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Key Information

Ladd Field
Ladd Army Airfield is located in Fairbanks
Ladd Army Airfield
Location of Ladd Field in Fairbanks
LocationFort Wainwright
Nearest cityFairbanks, Alaska
Area1,010 acres (410 ha)
Built1938
NRHP reference No.85002730[2]
AHRS No.FAI-236
Significant dates
Added to NRHP4 February 1985
Designated NHL4 February 1985[3]
Ladd Army Airfield, about 1943
Emblem of the 5001st Air Base Group, Ladd AFB 1947-1959
Ladd AFB organizational chart, 1952

Ladd Army Airfield (IATA: FBK, ICAO: PAFB, FAA LID: FBK) is the military airfield located at Fort Wainwright in Fairbanks, Alaska. It was originally called Fairbanks Air Base, but was renamed Ladd Field on 1 December 1939,[4] in honor of Major Arthur K. Ladd, a pilot in the U.S. Army Air Corps who died in a plane crash near Dale, South Carolina on 13 December 1935.[5][6]

History

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Origins

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The U.S. government began its first serious infrastructure expenditures in Alaska during the 1930s. Most prominent was an increase in the military presence. For most of the early 20th century the only Army post in Alaska was Chilkoot Barracks/Fort Seward, located just outside coastal Haines in the state's far southeast. With the threat of war looming as the 1930s ended, the need was established to develop multiple facilities as a means of defending Alaska against possible enemy attack.

The U.S. government acquired homesteads southeast of the town of Fairbanks beginning in 1938. From this 6 square miles (16 km2) Ladd Field was created. The first aircraft to land there was a Douglas O-38F, 33-324, c/n 1177, in October 1940, which is now preserved in the National Museum of the United States Air Force.[7] Major construction of facilities began in 1941 and 1942, after the U.S. entered World War II. The initial construction occurred several miles from Fairbanks along a bend of the Chena River, consisting of an airfield, hangars, housing and support buildings. Many of these buildings still stand today.[8]

Alaska's transportation infrastructure at the time was so limited and the problem of military supply so acute it made sense to concentrate the bases along existing supply lines near Anchorage and Fairbanks. Ladd's location near the Richardson Highway and the Alaska Railroad, its access to fuel from the CANOL pipeline, and its position at the time as one of the United States' northernmost developed airbases, were important factors in securing its early Cold War prominence.

The major use of Ladd Field was primarily cold-weather testing of aircraft and equipment. Only Interior Alaska offered the consistently cold temperatures needed. However, the Attack on Pearl Harbor in December 1941 forced the temporary halt since the military needed all aircraft for the defense of Alaska.

World War II

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Testing at Ladd Field began again in 1942, but by 1943 aircraft cold-weather testing had become a second priority, as Ladd became the hub for fighters and bombers destined for the "Forgotten 1,000 Mile War" in the Aleutians against the Japanese or on their way to Soviet forces as part of the Lend-Lease program.

Reflecting the need to ensure aircraft bound for the Soviet Union were prepared for the flight to Galena and Nome, prior to flying across the Bering Straits to Siberia, Ladd AAF the Alaska Air Depot of XI AF Service Command was activated on 8 July 1942. The depot moved to Elmendorf Field in 1943, although some of its subordinate units remained until 1944.

The airplanes arrived at Ladd were stripped of all but basic instrumentation and armament. Flights took off with no navigational aids from Ladd Field and fly the first leg to Galena, Alaska on the Yukon River. After refueling they went on to Nome, for the short hop across the Bering Strait to Siberia. Many were lost because of bad weather. The weather was also a danger to the ferrying of aircraft into Fairbanks.

Ice fog became a problem for airplanes landing at the field. The airplanes coming in from Great Falls AAB, Montana often could not make it to Ladd. Worse, many didn’t have enough fuel to make it back to Big Delta (to use the alternate Allen Field). It was this danger that led to the military decision to build an auxiliary field south of Ladd Field for a weather-alternate which eventually became "26 Mile Field", and later, Eielson Air Force Base.

By the end of the war, 7,926 aircraft were ferried though Ladd Field. The last aircraft transited the airfield on 1 September 1945.

When the Air Force was made a separate branch in 1947 the name was changed to Ladd Air Force Base (Ladd AFB). For many years, it would be one of two Air Force bases in the Fairbanks area.

