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The Bush Plane Engine Died Mid-Flight — and Other Close Calls While Flying the Alaskan Wilderness

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The Bush Plane Engine Died Mid-Flight — and Other Close Calls While Flying the Alaskan Wilderness


Darkness loomed on the remote Alaskan tundra. Skies to the west were much darker than five hours prior.

It was comforting to finally hear the distant buzz of a bush plane’s engine that Pat, Tim, and I had been anxiously awaiting all afternoon. Earlier that day we checked in with the plane service in Kotzebue via satellite phone. A big storm was approaching and they were making efforts to get hunters in remote camps gathered up and flown back to safety in town. The storm was forecast to last nearly a week and several feet of snow and severe winds were expected.

They’d planned on picking us up in the middle of the afternoon. It was going to take two trips to haul us, our camping gear, a raft, a grizzly bear hide and meat back to town. We were less than halfway into a 10-day moose hunt. Pat was a resident and had filled the only tag of the trip with a nice tundra grizzly on the first afternoon. That berry-fed bruin was plump and it’s backstraps had been delicious, cooked over an open fire.

But it was nearly 7:00 p.m. above the Arctic circle when we heard the plane approaching. We were losing daylight, fast. Pat, Tim and I knew there wouldn’t be time to make two trips before darkness closed in. As we pondered what to do, we saw another plane approaching — sending two planes in dwindling light was a smart move by the bush plane service. Now we could all get out of there with our gear.

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I had spent enough time in Alaska to know that a hurried trip before a storm could mean trouble, but honestly, any bush plane flight through Alaska brings a certain amount of risk. If you travel through remote Alaskan wilderness often enough, bush plane mishaps will happen to you. You just hope to come out on the winning end. I’ve been on hundreds of bush planes over the decades, and while most are safe and enjoyable, it only takes one bad experience to lose a life. This fact always looms. Always. Too many friends and people I’ve met have incurred enough devastation to think otherwise.

As the Cessna 180 circled for a landing, I was taken aback by how easily it was tossed around. The winds were obviously much more intense up high than where we stood on the river’s gravel. As the Cessna came closer, landing gear 50-feet from touching down, a wind gust rocked it, nearly slamming it to the ground. Powering out of it, the pilot was able to recover, clear a tall stand of alders and bank around for another landing attempt.

This time the pilot approached at a faster speed, quickly dropping in the final seconds to try and stick the landing. Right at the time of impact a wind shear again caught the plane, this time from directly above. The shot of wind pushed the wings down, slamming the plane hard onto the rocks. Somehow, the pilot was able to keep the nose up and control the landing. I was impressed that the landing gear didn’t break and the wing struts held strong. The big, soft tundra tires obviously helped absorb some of the shock.

The 206 landed more smoothly behind the 180. Things were looking good.

We were still more than 100 miles north of Kotzebue. We figured we might get dropped somewhere outside the scope of the storm, which would give us time to get two or three more days of moose hunting in. 

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Not My First Rodeo

Despite great looking country and many hours of glassing and calling, no legal bulls were seen by the author and his hunting partners. Then an approaching storm changed their plans.

Photo by Scott Haugen

Having lived in the Alaskan high Arctic for most of the 1990s, and after traveling much of the state numerous times over the past 34 years, I knew how dangerous Arctic storms could be, especially when flying is involved.

My wife, Tiffany, and I were school teachers in two remote Arctic villages in the 1990s where we lived a semi-subsistence life. Point Lay is an Inupiat village situated on the northwest Arctic coast, between Barrow and Point Hope with fewer than 100 residents when we lived there. Being on the coast, it was common to not see bush planes for two weeks or more due to severe storms.

The other village we called home for four years was Anaktuvuk Pass, also situated on the North Slope. While Point Lay was flat, Anaktuvuk Pass was nestled into the northern Brooks Range and surrounded by towering peaks that turn south into Canada and become the Rocky Mountains in the Lower 48.

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I coached cross country, basketball, and volleyball in both villages and all our travel was done by bush plane. None of the remote villages have roads leading to them, so air travel is the only means of getting in and out.

