Scolopax wrote: One thing that I have observed after decades of backcountry and bush operations is that an insidious complacency creeps in when one or more of the risk factors is relatively low.......

Dog is my Copilot wrote: I like everything I have read so far. I figured I would just make a list of bullet points that quickly come to mind. Experience and training is at the top of the list. ......

Great posts, thanks.

Duplicate Post

Perhaps one thing I could add is the use of reference points. While surveying the area from altitude, make mental notes of landmarks for reference especially going into blind strips. A cliff face, a patch of trees, anything easily recognizable where you expect to be at a certain altitude, or configuration. Or a location to be used as a decision point.

Another idea. On a recent checkride the DPE made the comment “some people can fly, some people shouldn’t fly”. Maybe some people shouldn’t fly backcountry.

I’m totally nobody when it comes to giving advice in this area (“so shut up, ya confessed moron” —Ed.) But I’ve done some backcountry flying, East and West, and have a couple of observations. Maybe they can be converted into something the OP is after.

Flying low in the mountains, it’s extremely easy to get disoriented. Even following the gps, the wrong canyon can seem like it’s the right one. Related to that is drainage; it’s a good idea to know which way is downstream at all times.

About training. There’s a school or two in the West that seem to take the Orvis approach to backcountry flying. I suppose that’s fine, but Uncle Fred might be a better fisherman and teacher than anyone at Orvis, and he probably costs a lot less. It isn’t easy to find such people. That leaves a lot of pilots with the choice of paying $10,000 for training or just trying to figure it out. If I have a recommendation to make, it’s to reach out to locals online and ask for recommendations. And it doesn’t even have to be a CFI — just someone with local knowledge. The Idaho Aviation Association has a list of instructors, but I haven’t found it especially helpful. YMMV on that.

There’s a lot to be learned by reading books and (dare I say it) watching YouTube. Videos are especially helpful if you can find someone flying your airplane into places you expect to land. Also, the Fly Idaho! book is worth its weight in gold.

It's always been fascinating to me what I consider to be the misuse of the term "bush flying". I flew in Alaska for almost 30 years, and the majority of my landings/takeoffs were at places other than an airport. I NEVER called myself a "bush pilot", though I've known some of those guys.

Somewhat the same goes for "backcountry flying". I tell pilots the big difference between "backcountry flying" and what most pilots do in airplanes is the lack of "assurances" in the back country. What do I mean by "assurances"? Let's say you're at an airport in Class D airspace.....you can likely assume there's not going to be a big rock on the centerline of the runway.....or an elk. You can assume that the Crunway will be straight, have clear approaches, and markings to assist you in figuring out precisely where the "runway" is. Steep Climb graidients and obstacles are non-existent. You can likewise assume that there will be a safe, obstacle free route to taxi to a safe and relatively secure parking area.l You'll have someone in that ATC facility who'll help keep you separated from other traffic in the area. Those are all "Assurances", if you will, that simply don't exist in the " backcountry".

BUT, in what most folks call the "Backcountry" in the Lower 48, we do have a lot of information on the landing sites, which is not the case in pure off airport operations. We can look up n one of several sources, for example, the location, length, width, and elevation of a particular backcountry airport..... So, we have SOME information or at least its available to us.

In pure off airport ops, the pilot has to determine all that information on site, unless, of course, they've been there before.

In my experience, however, the single biggest issue that often precipitates accidents in the back country or off airport is the pilot lacking the skills to operate his or her airplane consistently within safe parameters required by a particular operating site.

If you can't reliably and consistently land your airplane within a fairly small "box" at the minimum safe speed for the conditions, and you can't safely and reliably maneuver your airplane in a relatively confined area, you have no business even going into the "backcountry".

And, you can and should perfect those skills somewhere that provides all the "assurances" noted above. If those skills are kinda shaky at first, get with a competent CFI in your aircraft type, and polish them a bit....then practice these skills every chance you get, seeking perfection.

Once you've done that, and your proficiency is good and consistent, start working your way into the "backcountry" a bit at a time. Use the sources of information available to inform you as to many of the parameters you're likely to encounter at a particular spot/area/conditions.

Having done all that, believe me, your visits to the backcountry will be far less stressful and much more relaxing.

MTV

If at all possible know the surface conditions where you are intending too landing; on and below. Use whatever technology is available to you, first hand knowledge being the best of all sources. Getting stuck in mud, loon shit, slush or any other such "adhesive" substance will ruin your back country adventure instantly.

