Alaska Airlines, Flying Above an Industry’s Troubles

Damon Winter/The New York TimesFor decades, flights over spectacular Alaskan landscapes could end with devilishly difficult landings. More Photos »

FLYING over Alaska in the wintertime is a spectacular experience. At 35,000 feet, the state’s rugged beauty unfolds, a succession of white mountain peaks against steel-blue skies, icy lakes and frozen rivers that snake as far as the eye can see. It’s an awesome sight, wild and pristine, that glows in a thousand hues of red, orange and pink when the sun sets against the horizon.

The pilots Dan Kaplin and Tom Peebles complete a safety check before a short flight from Wrangell, about 200 miles southeast of Juneau, to Petersburg. More Photos »

But then, you have to land.

Juneau’s airport is surrounded by mountains, the approach often buffeted by treacherous wind shear. Sitka’s one small runway is on a narrow strip of land surrounded by water. And in Kodiak, the landing strip ends abruptly at a mountainside. The airport approach is so tricky that first officers are not allowed to land there; only captains are trusted to do so.

Doug Wahto knows these airports well. He grew up in Juneau, worked as a commercial fisherman and builder and started flying with Alaska Airlines in 1970. As a pilot, he honed the art of reading wind conditions by looking at how snow blew over mountain ridges.

Mr. Wahto retired six years ago, but not before seeing the transformation of flying in Alaska and of the airline where he spent his career. Alaska Airlines is puny compared to the major carriers: it has 124 planes, while United Airlines has more than 700 and four times as many passengers. But because of the state’s topography and extreme weather, it was the first to develop satellite guidance, a navigation technique that has transformed landing at Alaska’s tricky airports. The technique is now at the heart of the Federal Aviation Administration’s plan to modernize the nation’s air traffic system, a project that is expected to cost tens of billions of dollars over the coming decades.

“It doesn’t take a rocket scientist,” Mr. Wahto says, “or a crusty old dog like me to fly these approaches anymore.”

Largely because of that technology, flying in Alaska is now remarkably reliable — even in the dead of winter, when it is snowing, when there are just two hours of daylight, when runways are made slippery by ice or sleet, when winds blow at more than 50 miles an hour and pilots can barely see out the windshield. When, in other words, no one in his right mind would want to land a Boeing 737 with 140 passengers on a 6,000-foot runway.

Alaska Airlines, in fact, had the industry’s best on-time performance for the third consecutive year in 2012, with 87 percent of flights landing on time, according to FlightStats, a data provider.

That reliability means a lot in a state where air travel is often the only option, and where Alaska is the only commercial jet carrier with in-state routes. The airline flies to 16 towns accessible only by plane or boat, and, in doing so, ferries food and medical supplies, takes thousands of oil workers above the Arctic Circle and operates as the biggest air shipper for the state’s fisheries.

This role as primary transport for in the state is still a healthy business, but Alaska Airlines has prospered by expanding its services. From its Seattle base, it now has a bigger presence than other airlines along much of the West Coast. In 2007, it moved into Hawaii; its flights to the state now account for 20 percent of its available seat miles, an industry standard for measuring capacity. That is more than the 17 percent in Alaska itself.

Megamergers, most recently of US Airways and American Airlines, have redrawn the boundaries of domestic carriers, concentrating the business as never before. Alaska Airlines, for its part, has cultivated staunch independence. Unlike carriers that have faced bankruptcy or acquisition, Alaska has turned a profit for 33 of the last 39 years. In 2012, it had a record $316 million in net income, up 29 percent from 2011.

Although it started in a sparsely populated, meteorologically unwelcoming, financially challenging corner of the country, Alaska has built a successful franchise that is the envy of many rivals.

Breakaway Oil Rig Runs Aground in Gulf of Alaska

The rig, the Kulluk, broke free from a tow ship in stormy seas and ran aground Monday night. The Coast Guard was leading an effort to keep its more than 150,000 gallons of diesel fuel and lubricants from spilling onto the rocky shoreline.

At a news conference in Anchorage on Tuesday afternoon, Capt. Paul Mehler III, the federal on-scene coordinator, said that a reconnaissance flight showed the Kulluk was upright and stable, with no significant motion.

“The results are showing us that the Kulluk is sound,” Captain Mehler said. “No sign of breach of hull, no sign of release of any product.” He said the response team hoped to get salvage experts aboard the ship to get a better picture of damage.

Steven Russell of the Alaska Department of Environmental Conservation said that, so far, there was no sign of harm to the environment or wildlife.

The Kulluk’s 18 crew members had been evacuated by Coast Guard helicopters on Saturday after the rig first went adrift in high winds and rough seas.

The grounding was the latest in a series of mishaps to befall Shell’s ambitious plans to prospect for oil in the Beaufort and Chukchi Seas off the North Slope of Alaska.

Shell halted drilling for oil in September after equipment failures, unexpected ice floes, operational missteps and regulatory delays forced the company to scale back its plans.

Its drilling rigs completed two shallow pilot holes and left the Arctic in late fall to return to Seattle for maintenance work but have encountered problems in transit.