Units assigned to Ladd Field included:

Combat Units

Depot Units

  • Alaska Air Depot, 21 August 1942 – 12 March 1943
6th Air Depot Group, 2 July 1942 – 29 April 1944
6th Depot Repair Squadron, 6th Depot Supply Squadron, 83d Depot Supply Squadron

Ferrying and Transport Units

  • Alaskan Sector, Air Transport Command, 27 August 1942 - ca. 27 October 1942
  • 24th Ferrying Group (later 24th Transport Group), 1 March 1943 – 20 September 1943
82d Air Corps Ferrying Squadron (later 82d Transport Squadron), 83d Air Corps Ferrying Squadron (later 83d Transport Squadron)
  • Station 3, Alaskan Wing, Air Transport Command, 1 September 1943 – 1 August 1944
  • Station 4, Alaskan Wing, Air Transport Command, 1 September 1943 – 1 August 1944
  • 1466th AAF Base Unit (Foreign Transport Station), 1 August 1944 - ca. 25 February 1946

Weather and Testing Units (including units at Ladd AFB)

  • Air Corps Detachment, Weather, Alaska, 11 January 1941 – 2 May 1941
  • Air Corps Cold Weather Testing Detachment (later AAF Cold Weather Testing Detachment, 616th AAF Base Unit), 1 February 1942 - ca. 1 July 1947
  • 1st Central Medical Establishment, 1 March 1947 – 10 October 1947'
1st Arctic Aeromedical Laboratory (later Arctic Aeromedical Laboratory), 3 October 1947 - ca. 30 June 1967
  • 5001 Research & Development Group, unknown dates
  • 5001 Survival Training Squadron (Arctic Survival School), ca 1953 - ca. 1960
  • 5064 Cold Weather Materiel Testing Squadron, ca. 1 November 1951 - ca. 8 April 1954

Cold War

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see also: 5001st Composite Wing

From the late 1940s into the 1950s, Ladd AFB served as the northern hub for Air Force activities in Alaska. As headquarters first of the Northern Sector of the Alaskan Air Command and later of the 11th Air Division, Ladd was centrally involved in the Cold War missions of the Alaskan Command and in the transient missions of other military units, including the Strategic Air Command (SAC).

Units assigned to Ladd AFB included:

Divisions

  • 11th Air Division, 1 November 1950 – 20 July 1951; 8 April 1953 – 25 August 1960[12]
  • Yukon Sector (later Yukon Air Division), 1 September 1946 – 10 June 1948

Wings

  • Yukon Composite Wing, 15 June 1948 – 20 September 1948
Maintenance & Supply Group, Ladd AFB
  • 5001st Composite Wing (later 5001st Composite Group, 5001st Composite Wing), 20 September 1948 – 8 April 1953 (replaced by 5001st Air Base Wing), 8 April 1953 – 20 September 1954
5001st Air Base Group, 5001st Maintenance & Supply Group, 5001st Station Medical Group

Groups

  • 160th Aircraft Control and Warning Group, 7 June 1951 – 1 February 1953
  • 531st Aircraft Control & Warning Group, 12 July 1949 – 1 January 1950
  • 532d Aircraft Control & Warning Group, 17 November 1950 – 1 August 1951
  • 548th Aircraft Control & Warning Group, 1 February 1953 – 8 April 1953
  • 5001st Air Defense Group, 20 September 1954 – 1 October 1955
  • 5060th Aircraft Control & Warning Group, 1 October 1955 - ca. 1 October 1959

Squadrons

Other units

  • 787th AAF Base Unit (later 787th AF Base Unit) (157th AACS Squadron), 10 June 1947 – 3 June 1948; replaced by 157th AACS Squadron (later 1930th AACS Squadron), 1 June 1948 – 1 June 1961

Ladd was not exclusively an Air Force site. The Army was also present to provide antiaircraft (AAA) support and base defense. At Ladd, Cold War activities fell mainly into three time periods: an early phase from 1946 to 1950; a buildup and support hub phase from 1950 to 1957; and a transfer phase from 1958 to 1961, when the installation was turned over to the Army.

From 1946 to 1950, personnel from Ladd laid some of the groundwork of the early Cold War with strategic reconnaissance and Arctic research projects. Among other missions, they made initial assessments of the Soviet presence in the Arctic; more fully developed the practice of polar navigation; extended Arctic topography; tested cold weather equipment, clothing, and human performance, as well as maintained the area air defenses of the region.

