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Author: Tom George (page 1 of 13)

Improving Backcountry Airstrips: New Windsock at Gold King

If you fly into Gold King (PAAN), look for the new windsock on the north east corner of the field.  The old windsock remains at the other end of the airport, giving pilots an additional “tool” to evaluate the wind before landing on this backcountry strip, on the northern flank of the Alaska Range.  While it might not seem like a big deal, this represents a collaborative effort between a small group of stakeholders that rely on the airstrip and the Alaska Department of Transportation & Public Facilities (DOT), who owns the facility.  AOPA Airport Support Network Volunteer Dave Pott helped coordinate between DOT and the locals, to accomplish this upgrade to the airfield.  While it took over a year and two work parties to complete, this is a success story about improving a backcountry airstrip.


New windsock flys on the north east corner of the Gold King Creek airstrip.

Background
Gold King is not a typical “community airport” operated by DOT&PF. It fits into the realm of backcountry airstrips, generally located off the road system that provide access to public lands across the state.  Each backcountry airstrip has its own story, and Gold King is no exception.  Established in 1959 as the Gold King Creek Radio Relay Station, it housed a microwave radio relay tower, equipment building and ~2,000 foot airstrip. The station connected the Ballistic Missile Early Warning System (BMEWS) at Clear Air Force Base (35 n miles west) with a chain of stations that linked defense radar stations, known as the White Alice Communication System.  These radio relay stations stretched across Canada ultimately providing communication to the NORAD headquarters in Colorado.  The unattended facility was powered by diesel generators with fuel flown in to the airstrip.  Satellite communications eventually replaced the need for the ground-based system, and the facility was closed in 1988.  When the Air Force returned the land to the State of Alaska, the Alaska Department of Natural Resources made some of the surrounding property available to the public, which resulted in construction of a number of summer or year around homes in the area, with the airstrip serving as the principal source of access.

Beyond meeting the needs of local property owners, Gold King serves a much larger role in the north central Alaska Range.  Today listed as a 2,500’ airstrip, Gold King satisfies a number of needs. Due to the access provided by the airstrip, the University of Alaska utilized it as a location to locate a seismic sensor.  The Bureau of Land Management has established a Remote Automated Weather Station (RAWS) there, to help monitor fire danger.  Because it is situated on gravel deposits underlain by bedrock, the airstrip is quite stable, making it a good staging area for aircraft hauling gear or supplies into mines, cabins or recreation sites with smaller airstrips or off-field landing areas.  It becomes a popular staging area during hunting season in the fall.  Finally, the airstrip serves as an alternate place to land and wait when weather keeps aircraft from getting to their planned destinations.

Almost lost as an Airport
After the Air Force suspended its use of the relay station, the federal government transferred the land to the Alaska Department of Natural Resources (DNR).  While they made the land around the airstrip available to the public for homesites or recreational cabins, keeping the documents current for the airport was not a priority. When the Fairbanks Sectional Chart was published in 1998, Gold King had completely disappeared from the map!  Fortunately, in response to aviation industry requests, the airport was transferred from DNR to DOT, and slowly re-appeared—initially in 2003 as a “closed” airport, with unknown runway length or condition.  Today the chart and entry in the Alaska Supplement, reflect more complete information, including a CTAF to use when operating in the area.

Under Air Force management, Gold King was charted as a private airstrip. After the Air Force shut down the facility and transferred it to the State of Alaska, it briefly disappeared from the charts. After the airport was transferred from DNR to DOT, it has been more completely described.

 


Local equipment was used to excavate a spot for the new windsock at Gold King.

New windsock
Dave Pott is the Airport Support Network Volunteer at Gold King. He is retired and spends the majority of the year living just off the airport.  Working with other land owners, a volunteer group keeps an eye on the airport, and has banded together to do limited maintenance on the field.  Last year, he reached out to DOT and requested their assistance to replace the windsock, which was in a state of disrepair.  DOT responded by supplying a new windsock assembly. They had it delivered to the airport in the fall of 2017, along with bags of cement to properly anchor it, deep in the ground.

