Introduction

Every pilot knows that flying requires preparation. The need for a thorough flight plan could not be greater than for a trip to or across Alaska. The scarcity of roads and facilities, the rough terrain, and vast distances between communities demand forethought and planning. Emergency gear, an emergency locator beacon, and an alternate route are essential if one is to deal with the changing weather conditions and other circumstances that may arise.

Flight Tips for Pilots in Alaska has been published for more than a decade in order to help pilots flying to the state and within it. Use it in addition to the current Alaska Supplement, Sectional Aeronautical Charts, World Aeronautical Charts (WAC), Airmen's Information Manual (AIM), current Notices to Airmen (NOTAMs), and current weather briefings.

The following is a checklist for preparation:

• Always prepare and file a flight plan with provisions for closing it
• Secure an enroute weather briefing.
• Ask for a list of current Notices to Airmen.
• Check the Common Traffic Advisory Frequency (CTAF) for each airport and area in which you will be flying.
• Carry current Alaskan navigation charts, the current Alaska Supplement, and any other information you can obtain about flying in Alaska.
• Keep in touch by radio. Make position reports over each Remote Communications Outlet (RCO) you pass.
• If you wish to fly "Off the beaten track", ensure that you leave detailed information regarding your route of flight with a Flight Service Station (FSS) or AFSS specialist or responsible person.

Pilot Reports

Please forward pilot reports on significant weather conditions to the nearest Flight Service Station (FSS). Report the type of weather you are experiencing, especially if other than forecast. Reports of ceiling, visibility, turbulence, and icing are valuable. This important information is passed on to other pilots and to the National Weather Service for more accurate forecasting. Your report is also included in transcribed weather broadcasts.

There are numerous airports and strips that are not maintained on a regular basis. The Alaskan Supplement for these locations carries a "Caution: Runway condition not monitored, recommend visual inspection prior to using." If you land at one of these locations, let us know the conditions so that we may update our information to give to others. Report, also, if you find the field conditions hazardous or other than reported to you.

There is no substitute for common sense based upon an extensive background of local knowledge. The same rules apply here that prudent pilots have followed for years.

General Facts About Alaska

Alaska, the 49th state of the Union, is 365 million acres in size and has 33,000 miles of coastline. That makes it the largest state, one with two time zones and seven different climactic regions. The distances between communities, navigation, and communication points are much greater than that between points in other states.

The most recent census recorded 606,000 persons living in Alaska. A majority of these live in and around Anchorage in the Southcentral region. Fairbanks, in the north, and Juneau, the capital, are next in size. Juneau is one of the many communities that can be reached only by air or sea. There are less than 12,000 miles of paved road in the state, so aviation is the major form of transportation.

There are approximately 600 published airports and more than 3,000 airstrips in Alaska, many of them are private and are not maintained on a regular basis. Most of the airports are owned and operated by the State of Alaska and certified by the Federal Aviation Administration (FAA).

As you may know, Alaska's northern geographic position means that it experiences wide variations in the amount of daylight summer through winter. This can be a factor in planning your flight. Again because of the size of the state, daylight varies considerably from Southeast to the North Slope regions. Alaska's landscape varies from lush coastal forests and high mountain ranges to treeless tundra where the ground has been permanently frozen for thousands of years.

Climate

Flying conditions in the Alaskan interior and in the Arctic have been described as good when averaged over the entire year (Aviation Weather 1982, Alaska Almanac 1993). Although most of the state experiences good flying weather much of the time, generalizations such as this fail to describe the potential treachery inherent in some of the localized, temporary weather conditions and phenomena.

Coastal areas and Arctic slopes are often plagued with low ceilings, poor visibility and icing. Weather reporting points are often far apart and adverse weather between stations may go undetected unless reported by a pilot in flight. Flying conditions are best described in terms of each of Alaska's distinct climactic zones.

Climate is largely determined by the amount of energy received from the sun; but local characteristics of the area also influence climate. Some of the meteorological or oceanographic factors affecting climate are the length of day and night, the air and water temperatures, cloud coverage, winds and fronts. The vastness and diversity of the Alaskan landscape is typically characterized according to four distinct climactic zones. These are Maritime, Continental, Transition, and Arctic. Generally, mountain ranges provide the physical separation between the zones by isolating or modifying the air masses which characterize the climate within each zone.

