Section Two: Getting There

Its a Long Trip Regardless of Where You Start

• Flying to Alaska, especially from the eastern or central US, is not a short journey. Expect to spend the better part of three to four days’ flying time; probably more if coming from the southeastern US. Recommended overnight stopping points are Duluth or Winnipeg (day 1), Edmonton (day 2) and Whitehorse (day 3); arriving in Anchorage by noon on the fourth day. These locations were chosen based on the fact that they are the only cities/towns of any distinction along the route. The suggested east coast/central US route is shown in blue on the map below.

• The trip from the west coast is somewhat shorter, but still expect to spend two to three days’ flying time. Recommended overnight stopping points are Seattle or Vancouver (day 1), and Whitehorse (day 2); arriving in Anchorage by noon on the third day. The suggested west coast route is shown in red on the map below.

• The final leg of the suggested route is shown in green, representing a three to four hour flight from Whitehorse, Yukon to Anchorage, Alaska for a visit to US customs at Ted Stevens International Airport.

Approximate Distances and MEAs

• Here are approximate distances to Alaska from various points in the eastern/central and western US (with city names color coded to match the routes on the map above).

Where to Meet Up for a Group Trip?

• One logical meeting place for a group trip of pilots originating on both sides of the US would be Edmonton, Alberta. It is a suggested overnight stop on the recommended route from the eastern/central US. However, it would probably add an additional overnight stop for pilots flying up from the west coast, converting it from a two and one-half to a three and one-half day trip for west coasters. But for pilots who wish to fly the entire Alaska Highway route this would be the right choice.

• Another logical meeting place is Whitehorse, Yukon. It is enroute for pilots from both coasts, and offers everyone the chance to fly together on at least a portion of the Alaska Highway route onward to Anchorage. But it is the last overnight stop before reaching Alaska, so it offers only one opportunity for a full group gathering while enroute to Alaska.

• The last viable meeting places are Seattle or Vancouver. For Cirri originating in the eastern US, diverting to the west coast (Seattle/Vancouver area), instead of flying via Edmonton, adds approximately 300 nm to the trip. That is about two hours’ flying time in a Cirrus, or one extra hour for each of the two days it would take to fly from the east coast to the west coast. So even with a deviation to the Seattle/Vancouver area, it could still be a three and one-half day trip for many east coasters. And the entire group would then have an opportunity to gather on at least two nights while flying to Alaska, as well as the option of taking either the coastal route or one or more of the various inland routes.

• Regardless of which city is chosen as a meeting place, pilots flying to Alaska should remember to be flexible. If the weather is marginal VFR or IMC along one route, the decision can be made in the morning to fly one of the alternate routes, or to go IFR. Chances are the weather will be different on the return journey, so there will be another opportunity to enjoy at least a portion of a scenic route on the way back to the US.

Route One: Flying from Eeastern/Central US (print this route)

• There is no significant terrain all the way across Canada from the eastern/central US until the Rocky Mountains begin west of Fort St. John, at the eastern edge of British Columbia. The highest elevation between the east coast and Edmonton is 3,500 feet. Most of that distance is farmland, although beyond Edmonton the terrain becomes very sparsely populated (virtually no roads or civilization anywhere in sight).

• Because of the lack of any significant terrain, regardless of whether flying IFR or VFR, the recommended route for flying across Canada from the eastern/central US all the way to Fort Nelson, British Columbia, is to simply file GPS direct from one major city to the next, as follows: Duluth (KDLH) to Winnipeg (CYWG); Winnipeg to Regina (CYQR); Regina to Edmonton City Centre (CYXD); and Edmonton over either Peace River VOR (YPE) or Fort St. John VOR (YXJ) and then to Fort Nelson (CYYE).

• If flying IFR to western Canada, use the following Canadian enroute charts: LO 4, LO 2 and LO 1 (1.5MB each, so expect slow download). If flying VFR, use the following Canadian sectional charts: Winnipeg, Regina and Edmonton.

• Note: instead of flying to Winnipeg to check in with Canadian customs, one can fly an alternate route to Piney Pinecreek Border airport (48Y), which has a 3,300 foot hard surface runway that straddles the Minnesota/Manitoba border and is almost certain to have no traffic; and from there fly to Regina (CYQR) or directly to Edmonton. Further note: don’t fly into Edmonton International (CYEG) unless you need to check in with Canadian customs: its a big, busy airport that is quite a distance from the city. Edmonton City Centre (CYXD), on the other hand, is a big, busy airport that is located right near downtown.

