October 2005 Cover Story:
Pilot Destination: Flying Your Plane to Alaska
Story by Bob Worthington

There are many reasons to fly to Alaska. It is the most scenic flying most GA pilots will ever experience. Flying through Canada and in Alaska allows pilots to see some of the most spectacular scenery ever imagined: ice covered mountains, ten to 15,000 feet higher than your cruising altitude; glaciers melting down mountain valleys before becoming gun-metal grey, rock-strewn watercourses; sparkling reflections off emerald-imbued glacial lakes; moose feeding in watery bogs and Dall sheep lazing on mountain ridges. All are scenes pilots and passengers would enjoy on this journey.

For most general aviation pilots, finding reasons to fly your own plane to Alaska is easy. Often pilots hesitate to pursue such an adventure because of time, money and the potential anxiety of flying 6,000 miles over some of the most rugged wilderness terrain in North America. These obstacles are not insurmountable. It is not as expensive as most think. The time required for this trip can vary greatly. With proper training and planning, the flight can be safe, affordable and comfortable.

The cost of the trip, including fuel, should be substantially less than a similar commercial travel tour would cost, staying at the better hotels and inns. One could reduce expenses further by camping along the way. The best part of flying yourself is seeing places and things that 99% of visitors to Alaska never will.

The Route
The most popular route for the first-time flight to Alaska follows the Alaska Highway. This route was created in 1941 as an aerial pathway to ferry World War II military Lend-Lease planes to Alaska to deliver to the Russians. In 1942, the military airfields were connected by the Al-Can Highway, linking Alaska with the lower 48 states.

Before leaving the U.S., call CANPASS (1-888-226-7277) to let Canada Customs know when and where you will land. You may be greeted by Customs officials, but more likely, you will call CANPASS from the Customs building and be given a Canadian Customs number to place in your aircraft window.

Many people clear Canadian Customs at Calgary or Edmonton in Alberta to begin the Canadian portion of the flight. The route is to Grande Prairie, Alberta (230 nm from Edmonton), refuel and continue 300 more nm to Ft. Nelson, B.C., and remain overnight. The next day refuel at Watson Lake, Yukon Territory (315 nm) and continue on to Whitehorse, Y.T., for the next overnight stay.

When scheduling your flight, build in an extra day or two in case of weather delays. The Whitehorse to Northway leg is where you are most likely to encounter bad weather. Whitehorse is worth a little extra time, or you might rent a car and drive to Skagway, Alaska.

From Whitehorse the next stop is Northway, Alaska (255 nm), for U.S. Customs and fuel. Before leaving Whitehorse call the U.S. Customs office at Northway and tell them when you will arrive. Clearing Customs is usually a quick and pleasant experience. At Northway, you have a choice of places to go. One option is to fly to Anchorage (300 nm) or another is Fairbanks (225 nm). On my last trip, I first visited Anchorage, then Homer and Fairbanks, taking side tours by rail, ferry, and bus. Whichever city is last, just fly to Northway and follow the Alaska Highway back.

Initial Planning
For the first-time flying trip to Alaska, planning should begin in November or December. The best flying weather is in July, but one can fly from mid-June to mid-August and run into similar weather patterns. You may want to purchase the Milepost (at any bookstore) and The Alaska Airmen's Association's Logbook (907-245-1251), two very good information sources. Use the Internet or your local bookstore for information. Another excellent resource is the Official Alaska Vacation Planner (www.travelalaska.com). The Milepost and the Vacation Planner provide most of the information needed to create a list of places to visit and things to do. The Logbook provides information on how to fly to and in Alaska. By early January, have the trip outlined. Summer in Alaska is tourist season. Travel agents begin booking in December and January. The longer you wait to get reservations the less likely you will get your first choices.

Flying information may also be obtained from the Alaska Airmen's Association by becoming a member. AOPA members can get considerable information on flying in Canada and Alaska by purchasing planning guides or by downloading the information from AOPA’s Web site. Call Transport Canada (1-800-305-2059) and ask for "Air Tourist Information Canada", a very useful 31-page booklet.

To re-enter the U.S., each plane must have a $25 U.S. Customs and Border Protection decal. It can be obtained from the U.S. Customs and Border Protection office decal program administer or simply ordered online at www.cbp.gov. You should get the decal before you go.

In January, make your reservations for rooms, rental cars and the various tours you want. I recommend downtown hotels in Anchorage and Fairbanks that provide airport pickup. At Homer, Alaska, the Land's End Resort (1-800-478-0400) is located on the end of a spit and a room facing the bay is a ringside seat for watching seals, sea otters, sea birds and all kinds of boats. Having a rental car in Homer is suggested. En route, through Canada, hotel reservations are unnecessary; there are plenty of motels and hotels at the overnight stops. Ask for recommendations from the FBO. Another option is to use a travel agent for getting your reservations, tours and rental cars. One I have used with excellent results is World Express Tours (1-800-544-2235).

Flight Planning
What maps, charts, etc., are needed? That depends on how and where you are going. Terrain navigation can be tricky using WACs. Use sectionals for all terrain flying throughout the trip. Constantly compare your map against what is on the ground. Know how to use your navigation equipment to verify your position.