The Maritime climactic zone includes the Aleutian Chain and the Southeast and Southcentral regions of the state. These latter two regions are home to the majority of Alaska's population. Temperatures are relatively mild in the winter and cool in the summer. Precipitation is heavy (50-200" per year), and fall and winter bring frequent storms with accompanying high winds. Fronts are much more frequent over the coastal areas than over the interior. Occluded fronts are the rule, and these bring low clouds, precipitation, poor visibility and sudden fog formations. Depending upon other conditions, fog may occur as water-droplet fog, ice fog, steam fog or advection fog. The chief aviation hazards in the maritime zone change with the seasons. In summer, the main hazard is water-droplet fog. In winter, ice fog and blowing snow and turbulence associated with winter storms are the major impediments to aircraft operation. In the spring and fall, icing and frontal zone turbulence are the major problems, and advection fog may precipitate and cause icing problems which can be quite severe.

The Continental climate zone covers the majority of Alaska. It has extreme temperatures and low precipitation (5-15" per year). There are fewer clouds in the continental zone than elsewhere, so there is more warming by the sun during the long days of summer, and more cooling during the long nights of winter. Precipitation is light because air masses affecting the area lose most of their moisture crossing the mountains to the south. In terms of ceiling and visibility, the summer months provide the best flying weather, although there are more cloudy days in the summer. The chief aviation hazards in the continental zone are wintertime ice fog and summertime cloudiness. The scattered cumulus occasionally grow into small thunderstorms in the summertime. but these can qeneraliv be circumnavigated.

Transitional climactic zones exist along Alaska's western coast and in the area between the coastal mountains and the Alaska Range. These climactic zones have wider temperature spreads and less precipitation than the Maritime climactic zones, but temperatures are less extreme than those in the continental zone. The major aviation hazard in these areas is wind, although ice fog and blowing snow are commonplace in wintertime. Flying conditions are generally worse in mountain passes than at reporting stations along the route.

The Arctic zone, north of the Brooks Range, has cold winters, cool summers and a desert-like precipitation (3-7" per year). Summers are generally cloudy and winters are clear and cold. During the summer, the top layer of the permafrost melts leaving very moist ground, and the open water areas increase markedly. Thus, the entire area becomes more humid, relatively mild, and semi-maritime in character. The largest amount of cloudiness and precipitation occurs during the summer months. Blowing snow and strong winds are common hazards in the fall and winter, when winds blow the fine dry Arctic snows hundreds of feet above the surface. "Whiteouts" occur when a uniform ceiling overlies a snow or ice-covered surface and the parallel rays of the sun are reflected and diffused between these two surfaces. This phenomenon results in a complete loss of the horizon, shadows, horizontal references, and depth perception. The major hazards to aviation are the summertime clouds, and the wintertime ice fog, winds and blowing snow and whiteouts.

Aviation Services

Flight planning, weather briefings and emergency services are provided by Flight Service Stations located throughout the state. There are three Automated Flight Service Stations (AFSS) open 24 hours daily, one each in Juneau, Anchorage and Fairbanks. These facilities are the hubs for 14 outlying Flight Service Stations. Juneau is the hub facility for Ketchikan and Sitka. Anchorage is the hub for Palmer, Homer, lliamna, Dillingham, Cold Bay, McGrath and Talkeetna. Fairbanks is the hub for Barrow, Deadhorse, Nome and Kotzebue. The hours and season of operation of the outlying FSS's will vary with the location and staffing, so check with an AFSS for current information.

There are eight Air Traffic Control Towers (ATCT) in the state. The FAA staffs control towers at Anchorage International Airport, Merrill Field in Anchorage, Fairbanks International Airport, Juneau International Airport, Bethel, Kodiak and Kenai. There is also a control tower at King Salmon that is not staffed by FAA controllers. Not all towers operate on a 24 hour basis, so call an AFSS for current information.

Flight Standards District Offices (FSDO) are located in Juneau, Anchorage and Fairbanks. They provide the flight and air worthiness inspections for air carriers, air taxis and general aviation pilots.

Some 400 navigation and communications aids located across the state are maintained by the Airways Facilities Division of the FAA. Among the aids available for communication and navigation purposes are:

Remote Communications Outlets (RCO)
Remote Communications Air/Ground Facilities (RCAG)
Instrument Landing Systems (ILS)
VHF Omnidirectional Radio ranges (VOR)
Non-directional Beacons (NDB)
Automated Weather Observation Stations (AWOS)

Visual Flight Rule (VFR) navigation in Alaska depends primarily upon pilotage due to the distance between navigation aids, low ceilings and high terrain. It is recommended that you utilize the VFR flight plan services available in the United States and Canada and make position reports whenever possible.