• Mountainous terrain starts after Fort Nelson, British Columbia (CYYE), so the recommended IFR route is along the published airways: fly A2 to Liard River NDB (ZL), then A2 to Watson Lake VOR (YQH) and, again, A2 to Whitehorse(CYXY). This route is 395 nm and the highest MEA is 9,000 feet.

• If flying IFR between Fort Nelson (CYYE) and Whitehorse (CYXY), use the following Canadian enroute charts: LO 1 and LO 5 (1.5MB each, so expect slow download). If flying VFR, use the following Canadian sectional charts: Edmonton, Prince George, Fort Nelson and Whitehorse.

• Significant mountainous terrain exists after Whitehorse (CYXY), so the recommended IFR route is along the published airways: fly BR44 to Burwash NDB (DB), then BR44 to the Northway, Alaska VOR (ORT), then G8 airway to BEFTI intersection and Gulkana VOR (GKN), then V456 to Big Lake VOR (BGQ) and Anchorage VOR (ANC). This route is 522 nm and the highest MEA is 10,000 feet.

• If flying IFR between Whitehorse (CYXY) and Anchorage (PANC), use the Canadian LO 5 (1.5MB) and NOAA L-1 enroute charts. If flying VFR, use the following NOAA sectional charts: Whitehorse and Anchorage.

• If VFR conditions exist, consider flying along fabled Alaska Highway from Fort St. John (CYXJ) to Whitehorse (CYXY) (described below as Route Four) and then into Alaska all the way to Anchorage (PANC) (described below as Route Five). Watch out for low and slow Cessna and Piper traffic.

• All of the primary Canadian airport locations noted on this suggested routing has a suitable paved runway, along with fuel and food services. If the weather allows, VFR is the preferable way to fly across Canada because it can be flown GPS direct, whereas IFR should only be flown if the weather is poor because it offers none of the services typically associated with the radar environment in the continental US due to the absence of any radar coverage in most of Canada and Alaska (except the major cities).

• Listed below are directory information, diagrams and instrument approach procedures for each of the airports mentioned in Route One (or, in the case of a navigation aid, the associated airport). This information was obtained from either AOPA or NavCanada, is copyrighted, has an expiration date of mid-2004, and is presented for informational purposes only.

Anchorage (PANC)

Burwash (CYDB)

Edmonton City Centre (CYXD

Edmonton International (CYEG)

Fort Nelson (CYYE)

Fort St. John (CYXJ)

Peace River (CYPE)

Piney Pinecreek Border (48Y)

Regina (CYQR)

Watson Lake (YQH)

Whitehorse (CYXY)

Winnipeg (CYWG)

Routing from Western US

• Pilots flying from the western US to Alaska can choose from two alternatives: either the coastal route (shown in black on the map below); or the inland routes, which consist of flying the Trench (shown in blue on the map below) from Prince George to Watson Lake and/or and the Alaska Highway (shown in red) from either Fort Nelson or Watson Lake to Whitehorse. The Trench route from Prince George to Watson Lake is approximately 200 nm shorter than first going to Edmonton to take the entire Alaska Highway route to Watson Lake. Each route offers different terrain and views, so time and distance shouldn’t be the only factors in deciding which route to take. While the Trench and Alaska Highway are strictly VFR routes that can be flown at 6,500 feet or lower, they can also be flown IFR at higher altitudes (described below).

Route Two: Flying the Coastal Route from Western US (print this route)

• The coastal route is the only route to Alaska that bypasses a landing in Canada. This may be a benefit for pilots or passengers with immigration issues getting back into the US from Canada, in which case one would fly at least 600 nm non-stop from the Seattle area to Ketchikan, Alaska (the southern-most public airport in Alaska). Pilots considering this route for immigration reasons should be aware that this direction of flight typically has a headwind, and that IFR conditions can frequently arise at Ketchikan, due to the coastal fog and rainforest conditions which often exist in that part of the state. The closest reasonable alternate airports might well be Prince Rupert, in Canada, which could create legal complications if the pilot is unable to land at Ketchikan due to poor weather.