Along with all the good advice here, get real comfortable flying low, slow and close. If you are not willing to get a wing tip within a couple of hundred feet of the mountain side or get down low in the drainage you may end up turning way too sharp or diving at the runway and neither of those work out well.

Target fixation is also a thing

In the skydive world they’d say, “you know how you don’t end up in a tree?” “Stop looking at the damn tree”

It could be useful to carry a takeoff calculator. I have one of those T.O.P Comp slide rule calculators in my flight bag, and it actually pretty accurate. Running several scenarios in advance so you're mentally prepared for several different situations is important.

Myself (and likely a few others) would LOVE to know where you got your TOP slide rule. That looks like an incredibly useful tool for any pilot, period. Foreflight's performance calculation tool can only do so much, and is hidden behind a paywall anyway. For folks flying old aircraft with less than detailed performance data, I can see this saving a lot of guesswork.

I tried looking on Sporty's and its no longer listed. A general web search just comes up with regular old E6Bs.

One of the ways people get in trouble is they get set on a place/point and don't have plans for a alternative choices. This all starts days before you fly. So lets look at the plane, I know of several people that don't even carry tie down ropes because they plan on coming back to home airport or "know of some" at destination. All in the name of better performance . My basic load that never leaves the plane unless in an active STOL competition is 45 lbs. Tool bag/tie down ropes/Duckbills/Driver/river/axe/water/stove/bivy sack/sleeping bag/food/shovel/first aid kit/oil/gloves/In Reach/Gun. Always having that in the plane allows me to completely change my plans in case of weather/plane issues/fuel problems, just find a safe place to land and wait our weather or for help to arrive. Without proper tie down gear the urge to protect the 100,000 dollar plane from damage by just getting to a safe hanger/tie down is great. Winds can change quickly and dramatically so always be prepared to adapt. So now we have a safe plane to fly, let's look at your destination. Do not get fixated on one route or destination. Valdez airshow for example. Happens in early May is known too often have less than marginal weather on some routes. It can take 90 min or 5 or more hours depending on how you get there. Go over each route ahead of time so you know what to expect. Most of the hardcore competitors fly in a few days in advance if needed. Just because the fly in starts on Friday nothing says you can't show up early and get good parking on a clear day!! Some years you just drive. We usually try to do one or two fly outs 4-5 days every summer, we block the time in advance and then plan 4 different trips in different directions around the state. The night before we look at what trip/route has the best weather picture and that is how the destination is decided. We carry camping gear and cash so we can hang out of a sandbar or nice lodge/hotel, whatever works for the day. Adjust the return home early or late to account for weather. Flying without proper gear or alternatives is like going into a blind canyon and hoping you make it out ok. Hope is never a good plan for survival.
DENNY

I have been wanting a like button since I joined this forum. I am surprised there isn't one as they are on literally ever other forum I participate in.

However some of us in the BCP community are very happy it's not LIKE every other one.

Mapleflt: +1

I took my first flight lesson in 1987 when I was 17y.o. but only got turned-on to the whole backcountry flying thing after watching Marty fly to his trapline in Alaska on the Mountain Men tv program and then seeing the STOL events at Airventure three years ago...after which I promptly went out and bought my Taylorcraft! Thank the Lord I got the majority of my flight training in San Diego where I developed an early appreciation of the dangers of high DA (high desert) and mountainous terrain. Those early experiences with mountain air streams got my attention once in Palm Springs when departing to the South in an empty 172 at full power and watching the VSI go negative as I neared the mountains...or making a tight turn at cruise speed back towards a high-desert airfield on a 100° day and hearing the stall horn sound at an airspeed of 110mph!

As a pilot new to backcountry flying (such as it is in the civilized wilds of Wisconsin) my top concerns are powerlines, comm frequencies, and those July/August 90% humidity+90° temps+65 horsepower combinations.
The comms issue is always whether to tune to the local airport freq or 122.9. My home airstrip is about 6 miles from the small local airport. At this distance what is the best frequency?
Powerline questions: This issue raises it's head in the winter when the lakes are frozen. Unlike most grass strips around here with one way in and out, frozen lakes have an infinite number of approach possibilities and thus an infinite number of potential hazards. I know the local crop-duster guys usually scope out their fields via car/truck but what does one do when going to a distant backcountry spot for the first time? I know that flying over first is always a best practice, but what are some good tips for locating powerlines from the air? Google maps doesn't always give the best view of powerline hazards.
High DA: First of all, the T.O.P COMP is no longer available from Sporty's. Any good take off performance calculators out there? Even more critical, the Taylorcraft does not have a performance chart so I have been trying to develop one but it is all estimates for the most part. What I really need to do is spray-paint some 100ft interval marks on the grass somewhere and spend a series of days with some different loads and under different conditions to get some kind of performance chart of my own together.
This is a great topic and I look forward to reading more.