When returning to Point Lay from a volleyball tournament in Point Hope one spring, the autopilot stuck. The pilot couldn’t regain full control of the plane. This meant the plane would go into a nosedive, then the pilot would regain partial control. Then it would go almost vertical, and the pilot again would struggle for control before the engine bottomed out. This went on for several minutes. Had it not been for seat seatbelts, bodies would have been tossed about inside the plane. Most of the kids threw up. They were crying and in fear. We all thought it was the end. Fortunately the pilot regained control of the Navajo and kept control until we landed safely.

I coached both boys and girls basketball in Anaktuvuk Pass and one season the girls played for the state championship. They were tough — the most dedicated kids I’d ever coached. Our travel budget was astronomical and we flew to several weekend tournaments over the winter season. During one stint we were gone for three weeks because severe weather prevented us from leaving the villages we were in, or from landing at home. We balled on Friday, Saturday, and Sunday, and I taught classes in the host school’s library Monday through Thursday. Fortunately, I was also the high school teacher.

In remote Alaska, the weather makes the rules. Defy them and you might pay the price.

One time when the boy’s team was returning to Anaktuvuk Pass, we got caught in high winds. Oddly, it was still smooth flying. We couldn’t feel the turbulence. But our fuel level was quickly running low and the pilot was forced to drop in elevation in order to get out of the wind and make headway. It was nearly dark and more than once the imposing mountain peaks appeared mere yards from our wing tips.

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Another time our plane left Fairbanks, made one stop at a mining camp to drop off tools, then headed to Anaktuvuk Pass. The afternoon was clear and calm … until we hit the northern Brooks Range, not far from the village. The clouds were thick and unmoving in the stagnant air. A few peaks poked above the dense cover but I didn’t recognize them.

I was sitting in the copilot seat. We circled and flew up and down valleys but couldn’t see the village or any land. The pilot didn’t trust his primitive radar at the time, not amid the confined peaks. “Listen closely,” he said on the headphones. “We’ve circled the area so much, I don’t have enough fuel to get us back to Fairbanks or even the nearest landing strip. I need you to look closely through any holes in the clouds and see if you can recognize any landmarks below. If you do, tell me and we’ll shoot through it. We have about 30 minutes of fuel left.”

Ten minutes into the search there was a hole in the clouds about the size of a football field. I didn’t recognize the tundra below. The pilot circled back over it, lower this time. That’s when I saw an argo trail with snow in the tracks. I’d hunted Dall sheep off this trail and knew exactly where we were. I confidently relayed this to the pilot.

“How much room do you think we’ll have once we get below the ceiling,” he asked. “Facing north, you’ll have mountains 50 yards to the east, right on the edge of the trail…keep left!” I said. “The west side is wide open, all the way to the village.”

Instantly the pilot put the plane into a tight spin. I’d never been in a bush plane that had lost elevation so fast, so abruptly, and at such a steep angle. Then G forces in the little plane caught me off guard. Spiraling down through the seemingly tiny hole in the dense clouds, the ceiling was less than 200 feet. But the pilot nailed it and we skimmed the bottom of the clouds all the way to the village. I was petrified. The girls, all of whom were born and raised in Anaktuvuk Pass, didn’t bat an eye. 

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“That happens all the time,” shared one girl. “It’s just part of living up here.” They didn’t understand the severity of the moment. Before we moved to Anaktuvuk Pass and after we’d left, there were two devastating plane crashes in the Brooks Range. It can happen anywhere, any time. 

Getting Out

bush plane
Covering ground in Alaska is most efficiently done by bush plane. The beauty is unmatched, but with it comes risks.

Photo by Scott Hauge

As Pat, Tim, the pilots and I quickly loaded the bush planes with all our gear, we thought nothing of the hard landing the Cessna had encountered. We just wanted to get airborne before it was too dark.

I climbed into the co-pilot seat of the 180, while Pat crammed into the back. Much of our gear and Tim were piled into the 206.

With both planes loaded it was time to take off. While our Cessna slowly taxied to one end of the gravel bar, Tim and the 206 pilot finished tossing some big rocks out of the way on the far end of the crude runway, which went all the way to water’s edge. Right then I knew something wasn’t right. Those rocks should have been beyond the 180’s reach upon takeoff. Needing to extend the end of a runway by mere feet is rarely a good sign.

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Punching the throttle, the Cessna struggled to gain power. It was so weak, the pilot aborted the takeoff attempt halfway through. This was not good.

“Don’t worry,” Pat said when I turned back to check his reaction. “I’ve been flying with this guy for 15 years and he’s the best of the best!” That’s all I needed to hear, or so I thought.

