Pilots flying from the West Coast usually enter Canada at Abbotsford, B.C., then fly north along the Fraser River Canyon to Mackenzie, B.C. at the southern end of Williston Lake. Note that the Fraser River Canyon is subject to rapid changes in weather and significant turbulence. From Mackenzie, B.C. cut over to Fort St. John, B.C. and follow the Alaska Highway. Or save mileage by flying “The Trench,“ a straight shot over very rugged and isolated terrain to Watson Lake, Y.T. This route is not recommended for first time Alaska flyers.
On your way to Alaska, you are required to stop for customs twice, once in Canada and once in Alaska. Your first stops in both Canada and Alaska must be at airports of entry. Consult the Canada Border Services Agency (CBSA) Website for Canadian Airports of entry.
Pilots visiting Canada are required to have a number of documents with them: aircraft registration certificate, aircraft airworthiness certificate, aircraft operating limitations, weight and balance information, and an FAA 337 form when the aircraft has been fitted with extra fuel tanks in the baggage or passenger compartments. Pilots may be requested to present an airman certificate or medical certificate at any time and anywhere by Customs, Immigration, Transport Canada Civil Aviation or the Royal Canadian Mounted Police.
Arriving in Canada directly from the United States with fewer than 15 passengers in a Canadian- or U.S.-registered private aircraft now is easy using the CBSA telephone reporting program. You must file and activate a flight plan for all border-crossing flights. Note that border crossing flight plans containing Advise Customs (ADCUS) messages are no longer in effect. Make your own customs arrangements by calling Canada Customs at 888.CAN.PASS or888.226.7277 at least two hours, but not more than 48-hours before flying into Canada.
Everyone entering Canada must provide proof of citizenship. Although both United States and Canadian Customs will usually accept a birth certificate along with photo identification for entry, both COPA and AOPA recommend carrying current and valid passports.
Take It Easy
For detailed information on flying in Alaska, the AOPA‘s online “Flight Planning Guide for Alaska” is indispensable. It describes the countryside, explains what’s different about flying in Alaska and provides the kind of reassurance even the most experienced pilots need when flying into new terrain. The importance of careful planning, prior to your arrival in Alaska and on everyday you’re flying in the state can’t be emphasized enough.
Every pilot who’s flown in Alaska knows weather in the state changes frequently. Expect delays and allow for them by building extra time into your vacation. Two weeks is barely enough to see the highlights. Three weeks or a month, if you can mange it, are much better.
Weather conditions vary greatly as you cross Alaska. Even in summer, fog and clouds are typical in the coastal maritime region and also can be problematical on mountain range up-slopes. The state’s AWOS system broadcasts weather conditions, and weather cameras -- positioned in passes and outlying areas -- allow real-time visual weather readings that you can access at manned FAA stations.
Navigational aids are fewer in Alaska. Gaps in VOR navigation mean you’ll often be relying on your map-reading skills, supplemented by GPS. Pre-flight investigation of river drainages and other topographical details will improve your route-tracking ability greatly.
Outside of the biggest cities, the majority of airstrips are gravel. Not all are perfectly level.
| |
|
 |
|
 |
|
Want to know more about this memorable getaway, visit our AG Concierge for more information.
|
|
| |
|
 |
|
Overflying an unfamiliar strip at traffic pattern altitude for a visual inspection is essential.
Look for wildlife, erosion and obstructions. Avoid being sucked into a bush pilot mentality. If you’re flying an aircraft that’s not suited for off-airport landings, stay away from gravel bars and unimproved airstrips. If you’re not flying a tail-dragger, don’t land on sandy beaches, rough rock landing zones or strips with undulations. If you’re not certified to fly a float plane, but want to fish or hunt in remote areas of the state, check out air taxi services.
Flying in Alaska may include flying over mountains and through mountain passes. If at all possible, take a mountain flying course before you head north.
Being There
Flying in Alaska is exciting, safe and definitely do-able; the sights are unparalleled, and the diversity amazing. Everyone who visits will have his or her favorite flights, overnights and outdoor activities. Dress in layers, wear sturdy shoes and bring waterproof rain gear for every member of your party. You’ll want to rent a car at some of your stops for transportation to outlying sights.
|
|
|
Plan your route to Alaska with FlightPrep.com
|
|
The Best Overall Planning Sites
|
|
|
|
