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FAA reauthorization bill addresses aviation issues important to Alaska

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FAA reauthorization bill addresses aviation issues  important to Alaska


The business of rulemaking does not come up often with travelers. That is, until something goes wrong.

Lately, there’s been lots of attention on companies like Boeing, especially since the panel blew off an Alaska Airlines jet after taking off in Portland. Investigations by the Federal Aviation Administration (FAA), the Department of Transportation (DOT), and the U.S. Department of Justice focus on rules and Boeing’s safety procedures designed to keep travelers safe.

For a long time, though, air carriers in Alaska have struggled with aviation rules designed around safety. Some of these rules are better suited for jet carriers flying between big airports. By contrast, Alaska’s aviation infrastructure is scattered across more than 100 airports, serving communities that are off the road system. For these communities, having reliable aviation service is crucial. Many of the rules address how aviators fly in bad weather.

One of the biggest aviation rule-making events is the FAA reauthorization bill, which is mandated every five years. There are specific statutes in the bill that should help Alaska communities and the air carriers that fly there.

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The big parts of the bill include a mandate to the FAA to hire and train more air traffic controllers to fill up to 3,000 vacancies.

Another important part of the bill backs up recent DOT rules which mandate airlines must automatically refund tickets in cash instead of vouchers.

Other parts of the FAA bill are important for Alaskans, particularly those living off the road system in remote communities.

“The new bill addresses basic, fundamental issues that need to get fixed,” said Colleen Mondor, an Alaska aviation author and journalist.

The new bill includes dedicated funding for the installation and upkeep of weather monitoring systems to give pilots the “certified weather” they need to fly under instrument flight rules or IFR. Using IFR approaches, pilots generally can operate with lower minimums than visual flight rules (VFR).

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“The (FAA) bill requires systematic improvements to the upgrade and maintenance of weather observing systems owned by both the FAA and the National Weather Service that experience frequent service outages, disrupting aviation operations throughout our state,” according to a statement from U.S. Sen. Dan Sullivan’s office. Sullivan was instrumental in adding Alaska-centric provisions in the bill.

“The automated weather observation system (AWOS) is a $100,000 piece of equipment that measures fog, wind, snow, pressure and temperature,” said Mondor. “It’s updated every few minutes.”

The quest for better aviation safety in Alaska goes back decades. The effort always gets renewed attention after there’s a fatal crash or an accident.

“We absolutely support it,” said Rob Kelley, head of Grant Aviation, referring to the push for better weather aids and instrument flight rules.

Grant Aviation flies to dozens of communities in Western Alaska on small planes. “We’ve got a lot of money tied up in IFR avionics,” said Kelley. “But we can’t use IFR because the weather reporting system is broken.”

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Grant’s routes include dozens of daily flights in the Yukon-Kuskokwim Delta region. “The weather there is consistently marginal. So we can’t fly there. But we could fly on IFR,” said Kelley.

The National Transportation Safety Board (NTSB) investigates every aviation accident. Since the 1990s, the NTSB has recommended air carriers to fly under IFR regulations.

“Since Jan 1, 1990 there have been 385 fatalities & 231 serious injuries in accidents involving Part 135 operators in Alaska,” wrote Mondor on X. “The cost has been high and it has been paid in blood. Alaska deserves what the Lower 48 has enjoyed for so long and I hope it finally happens.”

Part 135 refers to commuter carriers limited to nine passengers on a single flight. Part 135 carriers are the crucial “last mile” for Alaskans who live off the road system and are dependent on reliable air service more than urban dwellers. Often, Bush Alaskans depend on Part 135 carriers to go to work, to school or to the doctor. Further, these small air carriers provide a vital link by delivering mail and freight.

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Two federal programs, by-pass mail and essential air service, subsidize air carriers to provide better, more affordable service to Alaska’s rural residents.

The new FAA bill “strengthens the Essential Air Service (EAS) program and triples its funding to ensure small and rural communities remain connected to the national airspace system. The EAS program benefits approximately 60 communities in Alaska,” according to Sen. Sullivan’s office.

The DOT rules and new FAA statutes can make for some tedious reading. But these new rules, when applied, can save lives. The new weather monitoring system by itself will not solve all the issues. There are many more components in the quest for better aviation safety in Alaska. But this latest round with the FAA reauthorization covers some crucial steps.