I’m not a pilot but I’ve flown enough to recognize engine sounds. I know when gauges aren’t properly registering, and worse yet, when pilots are nervous. 

“I don’t know what’s wrong,” the pilot shouted to me as he turned the plane around, heading back up the gravel bar to attempt another takeoff. He revved the engine. It got louder but didn’t gain enough power. 

The pilot hopped out, inspected the engine along with the 206 pilot, then climbed back in. “Everything looks alright,” he shrugged. “Hang on, we’ll try it again.”

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The gauges worked and there was no smoke or off-putting smells. The pilot gunned it one more time and again, lacked the usual power. “Hang on, we might catch the tops of those alders at the end!” He ordered.

Speed was slow to build and the power was weak. But this time we were fully committed; either the plane was going to get airborne or we were going to end up in the river.

Only feet from the end of the gravel bar, the plane slowly caught air. The climb was painstakingly gradual and dangerously slow. We barely nipped the tops of the alders. The pilot didn’t say a word. Neither did I. The moment he banked left instead of right, I knew something was very wrong.

We should have banked right, heading straight south toward town. Instead, we turned left, heading north, then followed the Wulik River downstream to the southwest. Slowly we gained elevation, the pilot pushing and pulling levers, checking and double-checking gauges.

Seven minutes into the flight we leveled out at 300 feet. “I’m not going any higher and we’re following the river as far as we can in case I have to put this thing down,” hollered the pilot. The river was winding, its level very low. It was a smart move. If something were to go awry and he needed to land the plane, there was enough exposed gravel bars for us to land on.

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Just as things seemed manageable, the engine sputtered. The gauges shorted out, needless popping up and down. Power suddenly waned. The pilot aggressively moved levers, flicked switches, punched buttons and pumped a handle between our seats. We were losing elevation but the pilot was able to regain power and level out.

Cruising at 100 feet, the pilot positioned the plane directly over the river, sticking to every twist and turn. It was nearly dark. The 206 was somewhere behind us. We didn’t have radio contact with them.

The gauges on the dash were working again, and though the ride was smooth, there was clearly a lack of power. No words were exchanged, and none were necessary. Pat and I had flown enough that we knew the situation was out of our hands. All we could do was pray and allow the pilot to do his job. He was a grizzled man, just what you’d want in this situation. Having spent more than half his life doing what he loves, we had the utmost confidence in him.

Smoothly we cruised. Hands sweating, heart pounding, I attempted taking in the beauty from above. But no matter how hard I tried to take my mind off the plane problems, it was impossible. Thinking of my wife and two sons back home, I was glad they weren’t with me.

All of a sudden there was a loud pop and a blaze of fire shot past my window as the cowling pulsed under pressure. We instantly lost power. The gauges on the dashboard flatlined and the lights went black. It was dark and silent inside the cabin. A peaceful, tranquil feeling washed over me. The calmness of the moment caught me off guard. My senses of sight and smell escalated to a level I’d rarely known. “Is this what it feels like to die?” I thought.

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Quickly the pilot banked the plane into the wind, heading back upstream. We were losing elevation, fast.

At the last moment the pilot regained enough sputtering power to keep the plane level. There was one little gravel bar in front of us and he was able to miraculously hit it. Upon touchdown we lost power and never regained it.

The 206 passed overhead and saw we were forced to make an emergency landing. He was able to land nearby. We packed all the gear we could into the dead 180, putting the raft, tent and some bulky camping gear beneath it, hoping grizzlies didn’t find it. Then we piled into the 206 and headed for Kotzebue.

The alternative would have been to pitch camp, but with one plane down, a storm approaching and windchills already taking the temperature well below zero on this late September day, that seemed like a foolish idea. Flying over the tundra, lights flickering from distant villages, things were finally good.

Read Next: A Caribou Hunting Adventure in Alaska, No Guides Required

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Fortunately the storm swung to the north and the next morning a mechanic was sent to fix the broken-down plane and return our gear. What he discovered was a blown engine on the 1950s Cessna, ringing home the fact we were fortunate to walk away from what could have easily been a catastrophe. The plane would have to be airlifted back to town by helicopter in order to be repaired. The majority of our gear remained with the plane.

We spent the next few days at Pat’s home in Kotzebue. Our moose season was over.