In 1948, as Cold War tensions heightened, the Army's 2nd Infantry sent ground defense soldiers to Ladd

From the onset of the Korean War in 1950 and continuing through 1957, Ladd saw intense use. It became a busy operations and logistics center with significantly expanded facilities and personnel strength.

As the northern region headquarters of the 11th Air Division, the base was the logistical support center for Alaska's new defense projects. Ladd supported Aircraft Control & Warning (AC&W) sites and forward operating bases such as Galena, Alaska, the northwestern segments of the Distant Early Warning Line (DEW Line), and the White Alice communications network (WACS).

Research projects grew from early Arctic aeromedicine and cold weather testing to include ice station research on the polar pack ice and support for Air Force contracted research in geophysics, communications, and other disciplines. During the 1957/1958 International Geophysical Year (IGY)Ladd provided organizational and logistical support for Operation Ice Skate.

Air defense remained the primary combat mission, while tactical ground support, fighter escort, Arctic training exercises, and base defense were other parts of the base's integrated combat role. The 4th Infantry supplied the Army manpower through 1956.

After 1957, several developments affected Ladd's mission. The technologies of warfare, communications, and reconnaissance had changed. Intercontinental ballistic missiles (ICBMs) and satellites would eventually mean a smaller role for AC&W units, the DEW line, and land-based communications such as White Alice. In 1958, substantial budget reductions forced commanders to reassess their resources. Near Fairbanks, two major air bases, Eielson and Ladd, existed less than thirty miles apart.

Transfer to United States Army

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By 1958, the space age was dawning. ICBMs changed the focus of air defense away from responding to crewed bombers, and satellites were poised to revolutionize communications. That year, the Eisenhower administration drastically curtailed defense funding. One year later, in September 1959, USAF Headquarters informed the Alaskan Air Command that Ladd AFB would be closed and its functions transferred to Eielson AFB and Elmendorf AFB.

For some time, the closure plans remained secret. In May 1960, USAF announced that the 449th Fighter-Interceptor Squadron would be inactivated as part of a "recent reevaluation of the Air Defense Master Plan".[citation needed] By September 1960, Air Force flying operations ceased at Ladd AFB, while announcements confirmed that the Army would take over the installation.

By 1960, operations at Ladd AFB had already diminished from the height of activity in the mid-1950s. The last fighter squadron, the 449th, was inactivated in August 1960. Remaining operations included the Arctic Survival Training School and the MATS Beaverette passenger flights to Elmendorf AFB and McChord AFB. These responsibilities transferred entirely to Eielson AFB. Most other functions transferred to Elmendorf AFB, including a unit of C-123 transport aircraft, Tactical Air Navigation (TACAN) station operations, and all logistic support for auxiliary sites. A few operations continued on-site as tenant commands under Air Force control after the transfer to the Army, most notably the USAF hospital and the Arctic Aeromedical Laboratory.

The actual transfer operation was an administrative undertaking lasting more than six months. Each Air Force function was scrutinized and either transferred or closed out, with supplies and equipment turned in, inventories zeroed out, and personnel reassigned. Ladd AFB, already the headquarters of the Army's Yukon Command, would see the arrival of 2,000 Army personnel previously stationed at Eielson AFB as part of the transfer.

On 1 January 1961, the Army formally took over the installation and renamed it Fort Wainwright with the airfield facility renamed Ladd Field. The airfield was later renamed as Ladd Army Airfield (Ladd AAF).

The elements of the airfield associated with its role in World War II, including two runways, hangars and other operational facilities, and officers' quarters, were listed on the National Register of Historic Places[2] and designated a National Historic Landmark in 1985.[3][17]

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Parts of the 1955 movie Top of the World, starring Dale Robertson, are set at Ladd.

See also

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References

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Revisions and contributorsEdit on WikipediaRead on Wikipedia

Ladd Army Airfield

View on Grokipedia
from Grokipedia
Ladd Army Airfield, originally designated Ladd Field, is a airfield situated approximately five miles east of , established in 1939 as the inaugural U.S. military airfield in the Territory to serve as a cold-weather testing station for , equipment, and personnel under conditions. Named in honor of Major Arthur K. Ladd, an Air Corps pilot killed in a 1935 accident, the facility began construction in late 1938 amid rising geopolitical tensions in Europe, evolving rapidly into a critical hub during . It played a pivotal role in the program by facilitating the ferry of over 8,000 to the via the Alaska-Siberia (ALSIB) route, supporting Allied efforts against through logistical staging, maintenance, and cold-weather adaptations essential for operations in subzero environments. Postwar, the airfield transitioned to Ladd Air Force Base in 1948, hosting strategic reconnaissance and refueling missions as part of the Air Force's posture, before its 1961 transfer to control and integration into , where it continues to underpin rotary-wing aviation, training, and sustainment activities for U.S. forces. Designated a in 1985 for its WWII contributions, Ladd Army Airfield exemplifies early U.S. military adaptation to extreme climates, influencing subsequent doctrine and infrastructure development.