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Alaska

YETI Alaska Haines Pro 2026: How the World’s Best Conquered Alaska

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YETI Alaska Haines Pro 2026: How the World’s Best Conquered Alaska


The Freeride World Tour Finals officially kicked off in the most high-stakes arena on the planet: the steep, spine-chilling faces of Haines, Alaska. After an eight-year hiatus from this specific venue, the Tour returned to find a massive 740-meter vertical drop draped in 20 cm of fresh powder. For the riders who made the cut, this wasn’t just another competition; it was a heavy test of survival and style in the world’s most technical big mountain terrain.

Photo: C Arisman // Freeride World Tour

A Historic Return to the Alaskan Spines

The YETI Alaska Haines Pro proved why this location is the “dream stop” for freeriders. The face was a technical maze of vertical flutes and massive cliff bands that demanded absolute focus from every athlete. Competing on a sustained pitch of 45 degrees, there was zero room for error. The legendary Alaskan terrain lived up to its reputation, as the technical descent took its toll on many, with only half of the ski women and half of the ski men making it to the finish corral without a crash.

Ski Men: A Career Milestone for Rafford

The Ski Men’s field delivered one of the closest finishes in history, with only 1.67 points separating the entire podium. In the end, it was American Toby Rafford who left the crowd speechless, securing his first-ever FWT victory.

  • He showcased incredible speed and precision, navigating a rock field that resembled a World Cup slalom course at Mach 10.
  • His score of 90.67 propelled him into first place in the overall rankings, earning him the Golden Bib heading into the season finale.
  • Ugo Troubat (FRA) took second place with impeccable “Air & Style” and a huge 360 of his own, while Ross Tester (USA) rounded out the podium, pioneering a new line on the rider’s right side and stomping two giant 360s.

Ski Women: Blanjean’s Masterful Control

The Ski Women faced an all-or-nothing day on the face, but Sybille Blanjean (SUI) proved that control is king.

  • Blanjean delivered a masterful performance, lacing her turns avoiding the heavy slough piles that claimed several other competitors.
  • Her run featured a solid big air, earning her 75.67 points and her first victory of the season.
  • This win moves her into the top spot just in time for the finals at her home mountain.
  • Rookies Lou Barin (FRA) and Zoé Delzoppo (FRA) followed in second and third, the next generation of French rippers.

Snowboard Men: De Le Rue’s Masterclass

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In the Snowboard Men’s category, the legend of Victor de Le Rue (FRA) continued to grow. A four-time world champion, de Le Rue used his bag of tricks and experience to dismantle the Alaskan face.

  • He opened his run with a massive frontside 540 right off the initial cornice, a trick rarely seen in FWT competition.
  • His ability to manage heavy slough was a masterclass in big mountain control, linking technical freeride sections with freestyle flair.
  • This dominant performance earned him 91.67 points, securing the victory and reinforcing his position at the top of the overall rankings.

Snowboard Women: Mia Jones Dominates the Deep

Women’s Snowboard saw rookie Mia Jones, part of the Teton Gravity Research family, dominate steep lines.

  • In her first-ever trip to the Alaskan spines, Jones looked like a seasoned veteran, earning a massive 91.00 points.
  • She demonstrated excellent sluff management and precise control through the steep terrain, maintaining impressive speed from top to bottom.
  • Jones’ win on home turf provides a boost to her confidence as she carries the Golden Bib into the title races.

The Road to Verbier: Who Will Claim the Crown?

As the snow settles in Haines, the focus shifts to the final showdown: the Bec des Rosses in Verbier, Switzerland. With the points from Alaska shaking up the leaderboard, the title races are wider open than ever. Toby Rafford and Sybille Blanjean are carrying the momentum (and the Golden Bibs) into the Alps, but with the steep, technical face of the Bec waiting, anything can happen.

Haines reminded us why Alaska is the ultimate proving ground, but Verbier will decide who enters the history books. Stay tuned to TGR as we follow the crew to Switzerland to see who survives the final drop of the 2026 season.

Marlee Knight
Marlee Knight

Content & Event Coordinator

Marlee Knight is a Content & Event Coordinator at Teton Gravity Research, helping support film premieres, events, and the stories that bring the action sports community together. When she’s not working, she’s usually outside — snowboarding, backpacking, or out with a camera.