Volunteer crew placing the form for the base.

In early June, the locals held a work party to start the installation.  The volunteers provided a back hoe to excavate a hole for the base and flew in a cement mixer to support the project.  On July 5th, a second work party took place to put the stand on the base and raise the windsock.

We owe both DOT and the Gold King volunteers a big THANK YOU for working together to keep this

Work party two: mounting the windsock stand on the base.

airstrip in good condition.  In these times of tight budgets, collaborative efforts between stakeholders will be essential to keep our backcountry airports across Alaska in good working order.  Look for projects in your part of the state, and if possible, lend a hand!

Wrangell-St. Elias National Park holds Listening Sessions

National Park Service (NPS) is the planning to hold listening sessions, and would like to hear from people who use any parts of the Wrangell-St. Elias National Park.  Session are scheduled for four communities in the vicinity of the park this summer, but additional sessions are anticipated later for more than a dozen communities including Anchorage and Fairbanks.  Given the importance of aviation for access to most of the park, individual pilots, as well as businesses that rely on aviation should participate in this effort.

Largest park in the nation, Wrangell-St. Elias National Park is holding listening sessions.

Background
Management plans often drive what happens in national parks. Periodically NPS updates these plans, using the opportunity to evaluate how the park is being used and what pressures it is experiencing.  Part of that process involves hearing from the wide range of people that use the park, be it for hiking, mountain climbing, camping, flight-seeing or exploring the historic mining operations that once took place in the Wrangells.  This the largest park in the nation, at something over 13 million acres in size, with few roads and trails, making the airplane a key tool for access.

Backcountry airstrips
Wrangell-St. Elias National Park has a network of public use cabins, many of which are only available by aircraft.  The aviation community has a history of working with NPS to help maintain some of the strips used to reach these cabins.  This July 13-15, the Recreational Aviation Foundation is organizing a work party to maintain the Peavine Bar Airstrip.  For information, or to participate, see: http://theraf.org/civicrm/event/info?id=398.  This is a good opportunity to help improve this infrastructure, while having some fun at the same time.

Wrangell Plan
NPS started a “backcountry” plan in 2015, and held an initial set of listening sessions. Since that time, key positions at Wrangell-St. Elias have turned over, including the superintendent.  As the new management team evaluated the previous work, they discovered that a number of the comments received were focused on the frontcountry—or more developed and accessible parts of the park.  Consequently, Superintendent Ben Bobowski is interested in hearing from stakeholders, to learn about their issues and concerns for all parts of the park.  Once they have a better handle on stakeholder issues, they will decide what type of a plan to develop.

The first four listening sessions, scheduled for this summer. More sessions will be help in the months ahead.

How to be involved
If possible, participate in any of the listening sessions currently scheduled.  Comments may also be provided by email at: [email protected] or through the NPS planning website:  http://parkplanning.nps.gov/WRSTListens.  As the planning process proceeds, AOPA will follow it closely, and may be asking your input on aviation issues related to this park that encompasses everything from active volcanoes to massive glaciers and ice fields.  It is a national treasure, and the airplane provides one of the few ways to reach its most distant features.

Proposed change to Juneau Class D and E Airspace

The FAA is proposing to change the Class D and Class E airspace surrounding Juneau.  In the proposed rule modification, FAA outlines the changes which will expand the Class D airspace west and south east of the current boundaries, and eliminate some of the Class E airspace that is an extension to the Class D surface area west of the airport. The FAA also proposed to reduce the size of the Class E airspace extending upward from 700 feet above the surface around Juneau. Pilots using this airspace should study the changes and provide comments, if the proposed changes impact your operations.

A depiction of the entire change to airspace around Juneau International Airport.

Close up of the proposed changes showing the expanded Class D airspace and elimination of the Class E extension to the Class D surface area.

The proposal is available online at: https://www.regulations.gov/docket?D=FAA-2018-0125 . Comments may be filed online, and are due by June 18. If you comment, please share your input with AOPA [email protected].