Geographical and Strategic Context

Location and Physical Setting

Ladd Army Airfield is located in , within the boundaries of , at 64°50′15″N and 147°36′52″W. The airfield sits at an elevation of 449 feet (137 meters) above sea level, positioned in the Tanana Valley of . This site was selected for its relatively flat terrain, which facilitates construction and aircraft operations amid the surrounding boreal landscape. The physical setting is defined by its proximity to natural features: Birch Hill rises to the north, the flows to the south, and the Steese Highway marks the western boundary. The area encompasses low-lying flats interspersed with soils typical of the region's discontinuous permafrost zone, supporting forests of and . These conditions contribute to the airfield's historical role in cold-weather testing, as the delivers prolonged winters with average temperatures around -19°F (-28°C) and extremes reaching -60°F (-51°C). The airfield's location in the Fairbanks North Star Borough places it approximately 7 miles southeast of downtown Fairbanks, integrating military infrastructure with the urban-rural interface of Alaska's second-largest city. Surrounding transitions from the airfield's developed expanse to hilly uplands and riverine lowlands, influencing local microclimates and operational .

Geopolitical and Environmental Significance


Ladd Army Airfield's strategic positioning in Fairbanks, interior Alaska, approximately 2,000 miles from the Bering Strait, enhances U.S. geopolitical leverage in the Arctic and North Pacific amid proximity to Russian territory. During World War II, the airfield functioned as a critical node in the Alaska-Siberia (ALSIB) route, transferring nearly 8,000 Lend-Lease aircraft to the Soviet Union to bolster Allied efforts against Japan and Germany, underscoring early Cold War-era cooperative defense dynamics. In the subsequent Cold War period, as Ladd Air Force Base, it hosted the headquarters of the Alaskan Air Command's northern sector, conducting air defense intercepts with squadrons like F-89 Scorpions and enabling reconnaissance of Soviet activities, thereby serving as a frontline asset for continental defense. The site's ongoing integration into supports U.S. Arctic Domain Awareness, facilitating training for the in subzero conditions essential for countering emerging threats from Russian and Chinese militarization of northern sea routes and resources. Alaska's geostrategic value, as articulated by early military theorists like in , amplifies Ladd's role in projecting power across vast distances where traditional naval assets face limitations due to ice cover and remoteness. Environmentally, Ladd Army Airfield exemplifies the challenges of operating in a permafrost-dominated , where seasonal thaw-thaw cycles and temperatures plunging to -60°F (-51°C) necessitate specialized to prevent and ensure equipment functionality. Designated as the Army's initial cold-weather test station in 1941, it pioneered evaluations of aircraft de-icing, cold-start procedures, and survival gear, yielding data vital for enhancing resilience in polar regions amid accelerating melt. Base activities have generated environmental liabilities, including groundwater contamination from historical fuel leaks and per- and polyfluoroalkyl substances (PFAS) linked to firefighting foams, with remediation ongoing under federal oversight to mitigate risks to local aquifers and Tanana River ecosystems. Additionally, the airfield contends with heightened bird strike hazards from migratory flocks traversing Alaska's 665,400 square miles, prompting interagency protocols to safeguard aviation safety without disrupting avian populations. These factors highlight Ladd's dual significance as both a testing ground for climate-adaptive technologies and a site requiring vigilant environmental stewardship in a warming Arctic.