• Important note to all pilots considering the coastal route: before embarking on this trip, carefully review the weather forecast and the approach plates for Ketchikan (Alaska) and Prince Rupert (British Columbia), and be very comfortable with your IFR skills in handling the minimums and the missed approach procedures. ATC cannot provide any radar coverage for either the enroute or approach segments (since there are no radar facilities), so you’re entirely on your own. Even experienced pilots would say that flying an instrument approach into airports like Ketchikan, Sitka and Juneau can be as hard core IFR as it gets. As noted above, IFR conditions can often be the rule, rather than the exception, at these coastal airports.

· On the other hand, when VFR conditions exist, flying this route along the coastline of British Columbia and southern Alaska offers magnificent views of mountains, forests, inlets and the ocean.

· The first leg of the coastal route is from the Seattle area to Ketchikan (PAKT), a distance of 603 nm. Significant mountainous terrain exists along this route, so the recommended IFR route with the highest MEA of 9,600 feet would be along the Victor airways: V495 to Victoria VOR (YYJ), V440 to Comox VOR (UQQ) and Port Hardy VOR (YZT), V347 to Bella Bella VOR (YJQ), A10 to Prince Rupert (CYPR for the airport or PR for the NDB), V309 to Annette Island VOR (ANN) and then to Ketchikan airport (PAKT).

• The second leg of the coastal route would be along the Prince William Sound to Valdez (followed by a short trip to Anchorage Merrill Field or to Kenai, Soldotna, Homer or Seward on the Kenai Peninsula), a distance of approximately 620 nm. Significant mountainous terrain exists just inland from the coast, so the recommended IFR route with the highest MEA of 10,000 feet would be along the Victor airways: DWARF intersection to pick up V311 to Biorka Island VOR (BKA), V440 to Yakutat VOR (YAK), V319 to Johnstone Point VOR (JOH), and then V481 to Valdez airport (PAVD). Interesting places to visit or refuel along the way in Alaska include Sitka (PASI), Juneau (PAJN), and Yakutat (PAYA). The port town of Valdez is the southern terminus of the Trans Alaska Pipeline.

• The scenery and terrain on the Alaska portion of the coastal route is quite spectacular, with incomparable views of glaciers, mountains and the ocean especially from Yakutat to Seward. If flown when VFR conditions exist, the MEAs would not be relevant and the pilot could simply track the coastline at a suitable VFR altitude. Stop at McCarthy (PAMX) if you wish to visit Mt. St. Elias National Park by ground.

• If flying IFR, use the NACO L-1 enroute chart. If flying VFR, use the following Canadian sectional charts: Vancouver, Kitmat and Atlin, as well as the following NOAA sectional charts: Ketchikan, Juneau and Anchorage.

• Listed below are directory information, diagrams and instrument approach procedures for each of the airports mentioned in Route Two (or, in the case of a navigation aid, the associated airport). This information was obtained from either AOPA or NavCanada, is copyrighted, has an expiration date of mid-2004, and is presented for informational purposes only.

Anchorage Merrill Field (PAMR)

Bella Bella (CYJQ)

Homer (PAHO)

Juneau (PAJN)

Kenai (PAEN)

Ketchikan (PAKT)

McCarthy (PAMX)

Port Hardy (CYZT)

Prince Rupert (CYPR

Seward (PAWD)

Sitka (PASI)

Soldotna (PASX)

Valdez (PAVD)

Victoria (CYYJ)

Yakutat (PAYA)

A Choice of Inland Routes from Western US

• The inland routes can be flown either VFR to enjoy the scenic beauty of the Rockies and the vast emptiness of northern British Columbia and southern Yukon, or IFR if the weather is not cooperating. As noted above, flying from the Seattle/Vancouver area offers two choices: first, flying to Prince George (CYXS) to follow the Trench for 342 nm to Watson Lake (CYQH) and then the Alaska Highway for 195 nm to Whitehorse (CYXY); or, second, flying to Edmonton to track the Alaska Highway along its 370 nm route from Fort St. John (CYXJ) to Whitehorse (CYXY). See the map above for additional information.