What is a Fire Traffic Area?

Canadair water scooper aircraft. One of the of aircraft types that frequent Alaskan skies during fire season.

As wildfire season approaches in Alaska, we can expect to see the migration of fire-fighting aircraft into the state.  Only slightly behind the migrating waterfowl.  I had the opportunity to sit in on a briefing recently that described how the aircraft that are used to tackle wildfire are managed—and more specifically, the airspace around a fire that is “under attack.”  They use a structure called a Fire Traffic Area. This is not necessarily the same as a TFR, which would apply to those of us not participating in fire fighting operations.  More on that later.

Structure of a wildfire operation
Typically, first on the scene is an air attack aircraft.  Aero Commanders are used to perform this function in interior Alaska.  Onboard is a pilot and a fire-fighter.  From their vantage point overhead, they manage the air assets, which might include air tankers, helicopters, cargo planes making drops to crews on the ground, etc. They also monitor operations on the ground, and watch the development of the fire, among other things.

Fire Traffic Area Diagram. Note that aircraft may be arriving or holding in the airspace outside the 5 nm controlled area. Water scooper aircraft or helicopters may also be ferrying to and from nearby waterbodies. Monitor the tactical frequency, 128.45 MHz when flying in the vicinity of a fire fighting operation.

Fire Traffic Area
A piece of airspace five nautical mile in diameter called a Fire Traffic Area, is defined over the blaze during fire suppression operations. It typically extends from the surface to 2,500 feet above terrain.  Within this airspace, altitude zones are used to separate the different type of aerial operations (see diagram for altitude stratifications).  Aircraft involved in the operation are required to contact “air attack” when they are within 12 miles of the center of this structure, and not allowed within 7 nautical miles until they have established communication with the air attack ship.  This airspace will often, but not always, be accompanied by a TFR. When a TFR is established for fire-fighting operations, it should include a radio frequency and phone number, in case you do need to transit the airspace.

Communications
The two-person crew in the air attack aircraft not only directs tanker and other aerial activities—they also maintain communications with crews on the ground and dispatchers back at air bases.  Between VHF and FM radios and a Sat phone, they may have as many as eight com channels to manage.  If one is flying in the vicinity of a fire operation, a good thing to note is the primary air tactical frequency: 128.45 MHz.  Monitoring this frequency should give you an idea of what is happening.  If you need to transit the area, give a call.  If the frequency is extremely busy, that is a clue that you might want to detour around, and not add to the congestion they are already dealing with.  At other times, however, give a call, perhaps starting with a position report, and let them know what you would like to do.

Fire related radio frequencies that may be handy to know.

Reporting a wildfire
Depending on what part of the state you are in, either BLM or the State of Alaska Department of Natural Resources will have jurisdiction over fire suppression activities. In case you need report a wild fire, two other frequencies to note are: State Forestry, 132.45 MHz and BLM Fire, 127.45.

Safety is our number one concern when sharing airspace with fire-fighting activities.  Keep these radio frequencies handy, check NOTAMs for TFR’s and enjoy the summer flying season!

GPS Testing Part of Military Training this season

Sample of the map included with a GPS Testing NOTAM. Pilots filling out online GPS anomaly reports may help develop a better understanding of the real impacts of these activities.

Military Training is a routine part of the flying season in Alaska.  Sporting the largest contiguous complex of special use airspace in the country (the Joint Pacific Alaska Range Complex or JPARC), military planners last week announced the dates of four Red Flag exercises over the coming months.  The thing that is a little different is that each of these 10 day exercises this year will include “GPS testing” where military forces on the ground will jam the GPS signal from participating aircraft, to test this real-world threat now faced by our armed forces.  The challenge is, it may also impact civil aircraft, outside the boundaries of the MOAs and Restricted Areas used by the military aircraft.