Historical Development

Origins and Establishment (1940–1941)

The U.S. Army Air Corps initiated the development of a dedicated cold weather testing facility in to evaluate , equipment, and personnel performance under subzero conditions, driven by strategic concerns over potential warfare amid escalating tensions in following the 1939 outbreak of . This effort was championed by Maj. Gen. Henry H. "Hap" Arnold, Chief of the Army Air Corps, who recognized the deficiencies in existing cold-weather gear exposed during earlier expeditions and advocated for a permanent station to address them systematically. Site selection favored the Fairbanks area for its extreme winter temperatures, reliable subarctic access via the , and proximity to civilian aviation infrastructure at Weeks Field, enabling logistical support without excessive reliance on nascent air routes. Construction accelerated in early 1940 after Congress approved $4 million in funding the prior year, with Major Dale V. Gaffney arriving on April 14 to assume command and oversee major works, including grading for runways and erecting initial barracks and warehouses using local lumber and imported steel. By September 1940, the primary 5,000-foot gravel runway was operational, facilitating the arrival of the first B-17 Flying Fortress for experimental flights in Arctic conditions, while additional troops bolstered the workforce amid challenges like permafrost excavation and seasonal darkness. In December 1940, the installation was officially named Ladd Field in tribute to Major Arthur K. Ladd, an Army Air Corps officer killed in a 1935 training accident in South Carolina, reflecting its evolution from provisional "Fairbanks Air Base" to a formalized military outpost. Into 1941, project handover to the Army Corps of Engineers in enabled completion of Hangar No. 1 and expansion of support facilities, reaching approximately 80% overall progress by mid-year despite labor shortages and material delays from wartime priorities. These developments positioned Ladd Field as the Army Air Corps' primary laboratory, conducting initial tests on engine heaters, de-icing systems, and cold-resistant fabrics that informed broader doctrinal adaptations for high-latitude operations. The site's establishment underscored causal imperatives of in military preparedness, prioritizing empirical validation of equipment durability over untested assumptions about temperate-zone designs.

World War II Operations (1941–1945)

Ladd Field, activated as a U.S. Army Air Corps installation in April 1940, shifted focus during World War II to support Alaska's defense and logistical operations following the Japanese attack on Pearl Harbor in December 1941. By fall 1941, the base housed over 500 troops, with ongoing construction including a permanent hangar completed that year. The Japanese occupation of Attu and Kiska islands in the Aleutians in June 1942 heightened threats to mainland Alaska, prompting Ladd Field to serve as a staging and supply point for the Eleventh Air Force's Aleutian Campaign; personnel and resources were redirected to bolster defenses, while cold weather testing activities were temporarily halted in spring 1942 before resuming. The field's primary wartime role emerged as the western terminus of the and central hub for the Alaska-Siberia (ALSIB) program, formalized in September 1942. Aircraft ferried from , arrived at Ladd Field for final assembly, cold weather modifications to meet Soviet specifications, and handover to Red Air Force pilots, who then flew them across the to for frontline deployment. The first five bombers arrived on September 3, 1942, with initial Soviet pilot training commencing on September 24; by the war's end in September 1945, nearly 8,000 aircraft—including Bell P-39 Airacobras, P-63 Kingcobras, and C-47 transports—had been transferred through the base under oversight starting October 1943. Approximately 300 Soviet personnel operated at Ladd at peak, facing challenges like extreme sub-zero temperatures and ice fog that impaired visibility. Throughout 1941–1945, Ladd Field functioned as an air depot for repairs, testing, and supply distribution, accommodating rapid expansion with around 1,000 additional personnel added in to handle the influx of and troops. Its strategic position in enabled efficient support for both regional defense against potential Japanese incursions—which military leaders warned could overrun the territory swiftly—and the broader Allied effort by expediting warplanes to the Eastern Front. Operations underscored the base's dual utility in environmental adaptation and transcontinental , contributing to U.S. readiness in harsh conditions.

Cold War Era (1946–1960)

Following the conclusion of World War II, Ladd Field transitioned to peacetime operations, emphasizing cold weather testing of aircraft, equipment, and personnel while initiating strategic reconnaissance to counter emerging Soviet threats in the Arctic. The 46th/72nd Reconnaissance Squadron, one of the first strategic reconnaissance units of the Cold War, operated from Ladd Field from 1946 to 1949, employing RB-29 Superfortress aircraft for photographic, electronic, and long-range detection missions, including Project Nanook to assess Soviet capabilities and develop Arctic navigation grids. On March 26, 1948, the facility was redesignated Ladd Air Force Base in alignment with the U.S. Air Force's establishment as an independent service branch, falling under the Alaskan Air Command. Key units included the 10th Tactical Reconnaissance Wing (1947–1949), 5001st Composite Wing, 449th Fighter Interceptor Squadron, and later the 5010th Air Base Wing as host unit from 1954. Air defense roles featured fighter-interceptors like the F-80 Shooting Star and F-94 Starfire, integrated with ground control intercept systems to monitor potential incursions from Soviet airspace. The base sustained the Arctic Aeromedical Laboratory for studies on human physiology in subzero conditions and hosted the 10th Rescue Squadron (1947–1951) for search-and-rescue missions using specialized aircraft. Cold weather evaluations of military hardware continued throughout the era, supporting broader U.S. preparedness for warfare, with personnel numbers peaking at around 5,000 in the . Logistical operations extended to resupplying remote northern sites, including contributions to the 1957 Distant Early Warning (DEW) Line radar network construction. Reconnaissance efforts persisted into the 1950s, focusing on border of Soviet territories from Alaskan vantage points, augmenting national amid escalating tensions. By September 1960, active flying activities at Ladd AFB terminated amid force reductions in Alaskan air defenses, setting the stage for transfer to control the following year.