Three days later the skies cleared. We heard a helicopter thundering into town and stepped out to see what we presumed would be our plane being towed. From a distance we could see it was towing a bush plane, but as it neared, it clearly wasn’t ours.

As the chopper got closer we could see it was hauling a totaled bush plane. One wing was missing. The plane being hauled in by search-and-rescue came from the same area we had hunted. It had crashed when the pilot attempted to land on a gravel bar in high winds. The last we heard, both the pilot and passenger of the plane had been airlifted to Anchorage and were in critical condition. I never got the final details on if they survived.

Later, our plane was hauled in by the same rescue helicopter. Reflecting on what could have been — especially after having seen the demolished plane up close — made me realize how fortunate we were to walk away, and how valuable experienced bush plane pilots truly are.

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During my years of traveling and hunting throughout Alaska, I’ve always said the success of a hunt is measured on whether or not you come out alive, not if you filled a tag.

Editor’s Note:  For personally signed copies of Scott Haugen’s best selling book, Hunting The Alaskan High Arctic, visit scotthaugen.com



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Alaska

Tomorrow Alaska Burns $190 Million Of Taxpayer Money To Drag Oil Companies Into The Arctic Refuge

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Tomorrow Alaska Burns 0 Million Of Taxpayer Money To Drag Oil Companies Into The Arctic Refuge


There’s a place in the far northeast corner of Alaska that almost no American has ever seen and almost every American would tell you to protect. In June the sun never sets. The light is low and golden for twenty hours and soft and golden for the other four. The tundra goes electric green with cottongrass and dwarf willow and Arctic poppy. The Porcupine River runs cold and clear off the Brooks Range. And 143,000 caribou fan out across the coastal plain to give birth to their calves. They’ve been doing this for thousands of years. The herd walks 1,500 miles from interior Alaska and the Canadian Yukon to the same patch of tundra, every spring, to deliver the next generation onto the same ground their grandmothers were born on.

Right now, this week, the herd is on the plain. The calves are being born. Polar bear mothers, the sea ice failing them, have moved their dens onshore. Snow geese feed in the wetlands. Musk oxen, brought back from extinction in the 1930s, move in slow shaggy ranks across the high ground. More than two hundred bird species nest here every summer. Some flew in from Argentina. Some flew in from New Zealand. Some flew in from the edge of Antarctica. The Gwich’in people, who’ve shared this country with the Porcupine herd for thousands of years, call this place Iizhik Gwats’an Gwandaii Goodlit. The Sacred Place Where Life Begins.

Tomorrow morning at 10 a.m. Alaska time, in an office building in downtown Anchorage, the Bureau of Land Management will open sealed bids on the right to drill it. The only confirmed bidder is the State of Alaska itself, putting up $190 million in taxpayer money to drag oil companies into a refuge they’ve already refused to drill twice.

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The only entity that has confirmed it will bid tomorrow is the Alaska Industrial Development and Export Authority. AIDEA is a state-owned Alaska corporation. Its money is Alaska taxpayer money. Three weeks ago, AIDEA’s board voted 6-1 to authorize $190 million for tomorrow’s bidding and the seismic exploration that would follow if it wins anything. That’s on top of the roughly $12 million in Alaska public money AIDEA already spent in 2021 buying refuge leases that have, five years later, produced zero barrels of oil, zero dollars in revenue, and a pile of pending litigation. AIDEA’s existing leases were canceled by the Biden administration, reinstated by a federal judge, and tied up in court ever since.

Let me explain what’s happening here, because the official press releases will not.

AIDEA wants the drilling. The Alaska political establishment has wanted the drilling for fifty years. Two prior federal lease sales on this same land asked whether private industry actually wanted to drill it, and private industry said no. The 2021 sale drew almost no major oil company bids. The 2025 sale drew zero bids of any kind. None. Exxon sat out. So did Chevron. So did Shell and ConocoPhillips. Every one of the six largest American banks refuses to finance Arctic Refuge drilling. Every major oil company has, on the record, in repeated lease sales, walked away.

So the Alaska political class is using state public money to bring the drillers in. AIDEA director Randy Ruaro told the Anchorage Daily News in May, “We’re absolutely interested.” His board voted to spend $190 million the next week. The lone no vote came from Andrew Guy, president of the Indigenous-owned Calista Corp., who said the agency hadn’t explained what the $190 million was actually for. The board went ahead anyway.