Emergency Equipment

Alaska law requires that no pilot may make a flight in Alaska without carrying emergency equipment.

• This equipment includes:
• Food for each person in the aircraft sufficient to maintain life for two weeks.
• One ax or hatchet
• One first aid kit
• One pistol, revolver, shotgun, or rifle and ammunition as appropriate. This is for use in food gathering. protection. and to attract attention of rescue aircraft or vehicles.
• One small gill net and an assortment of tackle such as hooks, flies, lines, and sinkers.
• One knife
• Two small boxes of matches
• One mosquito headnet for each person.
• Two small signaling devices, such as colored smoke bombs, signal mirrors, railroad flares, or Very pistol shells stored in sealed metal containers.

• In addition, the following are required for winter travel, October through April.
• One pair snowshoes
• One sleeping bag
• One woolen blanket for each serson

You may be asked about your survival gear when filing a flight plan, but the responsibility for having it on board the aircraft is the pilot's. Complete information on survival gear and basic requirements are contained in the Alaska Supplement under the section "General Notices, General Information on Flying to Alaska (Civil)".

There is no way to tell an emergency locator beacon (ELT) test signal from the real thing. If you need to test an ELT, please restrict it to 3 sweeps during the first five minutes of the hour. If you need to make a prolonged test, take the beacon to a radio shop where it can be shielded to avoid undesired emissions.

Pilots should monitor the 121.5 emergency frequency at all times, but especially after landing to verify the ELT on board the aircraft has not been accidentally activated.

Flying IFR

For those who choose to fly in and around Alaska under Instrument Flight Rules (IFR) here are a few pointers to help you have a safe flight. Alaskan airspace is controlled by one Air Route Traffic Control Center (ARTCC) located in Anchorage. Communication and radar products are sent and received at Anchorage Center via satellite, ground, and microwave transmitters and receivers. As you know, radar and VHF frequencies are based on "line of sight" reception and transmittal. Because of the mountainous terrain there are many areas that have marginal to no communications and many more that have no radar coverage at all. Non-radar rules require you to make full IFR position reports at all compulsory reporting points. You'll probably be asked to make more DME position reports than is your custom.

It is also important to monitor your assigned frequency with extra vigilance. If things get a little too quiet, do a radio check; you may be out of frequency coverage. If this occurs, become aware of other frequencies available in the area. This may mean communicating with the Center via relay through other aircraft, Flight Service Stations, or through VOR voice feature where available.

Minimum Enroute Altitudes (MEAs) run high in Alaska. Eight to thirteen thousand-foot MEA's are common throughout the state. In some areas they can be as high as 23,000 feet. Check your charts carefully and carry oxygen where necessary. Even in those areas that have established airways you'll periodically run across an NMEA Gap where NAVAID reception is limited. You should also be aware that many airways in Alaska are derived from non-directional beacons (NDBs) Colored Airways (Red, Blue, Green, and Amber) are still in use. These airways not only serve as primary routes, but are also used as a "backup" system should a VOR fail.

NDB approaches are common throughout the state and are used as the only type of approach into many towns and villages. Alaska has plenty of ILS and VOR approaches, but plan ahead and don't expect vectors to the ILS final approach course at any more than a hand-full of airports. Because of limited radar service available in some areas, you may encounter delays on departure as well as arrival depending on traffic. Non-radar rules require additional spacing or time sequencing, however delays are normally minimal.

Give extra heed to NOTAMs and NAVAID outages for the area into which you'll be flying. A simple NDB outage may not mean much to many pilots, but consider this. If Clam Cove (CMJ) NDB is out of service at Ketchikan (KTN), you probably will not be able to make an instrument approach even though there is a published ILS approach available. The reason for this is that both the NDB approach and the missed approach procedure for the ILS require the use of CMJ NDB. If you're not equipped with a GPS, you can't get into Ketchikan.

A common route into the state will take you from Whitehorse, Yukon Territory (YXY) to Northway (ORT). If you plan to caravan to Alaska with a few of your friends, you may find it helpful to space your departure times out a bit. If you depart YXY as a flight of four and the weather has unexpectedly gone down by the time you get to ORT, each of you may have to make a full instrument approach. This could require an additional 12 to 15 minutes per aircraft. If you are number four in the flight, you may be in the air an hour longer than you originally anticipated, and extra fuel may be required.

