Johnson Creek Airport ranks among Idaho’s most challenging backcountry strips, testing even experienced mountain pilots. Located in the Frank Church River of No Return Wilderness, this 3,500-foot gravel runway sits at 4,900 feet elevation. The one-way-in, one-way-out operation demands precise energy management and confident decision-making in rugged terrain.
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 requiring tailwheel aircraft with minimum 180 hp. No services available—bring fuel, tools, and camping gear. Best conditions are May through September. Contact the Forest Service for current status.
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. This slope is what makes Johnson Creek manageable—you land uphill to the west and depart downhill to the east. The gravel surface varies from smooth to rough depending on maintenance timing.
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, requiring density altitude calculations. High summer temperatures can push density altitude to 8,000-9,000 feet. Trees line both sides with higher terrain at both ends. The eastern departure follows a descending valley toward the Middle Fork Salmon River.
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. Maintain airspeed until clearing the approach end, then reduce power for the uphill landing.
The upslope significantly aids deceleration—most aircraft stop in 1,000-1,500 feet. Let the aircraft roll to a comfortable stopping point, leaving room for the turnaround area. The gravel surface provides excellent braking but watch for loose rocks. Wind typically flows up-valley during afternoon heating, providing a headwind component on landing.
Departure Procedures and Performance
Departures use the full runway length, taxiing to the western turnaround area. The downhill slope aids acceleration dramatically. Most aircraft are airborne within 1,000-1,500 feet even at high density altitudes. Maintain runway heading until well clear of trees, then turn right to follow the descending valley eastward.
Calculate density altitude performance carefully—this is where accidents occur. A 180 hp Cessna 182 at gross weight needs about 2,500 feet at 8,000-foot density altitude. The slope reduces this significantly, but don’t count on exact performance. If you’re not flying by mid-runway, abort and taxi back. Morning departures provide the best performance before heating increases density altitude.
Aircraft and Equipment Requirements
Tailwheel aircraft are strongly recommended though not legally required. The gravel surface and gradient make nosewheel operations risky. Minimum 180 hp is necessary for reliable performance. Popular aircraft include Cessna 180/185, Super Cubs, Maules, and Huskies. Larger aircraft like Cessna 206s regularly operate here.
Remove wheel pants for gravel operations. Bring a prop cover to protect against rock strikes during ground operations. Carry tie-down stakes—the aircraft parking area has limited trees. Pack extra oil, spark plugs, and basic tools. A satellite messenger is essential—cell service doesn’t exist. Survival gear including food, water, shelter, and first aid is mandatory.
Camping and Facilities
Johnson Creek offers primitive camping near the airstrip. The Forest Service maintains vault toilets but no other services. Water comes from the creek—bring purification. Campfire rings exist but check for fire restrictions. The area is bear country—pack food properly and carry bear spray.
No fuel is available—plan your fuel carefully with reserves. The nearest fuel is at McCall (MYL), about 40 miles northwest. Several lodges operate in the area offering meals and accommodations if camping isn’t your preference. Fishing in Johnson Creek and nearby waters is excellent for cutthroat trout. Hiking trails access the surrounding wilderness.
Weather and Seasonal Considerations
The airport operates May through September typically. Early season brings higher water in the creek and potentially softer runway conditions. July and August provide the most reliable weather but highest density altitudes. September offers excellent flying with cooler temperatures and fewer crowds.
Afternoon thunderstorms develop regularly in summer—plan arrivals before noon. Mountain wave and turbulence are common in wind conditions. The narrow valley concentrates and accelerates winds. Monitor weather continuously and have alternate plans. The nearest airports with weather reporting are McCall (40 miles) and Salmon (50 miles). Weather changes rapidly—be conservative with go/no-go decisions.
Safety Considerations and Training
Don’t attempt Johnson Creek as your first backcountry strip. Build experience at easier airports like Sulphur Creek or Cavanaugh Bay first. Consider taking mountain flying training with an instructor familiar with Idaho backcountry. The RAF (Recreational Aviation Foundation) offers excellent courses focused on these strips.
The accident rate at Johnson Creek reflects its difficulty. Most accidents involve inadequate performance planning or attempting operations beyond aircraft/pilot capability. Study accident reports before going. Connect with experienced backcountry pilots for advice. The Idaho Aviation Association and RAF provide valuable resources. Consider your first trip as reconnaissance—land, evaluate conditions, and build experience before bringing passengers or camping gear.
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