Route Three: Flying from Seattle/Vancouver to Whitehorse via the Trench and the Alaska Highway: 850 nm with One Stop in Prince George (print this route)

· To reach the Trench, one must first fly across the Rockies from the Seattle/Vancouver area to Prince George. The shortest IFR route is a distance of 305 nm, with the highest MEA of 14,000 feet, and would be along the Victor airways: Paine VOR (PAE), V23 to Whatcom VOR (HUH), V349 to Williams Lake VOR (YWL), then V349 to Prince George VOR (YXS) and to the Prince George airport (CYXS). The segment along V23 from Whatcom VOR (HUH) to Williams Lake VOR (YWL) has an MEA of 14,000 feet. For pilots who don’t want to use oxygen, an MEA of 10,000 feet is available by instead flying V349 from Whatcom VOR (HUH) to JANEK intersection, then V338 to Ashcroft VOR (YZA), then V325 to Williams Lake VOR (YWL). This alternate route has a distance of 333 nm. It is highly advisable to stop for fuel in Prince George, since the second leg of this route (342 nm to Watson Lake) has only sporadic gravel landing strips that require advance-fueling arrangements.

· One can also reach the Trench by flying VFR from the Seattle/Vancouver area to Prince George, a distance of approximately 280 nm. The Canadian VFR charts for Vancouver and Prince George depict the recommended route with a trail of blue diamonds: depart Vancouver harbor to the north over Howe Sound (reachable by flying V321 on the 352 degree radial from the Victoria VOR (YYJ)) and then follow the Cheakamus River through a 2,000 foot high pass just next to the Whistler Mountain ski area, over Anderson Lake, past Lillooet airport (CAR3); then through the 3,450 foot high Kelly Lake mountain pass; then follow highway 97 past Williams Lake VOR (YWL) and Quesnel VOR (YQZ) to Prince George airport (CYXS). The portion of this route from Vancouver until just past Anderson Lake traverses the 10,000 foot high Rocky Mountains by means of a river valley that is generally only 2,000 to 3,000 feet high, so winds and weather can be important factors. Beyond the Kelly Lake mountain pass the terrain rises to a wide plateau that is generally 4,000 feet msl.

· To actually fly the Trench (which is basically a natural ditch through the Rocky Mountains), the second leg covers a distance of 340 nm from Prince George (CYXS) to Watson Lake (CYQH). The Canadian VFR charts for Prince George and Fort Nelson depict the recommended route with a trail of blue diamonds: depart Prince George airport (CYXS) and follow the highway outbound at a heading of 326 degrees to MacKenzie (CYZY); then follow manmade Williston Lake at a heading of 306 degrees for its entire 110 nm length; then continue north following the Finlay River past Fort Ware (CAJ9). At this point the Trench begins to narrow and its floor rises to a 3,500 foot high pass through the surrounding high mountains (up to 10,000 feet): this is the choke point for weather. There is no way around the pass, so if it is closed off due to weather, its time to turn around (aren’t you glad that you left Prince George with full tanks?). Beyond this pass the Trench descends and widens: follow the Kechika River until the Gataga River at the same 306 degree heading to Watson Lake (CYQH). This last portion will be in open tiaga terrain and the Liard River plain, with few ground features and virtually no civilization.

· Be advised that this second leg (described in the preceding paragraph), where a pilot is flying through the Trench itself, has no radio facilities to talk with ATC except for an RCO on 126.7 at Fort Ware (CAJ9), with limited range due to the mountainous terrain. So don’t expect to receive many weather updates enroute. Also, there are no published airways for IFR navigation along this second leg of the route through the Trench, and the typical area minimum altitude in this region is 12,000 feet high, so don’t expect a swift or safe transition to an IFR flight plan if the weather deteriorates.

· From Watson Lake (CYQH) to Whitehorse (CYXY) is a distance of 195 nm. The Canadian VFR charts for Atlin and Whitehorse depict the recommended route along the Alaska Highway with a trail of blue diamonds: follow the highway as it leaves Watson Lake at a heading of 242 degrees through the valley of the Rancho Ria River, where there is a small pass at 3,300 feet msl just after Pine Lake airport (CFY5) (the surrounding mountains are 6,000 to 7,000 feet high); continue following the highway through the valley of the Swift River, passing several small lakes and then the over Teslin Lake, past Teslin airport (CYZW); just at the end of Teslin Lake follow the highway as it diverges from the Teslin River and instead makes an abrupt turn southwest—travel through a cut in the mountains and a small 2,800 foot pass, then exit the mountain area and follow the highway as it turns to the northwest just before Little Atlin Lake (not highway 7 which veers to the south) along the shores of Marsh Lake to Whitehorse (CYXY).