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I Took My First Alaskan Cruise—Here Are 7 Packing Mistakes You Should Avoid, and What to Bring Instead From $8

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I Took My First Alaskan Cruise—Here Are 7 Packing Mistakes You Should Avoid, and What to Bring Instead From


A travel writer shares the 7 biggest mistakes they made when packing for an Alaskan cruise—and the smart solutions they recommend instead. Here, shop their go-to travel essentials, including a puffer jacket, binoculars, Samsonite luggage, and more, starting at just $8 from Amazon.



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For 70 years, they were believed to be mammoths… but no, they were whales. Two “megafauna” vertebrae in Alaska have been relabeled, and history is changing in 2026

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For 70 years, they were believed to be mammoths… but no, they were whales. Two “megafauna” vertebrae in Alaska have been relabeled, and history is changing in 2026


For more than 70 years, two heavy fossil vertebrae in a museum drawer in interior Alaska were proudly labeled as woolly mammoth. New tests now show they belong to whales instead, forcing scientists to rethink a small but eye-catching piece of the mammoth extinction story.

The bones were collected in the 1950s near Dome Creek, north of Fairbanks, roughly 400 kilometers, or about 250 miles, from the nearest coastline.

Learning that these fossils came from ocean animals has raised a basic question that would puzzle any road trip planner looking at a map of Alaska today; how did whale bones end up so far inland?

From field discovery to museum drawer

In the early 1950s, naturalist Otto Geist found the vertebrae while working in gold mines near Dome Creek and sent them to the University of Alaska Museum of the North. Curators cataloged the round bone disks as mammoth remains, based on their appearance and the well-known presence of Ice Age giants in the region.

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For decades, the fossils rested out of sight in collection drawers while visitors focused on full skeletons and tusks under bright gallery lights. It is the kind of small label most museum goers accept without a second thought as they stroll past the glass cases. 

Radiocarbon dates that broke the mammoth timeline

That quiet routine changed when the Adopt a Mammoth project invited members of the public to sponsor radiocarbon dating of stored specimens, including these two vertebrae. When a team led by Matthew Wooller at University of Alaska Fairbanks checked the results, the dates came back between roughly 1,900 and 2,700 years old.

Those numbers created a serious mismatch, since woolly mammoths on mainland Alaska are thought to have disappeared around 13,000 years ago. If the dates had truly belonged to mammoths, the bones would have represented the youngest known fossils of the species in this part of the world by many thousands of years.

At first, researchers considered the possibility of a technical error in the dating process. The more they studied the data, though, the more it looked as if “something was amiss” with the old mammoth label rather than with the lab work itself.

Illustration of a woolly mammoth skeleton, the extinct Ice Age giant whose fossils were long studied across Alaska and the Arctic.

Isotopes and DNA reveal two ancient whales

The team then measured stable isotopes of nitrogen and carbon in the bone material to see what kind of food the animals once ate. The chemical pattern matched marine food webs rather than the grasses and shrubs a grazing mammoth would have relied on, a red flag that pointed toward the ocean.

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That clue pushed the scientists to extract fragments of ancient DNA from the fossils. Genetic tests showed that one vertebra came from a common minke whale and the other from a North Pacific right whale, both large whales that normally spend their lives in saltwater.

Knowing the bones came from whales also meant the radiocarbon ages needed a correction, since ocean animals can appear older on paper because of the way carbon cycles through seawater. After adjusting for this marine effect, the team estimates that the whales lived roughly 1,100 and 1,800 years ago, long after mammoths had vanished from the mainland.

A whale mystery in the middle of Alaska

One puzzle remains, and it is the part that keeps the story from feeling too tidy. Dome Creek sits about 400 kilometers from the coast on a small stream that today could barely float a fishing raft, which makes the idea of a whale swimming there hard to picture. 

The study outlines several possibilities, including whales that traveled far inland along major rivers and died there, or bones that ancient people carried from the shore to use as tools or building material. The authors point out that both ideas have practical limits, especially for a massive right whale that feeds on plankton not found in rivers.

For the most part, the simplest explanation may be a human one rather than a natural one, a basic cataloging mistake when the fossils entered the collection, since Geist gathered bones from both inland and coastal sites and the wrong box may have been marked with the Fairbanks location.

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In everyday terms, it is a reminder that even expert labels can age badly and that revisiting old collections with new tools can flip a neat story on its head.

The official study has been published in the Journal of Quaternary Science.



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