AIDEA’s bid serves a single purpose. The state’s development bank locks up acreage tomorrow so that an oil major can take a sublease later, when political weather changes or new federal infrastructure makes the project feasible. Call it what it is. A $190 million Alaska taxpayer downpayment on the destruction of the most pristine wildlife refuge in the country. Alaska is paying nearly a quarter of a billion dollars to make sure the drilling pipeline stays alive when the actual market has rejected it twice.

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The Trump administration will call the result a successful sale tomorrow afternoon. The Alaska delegation will call it industry vindication. Alaska taxpayers will eat the $190 million. The federal government will pocket the bid money. The polar bears and the caribou will be one auction closer to gone.

When Congress opened the refuge to drilling in the 2017 Tax Cuts and Jobs Act, the Congressional Budget Office estimated the two mandated lease sales would generate $1.82 billion over ten years. Pro-drilling members of Congress sold the program as a $1 billion offset against the bill’s $1.9 trillion price tag. The actual federal take from the 2021 sale was $8.2 million. The take from the 2025 sale was zero.

When Congress passed the One Big Beautiful Bill Act last summer and mandated four more sales, CBO revised the revenue estimate down to $452 million across the entire ten-year window. Taxpayers for Common Sense, the nonpartisan watchdog that’s tracked this program for a decade, calls even that estimate wildly inflated. Their projection based on twenty years of actual North Slope bidding data is $3 to $30 million in total federal revenue across all four sales combined.

To translate that, 2017 voters were told the program would pay for itself. The actual pace at which the program is paying for itself is roughly the cost of an elevator retrofit on a single Senate office building. We’ve written before about the lie behind ‘unused’ public land and the math that doesn’t add up on public lands logging. This is the same con, run on the same talking points, for the same beneficiaries. The pattern repeats. The federal government promises billions in extractive revenue. Actual revenue arrives in the low millions. The land is ruined regardless.

The reason the math doesn’t work is structural. There are no roads on the coastal plain. The Trans-Alaska Pipeline stops a hundred and twenty miles to the west at Prudhoe Bay. The airstrips, the housing, the processing capacity that any commercial operation would require, all of it would have to be built from scratch, in a place where winter lasts nine months and the working window for surface infrastructure is measured in weeks. A new field in the Refuge would take seven to ten years to develop before the first barrel reached a refinery. Whatever crisis the Trump administration cites tomorrow to justify the sale will be eight years in the rearview by the time any oil moves.

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Goldman Sachs ran these numbers in 2017 and called Arctic exploration economically unjustifiable. The market agreed twice. Tomorrow, Alaska public money will try to override the market.

The man running tomorrow’s sale is Doug Burgum, the former North Dakota governor that Trump confirmed as Interior Secretary in January 2025 with a mandate to maximize fossil fuel extraction from federal lands. Burgum’s previous job was running the third-largest oil-producing state in the country. The Associated Press, citing state records, reported that his administration coordinated with oil industry lobbyists on regulatory strategy while his own family was leasing land to oil companies.

In October 2025, Burgum reopened the entire 1.56-million-acre coastal plain to leasing. In December 2025, Trump signed six Congressional Review Act resolutions overturning BLM management plans that had protected the coastal plain along with five other major federal land units. The CRA carries a permanent bar against the agency issuing comparable protections without new congressional action. The same Interior Department also opened the entire Gulf of Mexico oil and gas program by convening the God Squad for the first time in thirty years to exempt the program from the Endangered Species Act. Over the heads of fifty-one Rice’s whales. Tomorrow’s auction is one move in a campaign.

The Gwich’in Steering Committee was unequivocal. “Secretary Burgum’s intentions to pilfer sacred land in the Arctic Refuge to the highest bidder flies in the face of the rights of the Gwich’in as Indigenous people and, quite frankly, in the face of common sense.” On April 28, Steering Committee Executive Director Kristen Moreland sent letters to eight major oil company executives formally requesting they decline to bid tomorrow. The day after, 13 conservation organizations sent a parallel letter to 11 oil executives reminding them of the reputational risk of bidding. As of this writing, none of those companies has publicly confirmed they will. None has publicly confirmed they won’t.

Look at the numbers, then think about what they mean.

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The Porcupine caribou herd has dropped from 218,000 animals in 2017 to 143,000 in the most recent 2026 survey. A thirty-five percent decline in nine years. The coastal plain is their calving ground. The geographic reason there’s still a Porcupine herd at all.