Alaska has all the services available to pilots that you find in the "Lower 48" states. Realize that many of our Flight Service Stations and Towers are open on a part-time basis. When closed and/or remoted to another location you may be communicating with an AFSS as far as 400 miles away.

A Few Tips on Flying in Canada

As a pilot planning to fly your aircraft in Canada, you should be well acquainted with the aeronautical facilities and services available. It is your responsibility to obtain publications and charts required and to consult the latest "Notices to Airmen" (NOTAM) to ensure that you have all current information pertinent to the proposed fight. You should carry on board the Canadian Flight Supplement which updates the aeronautical charts every 56 days and lists facility frequencies.

This publication contains all the aerodrome/facility listing and operational information for VFR flight within Canadian airspace, including radio and emergency equipment. Also listed are communication data, navigational facilities, radar data, and special notices and procedures.

In the sparsely settled areas, Air Navigation Orders require your aircraft to be equipped with certain radio and emergency equipment, the details of which are contained in the Canadian Flight Supplement.

Flight plans, notifications, and itineraries are mandatory for all operations over Canadian terrain. You must close a flight plan, notification, or itinerary upon completion of the flight. The flight plan in Canada is filed with air traffic control as in the United States. The flight notification is similar except that it may cover a series of flights over a period of several days. Search activity is initiated if the aircraft is not heard from within 24 hours of ETA. A flight itinerary may be filed in lieu of a plan or notification. The itinerary is filed not with Air Traffic Control (ATC) but instead with a responsible person. This person must agree to notify Air Traffic Control or FSS or a law enforcement office if the pilot fails to check in within 24 hours of an ETA or time specified by the pilot.

Before every flight you should obtain current weather reports, including pilot weather reports, forecasts, winds aloft, NOTAM information concerning status of aids to navigation along the way, and field conditions at destinations as well as at appropriate alternates. Uncontrolied VFR flight "on top" or above an overcast is not permitted.

The following Transport Canada offices can provide additional information about flying in Canada.

Over the Sea and Other Routes:
Director of Systems Safety
Transport Canada, Pacific Region
Room 318, 4160 Cowley Crescent
Vancouver International Airport
Richmond, B.C. Canada V7B1BB................(604) 666-9517

Aviation Safety Information and Flight Planning via Alaskan Highway:
Director of Systems Safety
Transport Canada, Western Region
202-63 Airport Road
Edmonton, Alberta Canada T5G OW6.........(403) 495-3861

Canada has different laws regarding firearms. You may not bring a firearm into the country. Check with Customs for current rules.

Clearing Customs

Outward Flights - Advance Notice of Arrival in Canada

Many countries, including Canada, require advance notice of pilots' intent to arrive in those countries.

Under agreements between the United States and Canada, operators of private planes may, in most cases, include this advance notice in item 2 of the remarks section of a flight plan to be filed at the nearest FAA flight service station prior to departure from the United States. That station will then transmit the message to the proper authorities in the country of destination. Contact the nearest FAA flight service station regarding this procedure.

Aircraft carrying passengers or cargo for hire or compensation on either the outbound or inbound portions of flights are not considered to be “private aircraft" other than for Customs reporting purposes and must comply with the clearance requirements specified for commercial aircraft as set forth in Part 122, Customs Regulations. Aircraft leaving the United States for a foreign destination may be subject to a search by Customs officers.

Inward Flights - Providing Notification to Customs

In order to have an officer present to provide Customs service for you and your aircraft, Customs must be notified of your intention to land and the estimated time of your arrival.

This notification may be provided by telephone, radio, or other means or may be furnished by means of an ADCUS (ADvise CUStoms) message in the flight plan through the FAA. The term ADCUS should be clearly identifiable in the “Remark” section of your flight plan if you wish to have Customs notified. However, this procedure entails the relaying of information and is not as timely or reliable as direct communication (telephone, radio, or other means). It is recommended that, if possible, pilots attempt to communicate directly with Customs by telephone or other means to insure that an officer will be available at the time requested. It is the ultimate responsibility of the pilot to ensure that Customs is properly notified. Failure to do so may subject the pilot to penalty action.

Documentation and Examination on Arrival.