· If flying IFR to Prince George IFR, use the Canadian LO 2 enroute chart (1.5MB, so expect slow download). If flying this Route Three by VFR, use the following Canadian sectional charts: Vancouver, Prince George, Fort Nelson, Atlin and Whitehorse. There is also a Canadian sectional chart entitled Alaska Highway.

· Listed below are directory information, diagrams and instrument approach procedures for each of the airports mentioned in Route Three (or, in the case of a navigation aid, the associated airport). This information was obtained from either AOPA or NavCanada, is copyrighted, has an expiration date of mid-2004, and is presented for informational purposes only.

Fort Ware (CAJ9)

Lillooet (CAR3)

Pine Lake (CFY5)

Prince George (CYXS).

Teslin (CYZW);

Watson Lake (CYQH)

Whitehorse (CYXY)

Route Four: Flying from Seattle/Vancouver to Whitehorse via Edmonton and then the Alaska Highway: 1,420 nm with Stops in Edmonton and Fort Nelson (print this route)

· Pilots from the west coast of the US who are intimidated by the Trench route, or who want a better IFR alternative if the weather deteriorates, should consider flying the Alaska Highway to Whitehorse via Edmonton and/or Fort St. John or Fort Nelson. See the map above for additional information.

· To reach the Alaska Highway, one must first fly across the Rockies from the Seattle/Vancouver area to Edmonton. The shortest IFR route is a distance of 530 nm, with the highest MEA of 12,000 feet, and would be along the Victor airways: V120 to Wenatchee VOR (EAT), Ephrata VOR (EPH) and Fairchild VOR (SKA), then V112 to Cranbrook (YXC), then V305 to Calgary VOR (YYC), and then V301 to Edmonton VOR (YEG), landing at either Edmonton International (CYEG) to check in with Canadian customs or Edmonton City Centre (CYXD). There is an 86 nm segment of this route which would be at 13,000 feet, so it can probably be legally be flown without oxygen in an SR22; the remainder of the route would be no higher than 11,000 feet. If flying IFR, use the NACO L-1 and L-9 enroute charts and the Canadian LO 2 enroute chart (1.5MB, so expect slow download). If flying VFR, use the following Canadian sectional charts: Vancouver, Calgary and Edmonton.

· The second leg is 490 nm, and goes from Edmonton VOR (YEG) to Grande Prairie VOR (YQU) to Fort St. John VOR (YXJ) to Fort Nelson VOR (CYYE) . This can best be flown GPS direct; the highest MEA is 8,500 feet. From Fort St. John (CYXJ) to Fort Nelson (CYYE) there are three choices: first, fly direct along V326 (171 nm, MEA of 8,500 feet); second, follow the Alaska Highway between these two points as it winds through the Rocky Mountains; or, third, follow the railroad between these two points, which avoids most terrain. The later two choices can increase the distance flown by up to 40%, but the terrain is quite beautiful. If flying IFR, use the Canadian LO 1 enroute chart (1.5MB, so expect slow download). If flying VFR, use the following Canadian sectional charts: Edmonton, Prince George and Fort Nelson.

· The third leg is a total of 400 nm when flown direct, and goes from Fort Nelson (CYYE) to Watson Lake (CYQH) and then to Whitehorse (CYXY). If VFR conditions exist, then simply follow the Alaska Highway as it leaves Fort Nelson (see the blue diamond trail on the Fort Nelson sectional chart) at a heading of 268 degrees, past Steamboat, Summit Lake (4,300 foot high pass), Toad River Valley (3,600 foot high pass), Muncho Lake, Trout River and the Liard River, then past the Liard River Hot Springs Provincial Park toward Watson Lake (CYQH). The mountains to the south of this route will rise to nearly 10,000 feet, but beware that weather can often block the passes. From Watson Lake (CYQH) to Whitehorse (CYXY), follow the highway at a heading of 242 degrees (see the blue diamond trail on the Whitehorse sectional chart) through the valley of the Rancho Ria River, where there is a small pass at 3,300 feet just after Pine Lake airport (CFY5) (the surrounding mountains are 6,000 to 7,000 feet high); continue following the highway through the valley of the Swift River, passing several small lakes and then the over Teslin Lake, past Teslin airport (CYZW); just at the end of Teslin Lake follow the highway as it diverges from the Teslin River and instead makes an abrupt turn southwest—travel through a cut in the mountains and a small 2,800 foot pass, then exit the mountain area and follow the highway as it turns to the northwest just before Little Atlin Lake (not highway 7 which veers to the south) along the shores of Marsh Lake to Whitehorse (CYXY).