Transfer to U.S. Army and Post-Transfer Evolution (1961–Present)

On January 1, 1961, the U.S. Department of the transferred Ladd Air Force Base to the U.S. Department of the Army, marking the end of control that had begun in 1947. The Army renamed the overall installation in honor of General Jonathan M. Wainwright IV, the commander who defended the and received the , while designating the airfield as Ladd Army Airfield. This transfer aligned with broader Department of Defense realignments, as the consolidated operations at and the Army sought to enhance ground force mobility in Alaska's environment. Following the transfer, the airfield's mission pivoted from strategic bombing and reconnaissance to supporting ground operations, emphasizing aviation mobility, troop transport, and logistical sustainment in extreme cold. In April 1961, the U.S. (USARAL) Aviation Battalion was activated at the airfield to provide these capabilities, operating UH-1 Iroquois helicopters for troop movements, fire patrols, missile range sweeps, and search-and-rescue missions, alongside UH-21 Shawnee helicopters and OV-1 Mohawk observation aircraft. The post hosted Yukon Command headquarters, including the 1st Battle Group, 9th Infantry Regiment, and the 2nd Missile Battalion, 562nd Artillery, focused on ground defense against potential Soviet incursions. By 1963, the 171st Infantry Brigade was established as the primary combat unit, with aviation assets enabling rapid deployment across 's terrain. During the remainder of the , Ladd Army Airfield supported , , and units conducting training and surveillance, including monitoring Soviet activities along the . In 1968, the U.S. gained access for operations, expanding facilities to 115 acres and 25 buildings by 1975 to accommodate fixed-wing aircraft. The 1960s and 1970s saw expansion, with units testing cold-weather adaptations for helicopters and fixed-wing aircraft to sustain ground forces in subzero conditions. USARAL was discontinued in 1974, but the airfield continued as a hub for brigade-level , including the 172nd Brigade's support elements. In the post-Cold War era, the airfield's role evolved to global while retaining focus. By 1986, units, including those at Ladd, supported worldwide deployments beyond . Today, Ladd Army Airfield serves as the primary hub for U.S. , hosting 49—a brigade-sized unit equipped with CH-47 Chinook heavy-lift helicopters, UH-60 Black Hawk utility helicopters, and formerly OH-58 Kiowa scout helicopters—along with maintenance and medical detachments like the 4th Battalion, 123rd Regiment and the 23rd Intermediate Maintenance Company. Operations include 24-hour flights with prior permission required, night device training in the Tanana Flats and Training Area, and integration with Elmendorf-Richardson for joint exercises. In August 2024, the activated the Command at , consolidating for Alaska-based assets to enhance rapid response in extreme environments. The airfield remains operational for fixed-wing and rotary-wing missions, supporting the installation's 4,500 soldiers and emphasizing cold-weather readiness.

Facilities and Infrastructure

Airfield and Runway Specifications

Ladd Army Airfield, located at in , operates as a military installation supporting U.S. operations, with its primary infrastructure centered on a single east-west oriented designated 7/25. This measures 8,575 feet (2,614 meters) in length and 150 feet (46 meters) in width, constructed with an asphalt surface over a base to accommodate heavy traffic in conditions. The airfield elevation is 449 feet above mean , as surveyed by federal authorities. The runway's weight-bearing capacity is rated for a double-wheel configuration at 38.0 (in thousands of pounds), though this is subject to reductions due to seasonal climate effects such as thawing and freeze-thaw cycles prevalent in , which can impact pavement strength during warmer months. and navigational aids include runway edge lights, threshold lights, and precision approach path indicators, enabling night and instrument operations, though primary control is managed by base operations rather than a dedicated control tower. Adjacent facilities include multiple helipads, such as H1 (50 x 50 feet ) and H7 (50 feet ), supporting rotary-wing integration with fixed-wing activities. Originally constructed during with a 5,000-foot in 1941, extensions using gravel added length by 1943 to handle increased and cold-weather testing demands, evolving into the current paved configuration through post-war upgrades. These specifications enable the airfield to support C-130 Hercules transports and similar tactical airlift aircraft, critical for logistics, though operations are prioritized for military use with restricted civilian access.
Runway DesignationLength (ft/m)Width (ft/m)SurfaceWeight Bearing (Double Wheel)
07/258,575 / 2,614150 / 46Asphalt/Concrete38.0 (seasonal effects apply)