Private aircraft are required to report directly to Customs for inspection immediately upon arrival. Normally, a Customs officer (or an officer from the Immigration and Naturalization Service or Department of Agriculture) will be present if a pilot has given proper advance notice of arrival. Should no inspecting officer be present, the pilot should report his arrival to Customs by telephone or most convenient means. He should keep the aircraft, passengers, crew members, baggage, food, and cargo intact in a segregated place until the inspecting officer arrives or until he has received special instructions from a Customs officer.

The pilot should provide the necessary information to help the inspecting officer prepare the required documentation unless the pilot has prepared the necessary documents in advance. Customs Form 178 must be completed for all private aircraft arrivals. This form is obtainable from Customs.

The pilot must produce for inspection a valid airman’s certificate (pilots certificate/license), medical certificate, and the aircraft registration certificate [19 CFR 122.27(c)]. Failure to present the required documentation could result, in addition to any other applicable penalties, in civil penalties of $5,000 per violation. Overages, failure to manifest narcotics or marijuana or any act in connection with such violations shall be subject to fines as well as seizure and forfeiture of the aircraft, as provided for under Customs laws 19 U.S.C. 1436 and 1584.

Crew and passenger baggage will be examined in the same manner as that of other international travelers. A verbal declaration of articles acquired abroad will suffice, except that a written declaration, Customs Form 6059B (or appropriate substitute), shall be presented when duty is to be collected or when the inspecting officer deems a written declaration necessary. Noncommercial cargo and unaccompanied baggage carried on board private aircraft shall be accounted for on a baggage declaration CF 6059B), which is to be prepared by the pilot in command, and appropriate entry for same shall be required. Customs officers will furnish the necessary forms. In addition, the inspecting officer may require that baggage and cargo be removed from the aircraft for inspection, and he may physically inspect the aircraft. It is the responsibility of the pilot to assist in opening baggage and compartments. Aircraft operators may have to employ the services of a certified mechanic in the event of extensive examination.

Registration Certificate Requirements for Border Crossing

Article 29 of the Convention of International Civil Aviation requires each aircraft of a member state to carry a Certificate of Registration when engaged in international air navigation. The PINK COPY of FM Form 8050-1, which allows aircraft to be used up to 90 days within the United States, is NOT VALID FOR BORDER CROSSING FLIGHTS. (Reference FAR 91.203(a)(2) published in September 18, 1989, Federal Register.)

Owners who meet certain requirements may apply to the FAA Aircraft Registry for a telexed copy of the registration certificate. This program is designed to minimize hardships for new owners wishing to use their aircraft in international operations.

• A new owner should send a copy of:
• the aircraft registration application
• the bill of sale
• a five-dollar check or money order payable to the U.S. Treasurer
• a cover letter explaining why the copy is needed

• The cover letter must include
• the date on which the international flight is anticipated
• a telephone number for purposes of billing the telex
• the owners signature

The telex copy will be issued after confirmation of the application information and determination of eligibility. The telex copy may then be carried as a temporary registration certificate, pending receipt of the actual document.

Address requests to:
Aircraft Registration Branch (AVN-450)
Mike Monroney Aeronautical Center
P.O. Box 25504
Oklahoma City, OK 73125
Phone: (405) 680-3116

Aviation Safety Program in Alaska

The Aviation Safety Program isn't a new concept. In fact, it has been in existence for more than three decades throughout the United States. It is based on the premise that accidents can be reduced through pilot education in the form of seminars and individual counseling.

There are three Flight Standard District Field Offices Alaska. Each office has a Safety Program Manager (SPM) who is dedicated to pilot safety education within the district. Each SPM is a fully qualified Aviation Safety Inspector. In addition to seminars and clinics, these individuals also review accident/ incident reports to identify airmen deficiencies, participate in accident investigations, and promote Pilot Proficiency Programs. They learn from studying accidents so they can help pilots guard against behaviors that contribute to accidents. The SPM's work closely with other FAA divisions, such as Air Traffic and Aviation Medical, and with industry groups to develop aviation safety materials and programs. The SPM is also responsible for identifying and resolving safety problems noted during routine surveillance and maintaining a lending library of aviation safety materials available to the public free of charge.

Another part of this program involves dedicated volunteers who are available to answer pilot questions and concerns. These Safety Program Counselors (SPCs) are appointed yearly by FAA managers. They are highly respected, active pilots, mechanics, or air traffic controllers located in communities throughout the nation who agree to provide their time and expertise to help other pilots.

In Alaska, there are presently more than 100 SPC's that support the program by providing advice and safety information to their fellow airmen. They assist with seminars and clinics to promote flight safety.