· If flying VFR, use the following Canadian sectional charts: Fort Nelson and Whitehorse. There is also a Canadian sectional chart entitled Alaska Highway.

· Listed below are directory information, diagrams and instrument approach procedures for each of the airports mentioned in Route Four (or, in the case of a navigation aid, the associated airport). This information was obtained from either AOPA or NavCanada, is copyrighted, has an expiration date of mid-2004, and is presented for informational purposes only.

Calgary (CYYC)

Edmonton City Centre (CYXD)

Edmonton International (CYEG)

Fort St. John (CYXJ)

Grande Prairie (CYQU)

Pine Lake (CFY5)

Teslin (CYZW)

Watson Lake (CYQH)

Route Five: Alaska Highway Route from Whitehorse to Anchorage: 532 nm Non-stop (print this route)

· When VFR conditions prevail, consider flying visually along the Alaska Highway (rather than IFR) from Whitehorse to Anchorage. The distance is 532 nm, which is only a few miles longer than the IFR route. It affords a birds’ eye view of some of the magnificent valleys, mountain ranges and glaciers that characterize this region. On the first leg of the route (Whitehorse, Yukon to Northway, Alaska), the St. Elias Mountains (18,000 feet) will be visible to the south and the Ruby Mountains will be visible to the north. The second leg of the route (Northway to Anchorage) passes through the Alaska Range, the Copper River Basin, and then the Chugach Mountains into the Anchorage Bowl. Depending on your comfort level, the height of the valley floor at a given point and the weather, you can fly at 2,500 or 4,500 feet for this entire route, or you can go higher and be near or above the tops of the mountains (generally at 6,500 or 8,500 feet) for the entire route.

· The first leg is 254 nm and goes from Whitehorse (CYXY) to Haines Junction (CYHT) to Beaver Creek (CYXQ) to Northway, Alaska (PAOR). Simply follow the Alaska Highway depicted on the Canadian sectional chart for Whitehorse (for some reason the Canadians ran out of blue diamonds at this point): depart Whitehorse (CYXY) at a heading of 246 degrees and follow the Alaska Highway until Haines Junction (CYHT), first along the wide valley of the Takhini River, then parallel the Dezadeash River. In the distance to the south and west are towering 14,000 to 18,000 foot high mountain peaks and the immense ice fields of the Kaskawulsh, Hubbard, Seward, Malaspina, Logan and Columbus Glaciers (part of the Wrangell/Mt. St. Elias National Park). If weather and time permit, it is worth considering a diversion to fly over any portion of these forbidding and breathtaking sights. From Haines Junction (CYHT), follow the highway at a heading of 289 degrees, first along the valley to Kluane Lake (which is the largest in the Yukon and is notorious for high winds, so check the weather first), past Burwash NDB (DB), and then through the wide Shakwak Trench to Beaver Creek (CYXQ). From there follow the highway at a heading of 290 degrees across the broad wetlands of the Chisana and Tanana Rivers. The Yukon/Alaska border is ten miles past Beaver Creek. By following the highway during this segment, a pilot will end up at Northway Junction, so remember to turn left to reach Northway airport (PAOR), or just fly this last segment GPS direct from Beaver Creek. Northway has a 3,300 foot gravel runway, with fuel, food and US customs. The runway was once 5,100 feet long and paved, until a recent earthquake shortened it and left it in a decrepit state.

· If flying this first leg VFR, use the Canadian Whitehorse or Alaska Highway sectional chart (inasmuch as the NACO Whitehorse sectional chart does not show the highway with the same degree of clarity).

• The second leg is 276 nm and is incredibly scenic as it passes through the interior of Alaska, the Copper River Basin and the coastal areas around Anchorage. Two options are available for the first segment of this leg upon leaving Northway (PAOR): either fly direct to Gulkana (PAGK) at 8,500 feet over the Alaska Range and the Copper River Basin (217 degree heading for 110 nm); or follow the highway for 135 nm as it winds through the Alaska Range. This latter option begins by leaving Northway (PAOR) at a heading of 280 degrees and following the highway to Tok Junction (6K8); then fly at a heading of 188 degrees through the 6,000 foot high mountains of the Alaska Range, going through the Mentasta Pass (2,400 feet high), past Duffy’s Tavern (PADT), then through the Copper River Basin to Gulkana (PAGK), which has a 4,200 foot paved runway with fuel and food. Note that upon leaving Tok Junction, a branch of the Alaska Highway continues north to Fairbanks (PAFA); the highway that continues to Anchorage is actually called the Glenn Highway. Also note that the Trans Alaska Pipeline passes north/south just beyond Gulkana airport on its way to the new port town of Valdez (PAVD) (the original town was submerged and destroyed by the 1964 earthquake).