If the Kulluk, which Shell upgraded in recent years at a cost of nearly $300 million, is wrecked or substantially damaged, it will be hard for the company to find a replacement and receive the numerous government permits needed to resume drilling in July, as planned.

Under Department of Interior rules governing Arctic drilling, the company must have two rigs on site at all times to provide for a backup vessel to drill a relief well in case of a blowout, an uncontrolled escape of oil or gas.

A separate containment system designed to collect oil in the case of a well accident failed during testing, preventing Shell from drilling into oil-bearing formations during its abbreviated exploration season last summer and fall. Shell’s Alaska vice president, Pete Slaiby, said he could not discuss the latest accident, saying that company officials were working with a Coast Guard-directed unified command and could not comment separately.

An official involved in the response operation, who spoke on the condition of anonymity because he was not authorized to comment, said: “We don’t know about the damage. It’s too dark. The weather is horrendous.” The official said that when a helicopter flew over the rig Monday night: “It looked upright about 1,600 feet off the beach. There was no sign of any spill.” The official said the fuel tanks on the vessel were well protected inside the hull, making a spill unlikely.

The Kulluk, which does not have a propulsion system of its own, ran into trouble late last week when its tow ship, the Aiviq, lost engine power and the towline separated. A Coast Guard cutter and other ships arrived, and crews struggled through Monday, in seas up to 35 feet, to reconnect tow lines to the rig, succeeding several times. But each time the lines separated.

On Monday night, the Kulluk, 266 feet in diameter, broke free from one tow ship and the Coast Guard ordered a second ship to disconnect, fearing for the safety of its crew.

The Kulluk is sitting on the southeast coast of Sitkalidak Island, an uninhabited island separated by the Sitkalidak Strait from the far larger Kodiak Island to the west. The nearest town, Old Harbor, is across the strait on Kodiak Island; it has a population of about 200 people. The strait is home to a threatened species of sea lion.

Clifford Krauss contributed reporting.

Shell Oil Rig Runs Aground in Alaska

The rig, the Kulluk, which was used for test drilling in the Arctic last summer, is carrying about 139,000 gallons of diesel fuel and 12,000 gallons of lubricating oil and hydraulic fluid, the officials said.

A Coast Guard helicopter flew over the rig after the grounding at 8:48 p.m. and “detected no visible sheen,” said Darci Sinclair, a spokeswoman for a unified command of officials from Shell, Alaskan state agencies and other groups that has been directing the response since the troubles with the rig began last Thursday.

Ms. Sinclair said that more overflights were planned after daybreak on Tuesday, and that the unified command would be monitoring the fuel situation as it planned further actions. “The focus will be around salvage,” she said.

The 266-foot diameter rig ran aground on the east coast of Sitkalidak Island, an uninhabited island that is separated by the Sitkalidak Strait from the far larger Kodiak Island to the west. The nearest town, Old Harbor, is across the strait on Kodiak Island; it has a population of about 200 people.

Ms. Sinclair said the coast where the Kulluk ran aground has a combination of rocky and sandy terrain.

Earlier Monday, a Shell spokesman had said that the rig had been brought under control after towlines were reconnected to two ships during a break in what had been several days of extremely rough seas and high winds.

But late Monday afternoon the line from one of the ships, the Aiviq, became separated. Then several hours later, the other ship, the Alert, was ordered to disconnect its towline, out of concern for the safety of the ship’s nine-person crew. At the time, Ms. Sinclair said, swells were as high as 35 feet and winds were gusting up to 65 miles an hour.

The Kulluk, one of two rigs that Shell used to drill test wells off the North Slope of Alaska as part of the company’s ambitious and expensive effort to open Arctic waters to oil production, was being towed by the Aiviq to a Seattle shipyard for off-season maintenance when the towline initially separated during a storm on Thursday.

The Aiviq then lost power, and other support ships and a Coast Guard cutter were brought in to help with engine repairs and to reconnect towlines to the Kulluk, which does not have its own propulsion system. The 18 workers aboard the rig were evacuated by Coast Guard helicopters on Saturday.

Over the weekend, support crews struggled in 25-foot swells to reconnect towlines, succeeding several times. But each time the lines separated again, leaving the rig in danger of drifting toward land.

The Kulluk, which was built in Japan in 1983 and upgraded over the past six years at a cost of $292 million, is designed for icy conditions in the Arctic. It can drill in up to 400 feet of water and up to 20,000 feet deep. During drilling season it carries a crew of about 140 people, Mr. Smith said.

Shell has spent six years and more than $4 billion in its effort to drill in Arctic waters, one of the last untapped oil-producing regions in the United States. But the effort has faced regulatory hurdles and opposition from American Indian and environmental groups.

Last summer, the Kulluk drilled a shallow test well in the Beaufort Sea while another rig drilled a similar hole in the Chukchi Sea to the west.

But Shell announced in September that it would be forced to delay further drilling until this year after a specialized piece of equipment designed to contain oil from a spill was damaged in a testing accident.

The episode was one of a number of setbacks for the Arctic drilling program last year.

Shell now says it hopes to drill five exploratory wells in the region during the 2013 drilling season, which begins in mid-July.