When/where will this happen?
The GPS testing will take place within the ten-day windows of the Red Flag Exercises.  At a briefing last week, the dates of this years exercises were shared with civil aviation operators.  We also learned that some of these exercises will have as many as 120 aircraft, participating, including visitors from several foreign countries.  These are dates you may want to put on your calendar, and pay attention to as you plan your flying activities:

JPARC Airspace Complex, largest military training airspace in the country, will be again host Red Flag flying exercises this summer.

26 April – 11 May
7-22 June
9-24 August
4-19 October

On the dates within these ranges that GPS testing is planned, NOTAMs will be issued at least 72 hours in advance, with defined date and time ranges that will limit the testing.  Even though the testing is highly directional in nature, aimed at military participants, the potential for it to disrupt GPS signals outside their airspace is significant.  As we progress into the NextGen era, where GPS is the primary basis for IFR as well as VFR navigation, this is something we all need to plan for.

What if I lose my GPS?
We still have a lot to learn about the impacts of GPS testing.  If you lose GPS signal while flying please do two things:

(1) Notify ATC, whether it be Anchorage Center, approach control, a control tower or a flight service station.  Let them know when and where you lost GPS signal, or experienced any other problems with GPS navigation. This holds for both IFR and VFR operations.

(2) After your flight, please fill out a GPS Anomaly Reporting Form to help us learn the extent and nature of impacts that may be caused by this testing.  https://www.faa.gov/air_traffic/nas/gps_reports/

AOPA is working this issue on a national level and getting reports from Alaska will help define the impacts of this training activity—which influences all segments of civil aviation. Through time, we hope this will result in more accurate NOTAMs, or other accommodations to provide more precise understanding of the impacts of these training activities.

What else can I do?
As pilots, we are trained to have back-up plans.  If you are operating IFR, remembering to tune in the VOR and ILS frequencies from our “legacy” equipment.  For those of us that fly VFR, it might be a good idea to make a flight or two this summer just navigating with a good old paper chart—and re-discovering the joys of pilotage.

Help NWS monitor river breakup, with PIREPs or pictures

Looking for a reason to go flying—even though it isn’t exactly summer yet?  Like to provide a public service at the same time?  With ice starting to melt in Alaska’s rivers, the National Weather Service (NWS) is once again happy to receive Pilot Reports and digital photos as they monitor breakup, and forecast possible flooding along our major rivers.  Pilots willing to supply observations are invited to participate in the River Watch Program.

2018 Breakup Forecast
To get a preview of breakup predictions this year, NWS has posted a five minute video with an overview of conditions going into the season.  Some parts of the state have an elevated flood potential, given snow pack, ice thickness and forecasts of the weeks ahead.  If you live in one of these areas, participating in River Watch could be very helpful, as the melt season progresses.

What is River Watch?
NWS established the River Watch Program to enlist the aid of pilots who are willing to provide information on the ice conditions as they fly. Pilots voluntarily participating in the program are provided basic information on the mechanisms of river ice break up, and asked to file Pilot Reports (PIREPs) while on routine flights.  FAA Flight Service specialists have also been trained to take these PIREPs, formatted with a special syntax.   NWS river hydrologists receive the PIREPs, providing them with a valuable set of observations in a timely fashion, describing ice or flooding conditions as the spring season progresses.

While the voluntary program initially targeted air taxi pilots, making their daily rounds, reports are welcomed from any pilot wishing to participate.  NWS has posted information their website that provides details about the program including the PIREP format to use, and terms to describe river ice conditions.

This document, available on the NWS website, describes the format for River Watch PIREPs, and common terms used to describe ice conditions at different stages of break-up

What’s new?
This program has been in place for many years, but technology is providing some new ways to interact.  While calling Flight Service with a PIREP is probably the fastest way to convey river conditions, here are some additional methods to provide information:

  • File a PIREP online. Last year, the Aviation Weather Center provided a portal that allows pilots to file PIREPs online.  It takes two steps: first establish an account with the AWC (it’s free), and then request the ability to file PIREPs.  After that one-time approval you will now have access to the PIREP submission form under the Tools menu, while signed into your account.  (See link below for details). Study the details on River Watch PIREP formats in the reference links below.
  • Send an e-mail, directly to the river forecasters. If you have a more detailed report than fits in a PIREP, providing the information in an email after you land may be a better way to go.  To help with geographic reference, NWS has marked up flight charts segments with river miles along major river basins. You may print one of these for the intended route, making it easier to communicate locations of ice jams, or other features.  It may also be worth printing the River Ice PIREP format, with standard terms to describe ice and flooding conditions.
  • Send pictures directly to NWS forecasters—with the locations imbedded in them. If using an iPhone

    A photo taken using the Theodolite App on an iPhone. GPS coordinates are displayed on the image, with the viewing direction and other data. More importantly, the coordinates are also included in the EXIF file associated with the image. This allows NWS to import the image directly into their system, showing the location where the image was taken. Other apps also capture GPS locations, if permissions are set to enable that feature.

    or other camera that has the ability to attach GPS coordinates, (typically in the form of an EXIF format file), NWS may be able to import the photo location directly, to see where each picture was taken. In some cases, a picture is worth a thousand words!

  • Phone calls are yet another way to report river conditions. Call the River Forecast Center directly at 1-800-847-1739 during the hours between 6 am and 5 pm, especially if you observe a flood developing, or other hazardous condition.

Regardless of how you choose to provide information, consider using the increasing hours of daylight, and the need to monitor river conditions as an excuse to peel off the wing covers and take to the skies.  It is a good excuse to go flying. It also helps the river forecasters and the residents who live along the rivers, who need to know what to expect as the ice goes out this spring!

 

Reference Links:
River Watch Program overview: https://www.weather.gov/aprfc/riverwatchprogram

Filing PIREPs online: https://www.aopa.org/news-and-media/all-news/2017/may/16/nws-website-accepts-distributes-pilot-reports

River Watch Poster: https://www.weather.gov/media/aprfc/rwpflyer.pdf

Watch for TFR near Gulkana for spring HAARP Campaign

Heads up for pilots flying in the Copper River Basin—the High Frequency Active Auroral Research Program (HAARP) is conducting a research campaign this month.  HAARP is operated by the Geophysical Institute at the University of Alaska Fairbanks, to support auroral and upper-atmospheric research. The FAA will again establish a TFR over the facility, 16 nautical miles north east of the Gulkana Airport (GKN), along the Tok Cutoff, when the facility is running.  The campaign starts with a test day on April 3rd, with the bulk of the campaign taking place from April 6-14.  Check for NOTAMs with specific times the TFR will be in effect.

This campaign  supports a number of research projects.  Operating times fluctuate due to the constantly changing nature of the ionosphere.  While they won’t be operating outside the times listed in the NOTAM, there may be gaps within those time windows.  As part of being a good neighbor, the HAARP Project is providing a local phone number (907-822-5497) pilots may use for more detailed information, and a new VHF radio frequency, 123.3 MHz, to call airborne when flying in the vicinity of the facility.  For more background on this program see this previous post.  AOPA has requested that the HAARP facility be charted, to increase situational awareness of the facility.

Alaska Aircraft Owners: Think Spring and the GA Survey

As we start to see the end, hopefully, of another long winter in Alaska, one of the signs of spring is the emergence of the GA and Part 135 Activity Survey.  This survey is conducted by an independent research firm, Tetra Tech, and gives AOPA and other aviation organizations one of the few ways we have to quantify the activities of our segment of the aviation industry. Airlines and some categories of air taxi operators provide routine statistics directly to the FAA quantifying their operations and passengers hauled.  No comparable measures exist for the wide range of general aviation activities.  Consequently, the data collected by Tetra Tech is a very valuable resource, when it comes to advocating for our needs.

Advocating for better weather reporting is one of AOPA’s efforts in Alaska.

Alaska IS different
While we are often heard saying “Alaska is different,” we need your help to prove it.  We know Alaskan pilots use airplanes in place of pick-up trucks, as there are no roads to 82% of the communities in the state.  We know about our very sparse network of weather reporting stations, in contrast to the rest of the country.  But when it comes to making the case to improve this and other infrastructure, it is essential to be able to quantify how much flying we do.  And what kind of flying it is—business, pleasure, aerial observations, etc.

