Big Creek Airport serves as the hub of Idaho’s backcountry aviation, offering year-round access to the Frank Church River of No Return Wilderness. This Forest Service-maintained strip welcomes more traffic than any other Idaho backcountry airport, hosting everything from Super Cubs to King Airs. The combination of reasonable runway length, established facilities, and central location makes Big Creek the gateway to Idaho’s wilderness flying.
Quick Answer: Big Creek (U60) features a 3,655-foot gravel runway at 5,746 feet elevation in central Idaho. The strip operates year-round with ski plane access in winter. Standard operations: westbound landings (uphill), eastbound departures (downhill) on Runway 11/29. Facilities include a Forest Service guard station, camping area, and basic amenities. No fuel available—bring all supplies. Contact Payette National Forest: (208) 634-0400. Best for pilots with 50+ hours backcountry experience.
Runway Configuration and Conditions
The main runway measures 3,655 feet long and 80 feet wide. Gravel surface maintained regularly by the Forest Service. Field elevation is 5,746 feet requiring density altitude calculations. The runway runs roughly east-west (designated 11/29) with approximately 3% upslope to the west. This gradient aids westbound landings and eastbound departures significantly.
Surface conditions vary seasonally—firmest in late summer, softer after spring snowmelt and fall rains. The Forest Service grooms the strip regularly, maintaining one of Idaho’s best-maintained backcountry surfaces. Trees border both sides with higher terrain at both ends. The western approach follows a valley, while the eastern departure descends gradually. Wind typically flows along the valley, aligning reasonably with the runway.
Standard Approach and Landing
Inbound aircraft typically land Runway 29 (westbound, uphill) regardless of wind when practical. Overfly the strip at 1,000 feet AGL to check the windsock, traffic, and surface conditions. The CTAF is 122.9—announce position and intentions. Enter a left pattern for Runway 29. Final approach descends into the valley with adequate terrain clearance.
The upslope significantly aids deceleration. Most aircraft stop comfortably in 1,500-2,000 feet. Aim for the first third of the runway to maximize rollout distance. The gravel surface provides excellent braking. Density altitude affects landing performance—summer afternoon density altitudes reach 8,000-9,000 feet. Morning operations provide better performance and typically calmer winds. Taxi slowly to minimize propeller damage from gravel.
Departure Procedures
Departures favor Runway 11 (eastbound, downhill) when possible. The downhill slope provides substantial acceleration help. Taxi to the western turnaround area for full-length takeoffs. Calculate density altitude performance carefully before attempting departure—this is where accidents occur. A 180 hp Cessna 182 at gross weight needs approximately 2,500 feet at 8,000-foot density altitude. The slope reduces actual ground roll to 1,500-2,000 feet typically.
If you’re not airborne by two-thirds down the runway, abort and reassess. Morning departures provide significantly better performance than afternoon operations. Temperature differences of 20-30°F create density altitude variations of 2,000+ feet. The gradual descending terrain to the east provides good clearance. Follow the valley initially before turning to your destination. Monitor cylinder head temperatures closely during extended climbs.
Facilities and Amenities
Big Creek offers more facilities than typical backcountry strips. The Forest Service guard station operates seasonally with rangers available for information. Designated camping areas accommodate aircraft camping. Vault toilets exist near the camping area. Potable water comes from Big Creek (requires filtration). Campfire rings are available but restrictions apply during high fire danger.
No fuel is available—plan accordingly. The nearest fuel by air is at McCall (MYL), approximately 40 miles northwest. A basic shelter exists for emergency use. Cell service is nonexistent—bring satellite communication devices. The area is bear country—store food properly and carry bear spray. Several lodges operate in the vicinity offering meals and accommodations. Fishing in Big Creek and nearby streams is excellent for cutthroat trout.
Year-Round Access and Winter Operations
Unlike most Idaho backcountry strips, Big Creek operates year-round. Winter brings ski plane operations on the snow-covered runway. The Forest Service maintains the surface for winter access. Snow depths vary but typically provide adequate coverage December through March. Ski planes include Super Cubs, Cessna 180/185s, and similar aircraft equipped with skis.
Winter operations require cold-weather preparation including preheating, survival gear, and appropriate clothing. Temperatures commonly reach -20°F to -40°F. Avalanche hazard exists in surrounding terrain—obtain current conditions before visiting. The winter beauty and solitude attract adventurous pilots. However, winter backcountry flying demands high skill levels and proper equipment. If engine failure occurs, rescue is days away in winter conditions.
Area Activities and Destinations
Big Creek serves as a jumping-off point for accessing surrounding wilderness. Numerous hiking trails wind through the Frank Church Wilderness. Camping opportunities are abundant. Hot springs exist within hiking distance. The Middle Fork of the Salmon River flows 15 miles north—accessible by trail for fishing and scenery.
Other backcountry strips are accessible from Big Creek: Chamberlain (20 miles), Johnson Creek (15 miles), and Sulphur Creek (25 miles) make good day trips. Many pilots base at Big Creek for multi-day exploration of Idaho’s backcountry. The central location and reliable facilities make it the logical hub. Wildlife viewing includes elk, deer, black bears, and mountain goats. The area’s vastness and undeveloped nature provide genuine wilderness experiences.
Aircraft Recommendations and Requirements
Big Creek accommodates a wide range of aircraft. Typical visitors include Super Cubs, Cessna 172/180/182/185, Maules, Huskies, and larger aircraft like Cessna 206s, Beavers, and even King Airs. The longer runway and maintained surface make it more forgiving than many Idaho strips. However, tailwheel aircraft are strongly preferred. Minimum recommended horsepower is 150 hp, though 180 hp provides better margins.
Remove wheel pants for gravel operations. Bring tie-down stakes and chains—afternoon winds can be significant. Pack comprehensive survival gear including shelter, fire-starting equipment, food, and water. Tools for field repairs should include basic hand tools and spare parts. A satellite messenger or PLB is essential. The remote location demands self-sufficiency. Many pilots carry spare tires, tubes, and propellers given the gravel operations and distance from support.
Safety and Experience Requirements
While Big Creek is more forgiving than extreme strips like Johnson Creek, it still demands backcountry proficiency. The elevation, gravel surface, and wilderness location create genuine hazards. Pilots should have 25-50 hours of mountain flying experience before attempting Big Creek. Take mountain flying training with a qualified instructor before visiting Idaho’s backcountry.
The RAF (Recreational Aviation Foundation) offers excellent courses and resources. Connect with experienced Idaho backcountry pilots for advice and potentially an initial guided trip. Study accident reports to learn from others’ mistakes. Weather changes rapidly—always have alternate plans. Big Creek’s popularity means help is often nearby during summer but don’t count on it. The combination of reasonable runway, good maintenance, and established facilities makes Big Creek an excellent introduction to Idaho backcountry flying—but it still demands respect, preparation, and proficiency.
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