If you cannot or will not fly IFR, you may not want IFR charts. Even if you can fly IFR, the MEAs can be high with freezing levels thousands of feet below the MEAs. IFR flying can be a very limited option. The IFR approach plates are very good for airport landing information, either IFR or VFR. Canada and Alaska flight supplements are available, providing airport diagrams and other helpful airport information. Another very valuable map is the Transport Canada Alaska Highway Fort Nelson to Northway chart. You may want to purchase sectionals that cover not only the planned routes but also either side so that deviations will be covered if you go elsewhere, due to weather or personal preference. Sporty's (1-800-SPORTYS) carries all these charts, as does Aviation Publications Services (1-800-869-7453).

Survival Gear
Another issue of concern is required survival equipment. Both Canada and Alaska have a list of survival gear required to be on board the plane for each person. When filing a flight plan the pilot may be asked, "Do you have survival equipment on board?" Sometimes specific questions may be asked. If you are experienced in survival techniques, you know what to take. If you are not, get a good survival book and read it.

You need a good first aid kit with detailed instructions. Sleeping gear, and a tent or tarp are necessary. Signaling devices, hand-held radio, small shovel and ax, fishing gear, mosquito repellent, a small cooking utensil kit, matches, belt knife and multi-purpose jack-knife, a Leatherman type tool, yards of parachute cord, and military surplus heat (cooking) tabs are required. Take several sizes of plastic bags. They have numerous uses such as rain gear or carrying water. Carry enough food for each person on board for two weeks. Just go to your local grocery store and get powdered soup mixes, bouillon cubes, power bars, crackers, powdered drinks, and dried meals and rice dinners that only need water and heat to prepare. Whatever you carry should provide the required nourishment and be lightweight. Take everything out of the boxes and bottles and place in zip lock bags. Place the food in a duffle bag with the survival gear placed in light backpacks.

The Weather and Terrain
The weather will have the most impact on keeping to the planned schedule. Good VFR weather is always preferable but its definition is subject to considerable interpretation. VFR-only pilots who live in the southwest U.S. may only fly in CAVU skies. Bush pilots consider 1000 feet ceilings and five miles visibility as fine for flying in northwestern Canada or Alaska, especially if they are familiar with the terrain. Most of the flying will be done over roads, rivers, lakes or valleys.

Flying to Alaska through Canada and Alaska does not require flying very high. This route was originally planned for World War II ferry pilots so that flying over 4000 feet would not be required. Mountain flying, as experienced in the Rockies, is not encountered flying to Alaska. The flying is done at low altitudes (usually under 6,500 feet) and without fierce winds, deadly mountain waves or turbulence.

Most bad weather along the route consists of rain and moisture resulting in lower ceilings, mist and reduced visibility. Another common visibility problem is caused by numerous forest fires throughout the summer. Most are caused by summer lightening strikes and left alone to burn out naturally, creating severe smoke problems.

The AAA Logbook does an excellent job of describing areas which tend to generate poor weather conditions. Both Canada and Alaska Flight Service Stations provide excellent weather briefings. Along the route, there are numerous emergency landing strips. Be advised that many of these strips are noted on the WACs and sectionals, but many are not. Even flying at 1,000 to 1,500 ft. AGL, avoiding obstacles is not a problem because most flying is done over lower terrain. The pilot should always take care not to fly into a canyon that might preclude turning around or climbing. Flying in marginal VFR is routine in western Canada and Alaska.

Pilot and Aircraft Considerations
What experience level is best for the pilot? Confidence in his or her piloting skills with very good terrain navigation skills as well as map reading proficiency is basic. Pilots should also have cross-country experience flying in marginal VFR weather. A 60-hour pilot may find this trip too challenging. One hundred and fifty hours of flight time, with plenty of weather and cross-country time, might be considered as a safe minimum
experience level.

Obviously, dependable comm. radios are needed. VOR equipment is necessary. An ADF is not as necessary as it was a decade ago. GPS is the handiest piece of equipment, if used properly and if it is not the only navigation aid available to the pilot. GPS is very helpful as both a mileage reference and as a depiction of where an airport is in reference to your present location. GPS should not be your sole navigation tool. Map-reading and terrain navigation are your primary navigation tools. Following a GPS "direct-to" heading may be the shortest route to a waypoint or an airport, but following it can lead across mountains too high to climb over, into box canyons or into areas with poor visibility and limited options for a safe exit.

Another key concern is aircraft weight and balance. Needing clothes for various weather scenarios and the requirements for survival equipment can create a serious weight problem. Taking fewer clothes and using laundromats along the way can help keep aircraft weight down.

Flying a private airplane through Canada to Alaska can be the most exciting flight that most GA pilots will ever experience. It is a wonderful way to see this beautiful, nearly pristine, frontier region where daylight may last for 18 hours or more. A competent 150-hour VFR pilot, with good cross-country and terrain-navigation skills, flying a 30-year-old Cessna 172, can safely complete the trip. Thorough advance planning ensures a smooth and anxiety-free trip. Do you want the flight of a lifetime? Start planning your trip to Alaska now.