The folks at Tetra Tech also know Alaska is different, and to help us out they do a 100% sample of Alaskan aircraft owners.  So I am pretty sure you will have a postcard, email, or some kind of invitation to participate in the survey.  To take the survey, follow the instructions on the Survey invitation when you receive it.  You need your log book, the total time on your aircraft and how much fuel you burn/hour.  The few minutes it takes to complete the survey will help AOPA and other aviation industry groups to advocate on your behalf.  The survey results are confidential, with only summary statistics made available to the FAA.  For more information, see AOPA’s article, and if you have questions, call Tetra Tech at 1-800-826-1797. Or write to [email protected]  To take the survey online, go to: www.aviationsurvey.org.

If you have already completed the survey, Thank You!

History of the Aviation Infrastructure in Alaska

Most Alaskan’s know that the first powered aircraft flight in Alaska took place in 1913, as a demonstration at that year’s Fourth of July celebration in Fairbanks.  And that commercial aviation started a decade later when pioneer aviator Ben Eielson talked several Fairbanks businessmen into buying a Curtis JN-4D “Jenny.”  Eielson proceeded to fly from the local ball field, sometimes cutting weeks off the travel time to remote mining claims. But when did we start to develop the airfields, communication and weather stations to support this new mode of transportation?  Who did the work? I recently spent a few hours at the University of Alaska Fairbanks in the Rasumson Library looking for answers to these and other questions.

From air fields to airport system
As “the aviation” first started to develop, airplanes literally operated from fields.  A ball-field in Fairbanks.  Hay fields in other places.  Since Alaska did not achieve statehood until 1960, the initial efforts at dealing with aviation as a system fell to Alaska Territorial government.  Aviation is included in the 1929 Annual Report of the Governor of Alaska to the Secretary of the Interior, mentioning that “At the present time there are 44 landing fields in the Territory and three transportation companies operating a total of eight commercial airplanes.” At the time individual communities raised funds to develop an airfield, expecting to receive matching funds from Alaska’s Territorial government.  In Valdez, the city not only raised money, they put sweat equity into the project by clearing the land, even before there was an aircraft to base there!

A series of reports of the Alaska Aeronautics & Communications Commission helped document aspects of this history.  In 1929, the Territorial Legislature appropriated funds administered by the Highway Engineer to “…purchase, install and maintain radio-telephone station equipment for the larger towns.”  The report went on to say, “In a short time the problem of communications became too complicated for the Highway Engineer, and subsequently in 1937 the Legislature established the Territorial Department known as the Alaska Aeronautics and Communication Commission.”

Definition of the Alaska Aeronautics and Communications Commission, established in 1937. Source: Report of the Alaska Aeronautics and Communications Commission, 1941-42.

1937 Alaska Aeronautics and Communication Commission
The Commission, comprised of the Territorial Governor and one commission member from each of Alaska’s four judicial districts, initially oversaw the installation of weather stations, and collected statistics on aviation activity, which were detailed in a series of annual reports.  A supervisor was hired to coordinate this activity. The commission’s initial role was “supervision and promotion of aeronautical and communications within the Territory…” even then, not to duplicate or conflict with federal regulations.

The first report covering 1937-38, filed by Supervisor G.E. Goudie, describes coordinating with both the federal CAA and the FCC.  In that period, the commission managed to stand-up weather stations in Juneau, Fairbanks and Anchorage. Observers at these locations recorded weather reports, issued eight hourly weather broadcasts daily and wired reports to the Weather Bureau.  Work was underway for a station in Ketchikan.  In addition, “radio ranges” for navigation were in planning stages for these locations.

Territorial operation of these stations was to be a temporary measure, until the CAA could obtain funds to take over the “Alaska Program.” Alaska was already behind the rest of the country in the development of infrastructure.  In addition to weather and aviation communications, the use of this communication network included emergency messages, often involving need for medical assistance or transport.  These were credited with saving numerous lives across the territory.