The Southern Beaufort Sea polar bear population, the bears that den on the coastal plain, has dropped to a draft 2025 estimate of 819 bears. The 1980s estimate was upwards of 1,500. They’ve been listed as threatened under the Endangered Species Act since 2008, the law Doug Burgum’s Interior Department is currently dismantling through regulation. Three-quarters of the coastal plain is now their primary denning habitat, because sea ice denning is no longer viable. The mothers dig their dens in snowdrifts behind the dunes. They give birth in those dens in winter. The cubs are smaller than a softball when they’re born and weigh roughly a pound. They cannot be moved.

Seismic exploration uses 90,000-pound thumper trucks that pound the tundra in winter to map subsurface geology. The forward-looking infrared technology the oil industry uses to locate polar bear dens before driving over them has been documented missing more than half of known dens in field-tested conditions. When the technology misses a den, the truck drives over it. When the mother bear flees her den early, the cubs die.

Read that again. The technology misses more than half the time. When it misses, the cubs die. Tomorrow morning, Alaska is committing $190 million of public money to bring that equipment into the highest-density polar bear denning habitat in the United States. The hunters and anglers who love the Refuge know this as well as the scientists do. The same audience who saw the 1.4 million acres of the Dalton Corridor transferred to Alaska last month, severing the wildlife corridor between Gates of the Arctic, the Arctic Refuge, and two adjacent refuges. The same audience who watched 58 million acres of national forest get opened to industrial logging in March. The pattern is the pattern. The country we hand to our kids will have less of this in it every year we tolerate this.

Two full ANWR lease sales under the original 2017 Tax Cuts and Jobs Act mandate happened. Both flopped. CBO cut its revenue forecast in half. The banks won’t finance. The majors won’t bid. The Indigenous nation whose existence depends on the caribou opposes it. The polar bears are at a fraction of their historical numbers. The hunters and anglers who rely on those public lands are watching the access disappear. And the State of Alaska is throwing a quarter of a billion dollars in public money at the problem tomorrow to keep the political show alive.

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Ninety-nine percent of one million public comments on the original program opposed drilling. Two-thirds of registered voters consistently oppose drilling in polling. The United Nations Committee on the Elimination of Racial Discrimination has sounded alarms three times about the human rights violations entailed in opening the calving grounds without Gwich’in consent. Multiple federal lawsuits are pending against the 2025 Record of Decision under the APA, the Wilderness Act, ANILCA, the Refuge Act, NEPA, the ESA, and the underlying statutory authorities. The Center for Biological Diversity and Defenders of Wildlife have served notice of intent to sue under the Endangered Species Act over polar bear impacts. The administration is conducting the sale anyway.

It’s a familiar pattern from this Interior Department. Move fast. Transfer the asset. Generate facts on the ground. Let the courts try to unwind them later. Once a lease sells, it encumbers the land for years. Active leases generate environmental reviews and seismic permits and road petitions and infrastructure proposals and an institutional momentum the courts struggle to undo even after they rule the underlying decisions unlawful. That’s the point of holding the sale anyway.

We Will Never Forgive or Forget Those Who Sell Our Public Lands is the name of a piece we ran last summer. It feels more applicable every week. Tomorrow morning, the State of Alaska is adding a $190 million line item to that ledger.

The U.S. House and Senate hold the keys here. The OBBBA mandate that compels tomorrow’s sale was written by Congress and signed by the president, and only Congress can rescind it. Find out how your senators and representative voted on every public lands measure of 2025 and 2026 in the Congressional Public Lands Scorecard. Call them. Tell them you want HR 3067, the Arctic Refuge Protection Act, advanced. Tell them you want the OBBBA Arctic Refuge mandate repealed. Tell them you noticed.

Tell them you noticed that the only confirmed bidder is using public money to bring oil companies to a place those companies don’t want to be.

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Tell them you noticed the math has never worked.

Tell them you noticed what they’re selling, and you know we don’t get this one back.

Raise some hell,
Will

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First Alaska mule deer harvest follows years of fleeting appearances in the state

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First Alaska mule deer harvest follows years of fleeting appearances in the state


An adult male mule deer walks on Oct. 22, 2024, in the National Elk Refuge in Wyoming. (Gannon Castle / U.S. Fish and Wildlife Service)

When Westin Nelson of Skagway became the first Alaska hunter on record to harvest a mule deer, he may have been doing the state a favor.

