Page 6 - Volume 14 Number 1

Final approach on Runway 33 at Furnace Creek Airport (L06).
Death Magnetic
There is something irresistible about remote places. Explorers have endured all manner of hardship to step foot where no man had before. In fact, many didn’t live to tell the tale of their discoveries. DVNP may not be as remote as the Poles or the summit of Mount Everest, but it can be every bit as deadly for the unprepared. Nonetheless, over a million people per year are drawn there. As national parks go, Death Valley is massive, encompassing 3.4 million acres. In fact, it covers an area roughly double the size of Delaware and is the largest U.S. national park outside of Alaska. First noticed by the National Park Service (NPS) in the 1920s, the area was designated a national monument in 1933. Over six decades would pass before it was finally upgraded to national park status in 1994. Its primary attraction is not any single location, but its diversity and extremes. Elevations rapidly climb from below sea level to over 11,000 feet in mere miles. Volcanic ridges, towering sand dunes, vast salt flats, incredible painted desert vistas, wildflower carpets and temperature swings from single to triple digits within park microclimates scram- ble the senses. As such, DVNP can equally appeal to casual tourists and passionate rovers alike. A number
of features appeal to pilots and aerial adventurers in particular. The most obvious are two paved, public-use airports, each capable of supporting King Air operations (at least, on a basic level) within the park. Aviation and Death Valley are far more compatible than the park’s ominous name might imply.
I was aware of DVNP’s Furnace Creek Airport (L06) for many years before ever landing there. If you’re a bit of an “airport collector,” like myself, you’re probably already aware that it is the lowest elevation airport in the Western Hemisphere with a field elevation of -210 feet. It is also the hottest airport on earth, where scorching summer temperatures can push density altitudes to nearly 5,000 feet, in spite of the field’s below sea level elevation. Death Valley’s second airport is Stovepipe Wells (L09). It lies above sea level at a lofty +25 feet MSL. Several other airports encircle the park, as well. While most of them can also support King Air operations, they all lay outside the official park boundaries.
Nearly the whole of DVNP is below military airspace. Non-restrictive Military Operations Areas (MOAs) cover the majority of the park’s acre- age. Additionally, several restricted areas share a common boundary with the park’s southern edge. Most of the MOAs do not include the air-
space below 3,000 feet AGL, which allows general aviation pilots to land at Furnace Creek and Stovepipe Wells without penetrating the MOAs. Aerial touring of the park is also theoretically possible between the 3,000-foot floor of the MOAs and the 2,000-foot AGL altitude that all pi- lots are requested to maintain above national protected lands such as na- tional parks, memorials, wildlife ref- uges, and other areas administered by the NPS (Refer to AIM 7-4-6 and to Advisory Circular AC91-36). Al- though, King Airs are not the typical choice for low-altitude sightseeing flights, pilots should check NOTAMs and contact the controlling agency to determine current operational status before operating in, below or adjacent to military airspace.
Located only a mile from the airport, the main park visitor center
is adjacent to the town of Furnace Creek and the two resorts there. The Oasis at Death Valley is the newer, more upscale resort. The Furnace Creek Inn has been in operation almost since tourism began in 1927 and includes a lot of history and panache. In the end, either resort will meet your needs for lodging, meals and amenities. The airport itself is perfectly suitable for King Air operations with clear approaches
to both runway ends (15/33) and 3,065 x 70 feet of usable asphalt runway. While it’s not in perfect condition, it is acceptable. Care should be taken to remain on the paved surfaces at all times, as the shoulders can be very soft dirt. There are four mountain ranges between Death Valley and the Pacific Ocean. Those ranges push Pacific clouds ever higher along the way, keeping Death Valley’s average rainfall to less than 2 inches per year. Thus, the area seldom experiences IFR weather conditions and no instrument procedures exist. However, planning ahead is a must. The airport is unattended and no fuel is available. Crews should bring their own chocks and tie- downs. Your cellphone signal may
be marginal or non-existent, but
a landline phone is available near ›
4 • KING AIR MAGAZINE
JANUARY 2020