Hangars, Testing, and Support Structures

Hangar No. 1, completed in 1941, served as the primary metal-clad hangar and headquarters for the Cold Weather Testing Detachment at Ladd Field, measuring 327 feet by 271 feet with a central aircraft bay and extensive surrounding concrete and gravel aprons. This permanent structure was the largest in Fairbanks upon completion and supported aircraft maintenance amid arctic conditions. During World War II expansion, additional hangars were constructed, including Hangar No. 2 (Building 3008) between 1943 and 1944, and Birchwood-type wood-frame hangars such as Nos. 5, 6, and 2085 on southern parking aprons for lend-lease aircraft turnover and maintenance. These facilities enabled rapid scaling to handle fighter and bomber transfers to Soviet forces via the Alaska-Siberia route. Testing structures centered on cold-weather evaluation of , engines, , and , with Ladd Field as the U.S. military's initial primary test site from until post-war shifts, including the development of climate-controlled alternatives at in . Support infrastructure included an original complement of nine buildings around a 5,000-foot and apron, plus permanent "horseshoe" arrangements for administrative, engineering, and operational functions east, west, and south of Hangar No. 1. Further construction accommodated expanded roles in air depot operations and training.

Military Operations and Capabilities

Aviation Units and Missions

During World War II, Ladd Field primarily hosted U.S. Army Air Forces units focused on cold weather testing, evaluating 22 aircraft types for arctic performance issues such as engine freezing and control malfunctions in temperatures reaching -50°F, with the Cold Weather Test Detachment overseeing operations involving over 700 personnel by 1945. It also served as the key transfer point for the Lend-Lease program, facilitating the handover of 7,926 aircraft to the Soviet Union via the Alaska-Siberia route starting in September 1942, supported by the Alaskan Air Transport Command for regional logistics and Aleutian campaign aid. Following the 1961 transfer to U.S. Army control, Ladd Army Airfield became a hub for rotary-wing units emphasizing support, with successive deployments of helicopters including the HU-1 Huey for utility transport, UH-21 Shawnee for troop movement, CH-47 Chinook for heavy-lift cargo, OH-58 Kiowa for observation and light attack, and UH-60 Black Hawk for multi-role operations like assault and . Units such as the 242nd Assault Support Helicopter , activated in and later based there, conducted heavy-lift missions with Chinooks to support maneuvers in rugged terrain. The 4th Battalion, 123rd , along with the 23rd Intermediate Maintenance , provided sustainment and operational for division-level mobility. In the , the airfield supports the 11th Airborne Division's assets, including the Arctic Aviation Command established on August 8, 2024, at Ladd, which oversees command, risk management, and training for units like the 1st , 52nd ( Support ) for , , and resupply in subzero conditions, and elements of the 1st , 25th for armed reconnaissance and . These missions prioritize enhancing U.S. Army readiness in extreme cold, enabling rapid deployment and sustainment for arctic warfare scenarios amid heightened great-power competition.