• If flying this second leg VFR, use the NACO Anchorage sectional chart.

• The second segment of the Northway to Anchorage leg (approximately 140 nm) departs Gulkana (PAGK) at a heading of 229 degrees: simply follow the highway westbound to Eureka/Skelton (PAZK), then turn to a heading of 206 degrees through the Tahneta Pass to Sheep Mountain (PASP). Eureka is the highest elevation airport in Alaska (3,289 feet; AWOS available on 134.95). A few miles past Eureka there are two gravel strips on either side of the Tahneta Pass, which is 3,300 feet msl and is surrounded by 6-7,000 foot high mountains. The Tahneta Pass is actually an active fault that separates the Chugach Mountains and its glaciers to the south and the Talkeetna Mountains and its Dall sheep to the north, so be on the lookout for both snow and sheep. Continue following the highway past Sheep Mountain (PASP), at a heading of 229 degrees to Palmer (PAAQ), following the highway over the Matanuska River and its valley, with Cook Inlet in the distance; finally, from Palmer (PAAQ) follow the highway at a heading of 199 degrees into Anchorage.

• If flying the second segment of this second leg VFR, use the NACO Anchorage sectional chart.

• There are two airports in Anchorage: Ted Stevens International (PANC) for pilots who need to check in with US Customs; and Merrill Field (PAMR), which has a 4,000 foot paved runway and a large collection of tail draggers. Across the harbor from Ted Stevens International is Lake Hood float plane facility (PALH), which is reputed to be the largest and busiest float plane facility in the world.

• Listed below are directory information, diagrams and instrument approach procedures for each of the airports mentioned in Route Five (or, in the case of a navigation aid, the associated airport). This information was obtained from either AOPA or NavCanada, is copyrighted, has an expiration date of mid-2004, and is presented for informational purposes only.

Anchorage Lake Hood float plane facility (PALH)

Anchorage Merrill Field (PAMR

Anchorage Ted Stevens International (PANC)

Beaver Creek (CYXQ)

Burwash (CYDB)

Eureka/Skelton (PAZK)

Fairbanks (PAFA)

Gulkana (PAGK)

Northway (PAOR)

Sheep Mountain (PASP)

Tok Junction (6K8)

Valdez (PAVD)

Whitehorse (CYXY)

Airport identifiers in Alaska

Considerable confusion can often arise in locating the proper four letter identifier for airports in Alaska. NACO charts and approach plates use a three or four letter identifier which apparently does not conform to the four letter identifiers in the Garmin database, so don’t try to use the charts to punch in an airport in Alaska on the Garmin. Also note that airports in Alaska use the letter P, rather than the letter K, as the airport prefix.

One way to find the proper airport identifier is to use AOPA’s free online flight planning software and prepare a list in advance.

Also, the NOAA publishes a list of numerous airports in Alaska with the proper ICAO identifiers.

US Customs

After crossing the Canada/Alaska border, the first landing must be made at a US airport of entry. Unlike CanPass, which has one central phone number, each US facility has its own phone number and should be contacted at least 2 hours in advance. To avoid a problem, it is often best to call the prior business day, before 5 pm, to advise US customs of the expected arrival time. Do not rely solely on using ADCUS in the remarks section of the flight plan. Also, it is advisable to write down the name and shield number of the US Customs officer, in case there is any question about having received prior permission to enter the country.

US Customs will be looking for an annual decal, the private aircraft arrival form, and the customs declaration form. Also be sure to have the permanent registration for the aircraft, not the pink temporary slip which is provided by Cirrus when its purchased. Don’t leave the plane until they arrive and have reviewed these documents.

Home | Introduction | One: Flying in Canada | Two: Getting There

Three: Things to Do in Alaska | Four: Getting Back to the US from Alaska | Five: Equipment List

Six: Charts and Aeronautical Information | Photo Gallery: 2004