Mule deer, better known as inhabitants of the Rocky Mountain and Great Plains regions, have been expanding their range northward, including into Alaska. As they do so, they are expanding the risks of parasites and some contagious diseases.

The most concerning issue is the winter tick, or Dermacentor albipictus. It has yet to be documented in Alaska, but it has wiped out much of the moose population in New England and started causing problems for moose populations as far north as Canada’s Yukon and Northwest Territories.

In recent years, nearly half of the mule deer examined in the Whitehorse area were found to be tick-infested, said Dr. Kimberlee Beckmen, the Alaska Department of Fish and Game’s wildlife biologist. That is ominous for Alaska, she said.

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“All it takes is one mule deer with one female tick on it to come into Alaska, and that would completely devastate our moose population,” Beckmen said.

Mule deer have been well-established in the Yukon Territory since at least the 1980s, and in Alaska, people have been spotting them on sometimes fleeting occasions for a little over a decade.

Most sightings have been in the northern part of the Southeast Panhandle, but some were as far north as Interior Alaska. Three mule deer were reported in 2013 near Delta Junction, one was photographed near the Fort Knox mine outside of Fairbanks in 2016 and one was struck by a vehicle and killed in North Pole in 2017, according to the Department of Fish and Game.

Though they are related to the Sitka black-tailed deer that live in territory stretching from the British Columbia rainforest to the Kodiak Archipelago, mule deer are different from their Alaska cousins.

The contrast is striking, said Nelson, the Skagway hunter.

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“These deer are big, maybe twice the size of Sitka black-tailed deer,” he said. “Mule deer have enormous ears. They have ears like a mule.”

A chart shows the difference in sizes betwen mule deer and whitetail deer, which are newcomers to Alaska, and Sitka blacktail deer, which have a long-established population. (Illustration provided by the Alaska Department of Fish and Game)

Adult Sitka black-tailed deer generally weigh 80 to 120 pounds, according to the Department of Fish and Game, while adult mule deer often weigh more than 200 pounds.

Nelson said he has seen mule deer occasionally in the Skagway area over the past few years. He had a light-hearted competition with a friend about who would be the first to hunt one. It was not until April when circumstances came together to result in a successful hunt — right in that friend’s yard.

“I just happened to kind of get lucky,” Nelson said.

The rules for hunting mule deer in Alaska, where the species is non-native and considered “deleterious,” are liberal. There are no seasonal restrictions and no bag limits. Even though it took until this year for Nelson to become the first hunter on record to harvest a mule deer in Alaska, state officials first authorized mule deer hunting in 2019.

The caveat for mule deer hunters is that the Department of Fish and Game wants them to submit tissue samples for testing. That is to screen for signs of tick infestations and for numerous problems like brain worm, also known as “moose sickness,” chronic wasting disease, different types of hemorrhagic diseases, bluetongue, worm infestation and other diseases or parasites.

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Nelson provided abundant samples to the department: the hide, head and neck, liver, heart, lungs, spleen, lower colon and two lower legs with the hooves attached, according to officials with the Department of Fish and Game.

Importantly, Beckmen with the department said, there were no signs of hair loss or breakage in the hide, indicating that any tick infestation during the past winter was unlikely.

Nelson said he has been reading up on mule deer and the state’s concerns about ticks and other dangers. But he downplayed any contributions he might have made to state wildlife safety. “I wouldn’t say I’m super-noble or anything. I just wanted to get one,” he said.

Climate change, along with factors like road-building and agricultural development, have allowed mule deer to thrive in new territory even as some habitat is lost to development, according to the Department of Fish and Game.

Climate change is also helping spread the winter tick northward and westward.

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The ticks do not travel on their own. Rather, they grow from eggs that are laid on the ground in the spring that grow into larvae that climb up plants in packs to latch onto passing hosts in the fall, a process known as “questing.” If they stay attached all winter, they develop into adults that repeat the cycle by dropping from their hosts in spring to lay eggs. Shorter winters and later snowfalls are increasing opportunities for successful questing by the ticks, scientists say.