Cold Weather Testing and Arctic Training

Ladd Army Airfield, originally designated Ladd Field, was founded in 1940 as a U.S. Army Air Corps cold weather test station near , to evaluate , equipment, and personnel gear in subzero conditions. Initial operations began on April 14, 1940, when Major Dale Gaffney and a detachment arrived to establish testing protocols for exposed to temperatures reaching -60°F, focusing on reliability in extreme cold to prepare for potential northern theater deployments. Early evaluations targeted components including systems, brakes, propellers, instruments, and de-icing mechanisms, alongside pilot clothing and survival gear, yielding data on issues like engine failures from lubricant solidification and structural icing. Cold weather testing persisted through , with Ladd Field serving as a primary site for acclimation until spring 1942, when priorities shifted toward defense against Japanese threats, though evaluations resumed under specialized units like the 5064th Cold Weather Materiel Testing Squadron, active from approximately 1951 to 1954. These efforts extended into the , informing modifications for equipment durability, such as improved oils and alloys resistant to brittle fracture in prolonged subzero exposure. Complementing testing, the 5001st Survival Training Squadron operated an Survival School at Ladd from around 1953 to 1960, training aircrews in navigation, shelter construction, and foraging techniques tailored to and environments. In contemporary operations, Ladd Army Airfield supports training for U.S. and joint forces, hosting exercises that simulate high-latitude deployments amid renewed focus on great-power competition in the region. The utilizes the airfield for operations, nighttime parachute drops, and airfield seizure drills in winter conditions, as demonstrated during Joint Pacific Multinational Readiness Center (JPMRC) rotations like 23-02 in March-April 2023, which tested multi-domain tactics in -40°F temperatures and low visibility. In August 2024, the Arctic Aviation Command was activated at Ladd to oversee command, control, and specialized training for rotary- and fixed-wing assets in extreme environments, enhancing readiness for contested operations. These activities underscore the airfield's enduring role in validating tactics, techniques, and procedures for sustained mobility and sustainment north of the .

Legacy and Impact

Contributions to U.S. Military Readiness

Ladd Army Airfield has significantly enhanced U.S. readiness through its specialized role in cold weather testing and aviation operations since its establishment in 1940 as a Cold Weather Test Station. The facility tested , equipment, and clothing in temperatures as low as -60°F, ensuring operational reliability in extreme conditions critical for northern deployments. Key evaluations included the Army's first , the YR-4, in 1943, which informed recommendations for cold-climate oils and protective covers to prevent mechanical failures. These tests addressed causal factors like material brittleness and engine icing, directly improving equipment durability and reducing mission risks in subzero environments. During , Ladd served as the northern terminus of the Alaska-Siberia (ALSIB) route, facilitating the transfer of approximately 8,000 aircraft to Soviet forces, thereby bolstering Allied air capabilities against . Postwar, it supported missions including B-29 reconnaissance flights with over 100 polar sorties and 5,000 flight hours by the 46th/72nd Reconnaissance Squadrons from 1946 to 1949, refining grid navigation techniques for high-latitude operations. Additional efforts encompassed construction testing with 26 runway sections and 11 buildings from 1946 to 1954, and Arctic Aeromedical Laboratory studies on survival gear and personnel morale involving 1,000 subjects through 1967, which enhanced sustainment strategies in isolated, frigid theaters. In the contemporary era, following its 1961 transfer to U.S. Army control as part of , Ladd hosts the Arctic Aviation Command, activated in 2024 with headquarters at the airfield and oversight of about 1,200 personnel across units such as the 1-25 Aviation Regiment (attack) and 1-52 General Support Aviation Battalion. This command delivers training, risk management, and mission execution in extreme cold, mountainous, and high-latitude settings, including Combat Training Center rotations at Joint Multinational Pacific Readiness Center-Alaska and exercises like Operation Pathways across the Arctic and U.S. Command area of responsibility. These activities maintain aviation proficiency for peer competition in contested northern domains, ensuring rapid deployability and operational effectiveness where environmental extremes pose primary threats to force projection.

Historic Designation and Preservation

Ladd Field was designated a on February 4, 1985, recognizing its critical role in II-era cold weather testing of , equipment, and clothing from 1939 to 1945. The designation encompasses a multiple-property district including the core permanent buildings of the North Post and the airfield, highlighting contributions such as operations via the Alaska-Siberia route and advancements in arctic warfare capabilities. In addition to the World War II NHL, the Ladd Air Force Base Cold War Historic District was established to preserve structures and sites significant from 1947 to 1961, focusing on air defense, reconnaissance, and continued cold weather research missions. Contributing resources, such as Hangar 1 (Building 1557), constructed in 1941, remain integral to both districts and underscore the airfield's evolution under U.S. Army management at . Preservation efforts are governed by Section 110(f) of the , requiring federal agencies to consider impacts before altering, transferring, or disposing of NHL properties, which has guided decisions amid ongoing operations. The U.S. 's Cultural Resources Management program at implements these mandates through measures like installing interpretive signs at viewing platforms overlooking the historic airfield in 2013, educating personnel and visitors on its legacy while balancing operational needs. Challenges have included debates over demolitions within the NHL boundaries, prompting consultations with state officers to mitigate losses.

References

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