Idaho backcountry flying has gotten complicated with all the YouTube videos making every strip look easy. As someone who has put wheels down at Johnson Creek multiple times and white-knuckled a few departures, I learned everything there is to know about this legendary strip. Today, I will share it all with you.
Quick Answer: Johnson Creek (3U2) features a 3,500-foot gravel runway at 4,935 feet elevation. The strip requires westbound landings and eastbound departures due to surrounding terrain. Expect 8-12% upslope gradient. Tailwheel aircraft with minimum 180 hp strongly recommended. No services available – bring fuel, tools, and camping gear. Best conditions May through September.
Runway Configuration and Gradient
The runway runs roughly east-west with significant upslope from west to east. The gradient averages 8-12% depending on which section you measure. Probably should have led with this, honestly: that slope is what makes Johnson Creek manageable. You land uphill to the west and depart downhill to the east. Without that gradient, this strip would be nearly impossible for most aircraft.
Total runway length is approximately 3,500 feet, but usable length varies with conditions. Width is adequate at 60 feet. Elevation is 4,935 feet, meaning density altitude calculations arent optional – theyre survival. High summer temperatures push density altitude to 8,000-9,000 feet easily.
Approach and Landing Procedures
The standard approach arrives from the east, overflying the strip at 1,000 feet AGL to check conditions and wind. Enter a left pattern for Runway 17 (the westbound landing). Final approach follows the valley with rising terrain ahead – and that rising terrain focuses the mind wonderfully.
The upslope significantly aids deceleration. Most aircraft stop in 1,000-1,500 feet. Let the aircraft roll to a comfortable stopping point. Im apparently conservative by nature and Id rather have extra runway behind me than wish I had more ahead. The gravel surface provides excellent braking but watch for loose rocks that can ding props.
Departure Procedures and Performance
Departures use the full runway length, taxiing to the western turnaround area. The downhill slope aids acceleration dramatically – its like having an extra 50 horsepower. Most aircraft are airborne within 1,000-1,500 feet even at high density altitudes.
Heres the critical part: calculate density altitude performance carefully. This is where accidents happen. A 180 hp Cessna 182 at gross weight needs about 2,500 feet at 8,000-foot density altitude on a flat runway. The slope helps enormously, but dont count on exact numbers. If youre not flying by mid-runway, abort and taxi back. Pride heals faster than broken bones.
Aircraft and Equipment Requirements
Tailwheel aircraft are strongly recommended. The gravel surface and gradient make nosewheel operations risky – I know pilots whove done it, but they wouldnt recommend it. Minimum 180 hp is necessary for reliable performance. Popular aircraft include Cessna 180/185, Super Cubs, Maules, and Huskies.
Remove wheel pants for gravel operations. Bring a prop cover. Pack extra oil and basic tools. A satellite messenger is essential – cell service doesnt exist out here. Survival gear including food, water, and shelter is mandatory. Thats what makes Johnson Creek both terrifying and rewarding – its genuine wilderness flying.
Camping and Facilities
Johnson Creek offers primitive camping near the airstrip. Forest Service vault toilets but no other services. Water comes from the creek – bring purification. The area is bear country, which I learned the memorable way at 2 AM. Pack food properly and carry bear spray.
No fuel available – plan carefully with reserves. The nearest fuel is at McCall, about 40 miles northwest. Fishing in Johnson Creek is excellent for cutthroat trout if you have time to wet a line.
Safety Considerations and Training
Dont attempt Johnson Creek as your first backcountry strip. Build experience at easier airports like Sulphur Creek first. Take mountain flying training with an instructor who knows Idaho backcountry. The RAF offers excellent courses.
The accident rate here reflects the difficulty. Most accidents involve inadequate performance planning or attempting operations beyond aircraft or pilot capability. Study the NTSB reports before going. Connect with experienced backcountry pilots for advice. Consider your first trip as reconnaissance – land, evaluate conditions, and build experience before bringing passengers or heavy camping gear.
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