Powerlines are EXTREMELY difficult to see. Part of that problem is that most folks look for the lines, but really the primary things that are (sorta) visible are the POLES, not the lines. So, if you're pioneering a landing site (and you should ALWAYS take a really good look at any off airport site you're thinking of landing on), keep a close eye on the area which you plan to use for your approach, as well as the landing zone itself. Look for shadows from poles, or any other indication there are wires in the area.

Flat light in winter is not your friend, by the way. With an overcast in winter, shadows can disappear, which makes it even harder to see hard to see "stuff". So, on cloudy days, spend even more time on your pioneering "look see".....there are going to be things you simply can't see well in those conditions. Frankly, on cloudy days with a uniform snow cover, and with a relatively low sun angle, it may be best to stick to airports......Trust me, I have been bit by flat light, and spent a night out at very cold temps.

Pioneering an LZ is something that needs a lot of attention, and is not something most pilots are used to conducting. Landing on a frozen lake surface is a no joke off airport operation, and deserves your best efforts at exploring the landing surface, as well as the approach/departure corridors. Landing at a backcountry airport also suggests some pre landing reconaissance.Is there a herd of elk/deer on that runway, or in the vicinity? Are there other airplanes working that runway, but not on CTAF? Are there obstacles on the approach or departure? Is this a one way strip? Etc, etc, etc. Now, if this airstrip is down in a deep canyon, and is one way, at least do a fly over if possible at altitude, if for no other reason than to get a better handle on the terrain around. Remember, YOU are the "safety system" at these "Airports". So, be certain to conduct your own due diligence.

MTV

When going to new areas and looking for possible dangers (power lines/towers/tram cables) start first looking for Horses not Zebras. Buy that I mean common things to your area. Most every power line is on a road or has a service road to under it. In trees look for a long straight slash for a power line to run. Ski slopes are going to have lift lines. Old mining trams usually have a pile of dirt on the hillside nearby. Com towers are usually on the top of hills. As you fly practice looking not for the lines but learn to recognize where they live. If you see a really nice place in the middle of nowhere always think power line, tower. We lost a pilot a few years back due to a low tram cable just above the river. The chart only says cables in the area without the location. I had heard about it from the local guys so I always climbed to 100 ft when I went over that area and I don't think I ever saw it, I just stayed a bit higher. So looking at the charts and finding someone with local knowledge is important. As Mike mentioned make sure you have good vis when checking out a new strip!! Mike also mentioned you can do most of your training at your home airport or nearby. Lights are two hundred feet apart. That is a good start. Go to google earth and zoom in on the runway now measure distance between all the paint markings/sock/other lights/exits this will give you zones you can judge your distance from. If you got a bigger runway try to touchdown at the start of the big wide aiming point markings. You can hear the difference between the paint and the tar so you can tell if you landed short or long just by sound. For takeoff use the side lites and any other markings it will get you in the ballpark. Don't train light, full fuel and lots of gear because that is how you are going to be on a long fly out.
DENNY

NineThreeKilo wrote:Target fixation is also a thing

In the skydive world they’d say, “you know how you don’t end up in a tree?” “Stop looking at the damn tree”

This is subtle but shouldn't be ignored - I've gotten bitten with this so many times while operating motorized equipment on trails and such.

Powerlines… always fly over the “poles” as the lines are not higher than the poles.

Power lines: don't just look at the poles. Look at the hardware on the poles. Looked for guy wires. The hardware and guy wires cam help you see wire direction changes. There is a really good course put on by the powerline people in the US. We've had them come up and present at the Candian Aerial Applicators Assosiation convention. I'd recommend it for anyone flying back country or ag. Well worth it IMO.

Everyone,

Thank you very much for the insightful and informative replies to my request.

I was fortunate very early in my flying career to be “adopted” by a former USFS pilot and active airline pilot who both were based at my airport 42U in the early ‘90s. I ended up with Super Cub and flew the heck out of it.

Everything mentioned in the vast experience on this thread was covered at some point as they taught me to fly the backcountry safely. This has been a great reminder of how fortunate I was meeting them 36 years ago. One of them made sure I was comfortable spinning my cub. That experience saved my life one morning deep in a canyon because of my own stupidity. That’s a story for another time.

My goal is to try and pay it forward a bit.

Everything here gives me a very solid basis to work with towards our common goal of increasing backcountry safety. Thank you everyone and please continue to add.

JC