Backcountry airstrips serve an important role in Alaska’s aviation system. Over the past couple years, a Backcountry Airstrips Working Group, led by the Alaska Department of Transportation & Public Facilities (DOT), has been exploring this topic, and just released a survey for pilots to weigh-in on their use of this often-unnoticed component of our aviation infrastructure. If you use back-country airstrips, please take a few minutes to share your thoughts, and identify any concerns you may have on this topic. Here is a link directly to the survey, which runs through May 10th. https://goo.gl/forms/6aPBJ7h3BbzS7oxq1
What is a backcountry airstrip?
While the international, regional and community airports are familiar to us, there is another network of “facilities” scattered around the state that is often overlooked. These are airstrips that were built to provide access for some purpose, often a mining claim or mineral exploration project, which has since gone away—but the airstrip remains. Depending on the other resources in the area, given Alaska’s vast size and lack of road system, these airstrips typically serve other needs, generally to access public lands. Uses might include establishing a camp, in support of a hunting trip or other recreational activity. Depending on the adjacent land ownership, it may provide access to remote cabin sites. On a river, it could be the transfer point to drop off or pick up people from float trips. When the weather turns bad, or in any other kind of emergency, having a place to land is a safety consideration. Finally, backcountry airstrips can also serve as staging areas to support access for more distant off-field landing sites.
Backcountry versus Off Field landing areas
Defining what a backcountry airstrip is might seem like an easy task, but it has taken quite a bit of discussion. The working group definition includes landing areas that are “improved” although they may have little or no maintenance routinely performed. It is important to differentiate between backcountry airstrips, and true off-field landing areas—which means a gravel bar, hill top, or other terrain feature that one is able to land on. From the air, there wouldn’t necessarily be noticeable features, such as trees cleared to create a safety area, or modification of the natural landscape to make it a landing area. Fortunately, in Alaska we are allowed to perform off-field landings on most public lands, unless regulations have specifically been adopted to declare the area off-limits. The working group is not addressing off-field landing areas, but does recognize that one of the potential uses of a backcountry airstrip is to serve as a staging area to reach off-field landing locations.
Case Study: Gold King Creek
While every airport has its own story, Gold King Creek (AK7) is an case worth examining. Located 40 nautical miles south of Fairbanks, in the foothills of the Alaska Range, the 2,500 foot airstrip was originally built at the site of a microwave communications station. The facility connected the military radar station at Clear with the Cold War era “White Alice” communication system that linked Alaska to the lower 48. Fuel for the generator that powered the relay site was flown in, from Delta I believe, to keep the facility operating around the clock. When the relay site was no longer needed, it was shut down, and years later the tower removed, but the airstrip remains. Miners, hunters, seismologists, berry pickers and others continued to use the airstrip, which is on stable ground, and doesn’t require much in the way of maintenance.
The federal government eventually transferred the land to the State of Alaska’s Department of Natural Resources (DNR), who later allocated recreational land parcels near the airstrip, some of which have inhabited cabins today. The property containing the airstrip was transferred from DNR to DOT, more recently. Prior to that happening, we almost lost Gold King off the charts completely.
Charting history of Gold King
When owned by the federal government, the airstrip was charted as a Private Use facility (see figure below). After the military use ceased, for a while it disappeared from the charts completely. With the transfer from federal government to State of Alaska ownership, it was again charted, initially shown as closed, and with no information about the length or elevation of the airstrip. In the late 1990’s, a Military Operations Area (MOA) created that covered this area. Because Gold King was a known entity, a MOA exclusion area was defined around it, up to 1,500 ft agl. The cut-out helps prevent an aircraft just lifting off the runway from coming nose to nose with a high-speed jet on a training exercise. Today, the airstrip is charted with more complete information for pilots, including a CTAF frequency. Charting is one of the issues that needs to be considered for other backcountry airstrips in the state.
Gateway to Public Land
While most back-country airstrips are remote, it doesn’t necessarily mean some of them might not be on the road-system. A notable example is the airstrip at Happy Valley, some 65 nautical miles south of the Deadhorse Airport (SCC) at Prudhoe Bay. This 5,000 foot airstrip was built during construction of the Trans-Alaska Pipeline in the 1970’s to support the construction camp located there, along the Sagavarnirktok River, and on the haul-road that today connects the oilfields on the north slope with the rest of Alaska. After the construction, the camp was removed, but the herc-strip sized runway remained.
Today, it serves as an important staging area in the northern foothills of the Brooks Range. Far enough inland to often avoid coastal fog, yet distant enough from the peaks of the Brooks Range to escape some of the weather conditions associated with the mountains. It’s location on the haul road, which is maintained year-round, makes it a critical jumping off facility for guides, scientific studies, game surveys, as well as a key emergency strip when weather precludes getting to the coast, or through the mountains.
I have personally experienced the benefits of the Happy Valley airstrip. Late one fall, the weather was deteriorating to the point we couldn’t make it through the Brooks Range to return to Fairbanks. After tying up a pair of Super Cubs at Happy Valley, we had to hitchhike in what became a ground-blizzard to Deadhorse, and catch the jet back to town. Many days later, we drove up the haul-road to pre-heat and fly the airplanes back south of the range. Yet this airstrip is not listed on a flight chart, nor is any information provided about it in the Alaska Chart Supplement. While not advocating that all back-country strips should necessarily be charted, this is one that needs to be on the charts so pilots can find it, when needed.
Backcountry airstrips are an important, and often neglected component of our airport system. Now that DOT has started looking at this segment of our airports, it is important that the people that use them speak up. The online survey provides an opportunity to identify the issues you think are important when it comes to these landing areas. Under current budget conditions, we can’t expect the State of Alaska to devote a lot of resources to them, but recognizing they exist and perhaps taking the first few steps to protect them, could make a great deal of difference in the years to come.
Please take a few minutes to take the survey! https://goo.gl/forms/6aPBJ7h3BbzS7oxq1