In New England, moose have been found with tens of thousands of winter ticks embedded in their skin. The blood loss they cause can be fatal, especially to young moose. In Maine, for example, biologists in 2022 found that 86% of the moose calves they had collared died from tick infestations. In New Hampshire, the moose population now is only about half of what it was in the 1990s, according to state biologists there.

The image of a “ghost moose” with significant hair loss from winter tick infestation is captured on a remote camera in a New England forest on April 25, 2022. (Photo provided by the U.S. Geological Survey Massachusetts Cooperative Fish and Wildlife Research Unit)

While mule deer can become infested with winter ticks, they also are able to get rid of them fairly effectively through self-grooming.

Moose lack those grooming skills. That results in moose rubbing and scratching off so much of their hair that they are called “ghost moose” because their bald spots make them look white.

Mule deer are not the only species expanding their range to Alaska.

Another such species is the mountain lion, also known as cougar. The Alaska Board of Game early this year approved a first hunting and trapping season for mountain lions. It is set to start on Aug. 1 in parts of Southeast Alaska.

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Originally published by the Alaska Beacon, an independent, nonpartisan news organization that covers Alaska state government.





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University of Alaska names U.S. Army commander as new UAF chancellor

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University of Alaska names U.S. Army commander as new UAF chancellor


The University of Alaska Fairbanks campus, photographed in October 2019. (Loren Holmes / ADN archive)

Officials with the University of Alaska have tapped the commander of the U.S. Army 11th Airborne Division’s Arctic Aviation Command as the new permanent chancellor of the University of Alaska Fairbanks.

Col. Russell “Russ” Vander Lugt was selected from four finalists after an eight-month search process. He will be the top executive of Alaska’s leading research institution, which describes itself as “America’s Arctic university.” He will replace interim chancellor, and former U.S. Ambassador to the Arctic, Mike Sfraga, who succeeded former chancellor Dan White who announced his retirement in May of last year.

Vander Lugt is a senior U.S. Army officer, an Arctic scholar and UAF alumni, with over two decades of executive leadership experience, according to a university announcement on May 27. He has served as commander of the 11th Airborne Division’s Arctic Aviation Command at Fort Wainwright in Fairbanks since Aug. 2024.

“I’m humbled to be selected to lead the University of Alaska Fairbanks during this pivotal time,” Vander Lugt said in a statement with the announcement.

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“I look forward to leading through trust, transparency, and teamwork as we see Alaska and the Arctic transformed through education, research, and public service. I’m committed to building on the strong foundation Chancellors Sfraga and White have established, and working closely with university leadership and governance to support and advance UAF’s mission,” he said.

Russell “Russ” Vander Lugt is seen in an undated photo. (Photo provided by the University of Alaska)

Vander Lugt will step into the permanent chancellor role on Sept. 8. Sfraga’s last day was Friday, and university officials have selected Larry Hinzman, director of the UA Arctic Leadership Initiative, to serve as interim chancellor through the summer.

Vander Lugt has had a long career with the U.S. Army in various roles in Alaska, where he is stationed in Fairbanks, and across the U.S. His resume lists deployments to Europe and the Middle East.

He served in executive leadership roles that include the Alaskan Command, a division of the U.S. Northern Command, the 601st Aviation Support Battalion, and the 1st Stryker Brigade Combat team. He also taught history and military leadership as an assistant professor at the U.S. Military Academy at West Point and was a professor of military science and department chair at Embry-Riddle Aeronautical University in Prescott, Arizona.

He holds a master’s degree and doctoral degree in Arctic and Northern Studies, which he completed in 2022 at the University of Alaska Fairbanks.

Vander Lugt’s hire is the latest in major leadership changes in the University of Alaska system — former UA President Pat Pitney retired last month and former university attorney Matt Cooper was named as her successor. Cooper will begin as university president in early August, and Michelle Rizk, vice president of university relations and chief strategy, planning and budget officer, is serving as interim president. Cheryl Siemers was appointed permanent chancellor of the University of Alaska Anchorage in March, after serving as interim chancellor since the retirement of former chancellor Sean Parnell last year.

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Vander Lugt’s base salary will be $309,000, according to the university’s announcement.

The University of Alaska Fairbanks serves roughly 7,500 students. It employs more than 800 faculty and nearly 2,000 staff across urban and rural campuses in Fairbanks, Kotzebue, Nome, Bethel and Dillingham.

Originally published by the Alaska Beacon, an independent, nonpartisan news organization that covers Alaska state government.





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