New aviation regulations for Alaska
As the United States geared up for war, the military temporarily took over operation of some of the territorial radio stations, and aviation operations in general. Even at that time, people were looking ahead to the need to expand, as manufactures announced planned production of aircraft to support “private flying.” From the 1942 report, “Numerous manufactures have recently announced planes, suitable for use by the average citizen and within the reach of his finances, to be manufactured after the war.” In anticipation of that surge of air travel, the commission worked on safety rules, “…requiring certain safety provisions be carried out thereby reducing the possibility of increased costs to the territory in the conducting of searches…” This generated a territorial requirement for Alaskan aircraft to carry emergency rations, in a regulation adopted March 22, 1943.  That report also contains territory-wide maps shows the commercial air routes, areas authorized for “irregular routes” and radio stations in use at the time.

Toward a full Department of Aviation
From the inception of the Commission in 1937 into the early 1940’s, the focus had largely been on establishing weather stations, radio networks, and the collection of aviation statistics.  In a later article, I plan to outline the next steps in development, which include an increased focus on airports, eventually leading to the establishment of a full-fledged Department of Aviation in the late 1940’s.  A big thank you to the staff at the University of Alaska Fairbanks Rasmuson Library for their assistance locating the reports that document this history!

Alaska air transportation routes map from the Report of the Alaska Aeronautics and Communication Commission, 1942-43

FAA plans to decommission NDB’s at Glenallen, Mekoryuk and Noatak: User feedback requested

The FAA has issued Letters to Airmen outlining plans to decommission the Nondirectional Beacons (NDBs) at the Gulkana (GKN), Mekoryuk (MYU) and Noatak (WTK) airports.  In all three cases, the decommissioning’s are for navaids that have failed, and have been out of service for some time.  Even though they are non-functional, they serve as fixes that are part of the airway structure, or are components of instrument approaches.   If the removal of these navaids impacts your operation, please let the FAA know, using the contact information provided below.

Moving to Space Based IFR Infrastructure
While the FAA is moving to a space-based IFR system, NDBs in some locations are still serving not only as the basis for instrument approach procedures, but as anchor fixes for IFR airways.  Last year AOPA was part of an industry group that looked at the IFR Enroute infrastructure in Alaska.  Working with the Alaska Air Carriers Association, Alaska Airmen Association, National Business Aviation Association and other organizations, the group delivered formal recommendations to the FAA. The topics covered in the report were wide ranging including sections acknowledging the role NDBs play in the enroute environment, and expressed concern that some GPS based T-Routes have a much higher Minimum Enroute Altitude than the NDB-based colored airways. One of the recommendations called for the FAA to consider operator impacts before decommissioning any airway supported by NDBs.  Responding to a Letter to Airmen is one mechanism that the FAA uses to collect user feedback.

 

This specific working group was only tasked to look at the enroute infrastructure, but acknowledged that NDBs in some locations still serve an operational role in the terminal environment, which should also be considered before these stations are decommissioned.

User input needed
The FAA is struggling to move into the space-based, NextGen era, balancing the need to keep existing “legacy” systems in place, while obtaining funding to stand up new infrastructure.  AOPA and others are pushing FAA to expand the network of ADS-B ground stations in Alaska, to provide a “minimum operational network” across the state.  Decommissioning legacy navigation aids is one way to free up resources, but only after the operational needs of the users have been considered.  FAA is asking for our feedback on these three stations. If you fly to these areas, let the FAA know if removing these NDBs impacts your operations.  Please contact:

Mark Payne, NISC III contract support
Operations Support Group
Western Service Center

Phone:  425-203-4515

Email:    [email protected]

Please send copies to AOPA at: [email protected]

Links to the FAA Letters to Airmen:

Glenallen NDB OSGW-36 (003)

NANWAK NDB_DME OSGW-35 (003)

Noatak NDB Decommissioning OSGW-33

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