“NOT SMART” VS “STUPID”
Not sure about you, but I likely have been both. As a recent blog post suggested, not smart is a passive act, remedied with learning, experience, and thought; while stupid is active – the result of someone who should have or could have known better, but decided to do something selfish, impulsive, or dangerous anyway.
As an organization we have concluded it is a good thing to lean in on the idea of safety and etiquette in the world of backcountry flying. Since we are in the middle of our busier summer flying season, this subject might be worth a little space.
The RAF has two pretty simple reasons for our attention to the subject.
We want to continue to see you out there in the backcountry with friends and fellow aviators enjoying this special way to see the world.
We want to make sure we do our best to be good stewards so as to attract more people to what we do, and less who want us to go away.
Aviation is unique in that the penalty for being stupid is pretty high. As a friend of mine said, “Airplanes are just not built to crash.” So we need to think about and learn from the not smart things we have done, and not sink to the stupid things we know better than to do.
The RAF has assembled a team of folks, both within the RAF as well as friends associated with the RAF to tell the safety and etiquette story as best we can. We surely don’t know it all, and would like to think of our community as best in class when it comes to willingness to learn.
With that in mind I am going to ask that you help us out. For sure, we want you to get out in the backcountry. After all, the reason we exist is to protect the ability to access and enjoy these special places. So here is what I would like you to do for me. Please leave a comment on this story with your best or favorite tip that pertains to backcountry safety and or etiquette. I am betting we will learn some things from each of you. If we might already know it, well, it won’t hurt to be reminded.
And last but not least, if you see something either not smart or worse yet – stupid…say something. The best way for us to be a better community is to talk to one another. Do your best to be both constructive and positive. No better way to promote safety and etiquette.
Looking forward to seeing you out flying.
– John McKenna, RAF Chairman
Submitted July 15, 2025
Second that!
#goodone
John-
I love the idea of putting together some guidance on backcountry etiquette. My experience is fairly limited in time (4 years) and locations (Brazos River in TX & NW AR). Because of that, I’m more ready to hear what you come up with as opposed to offer my own opinions. What I’d really like to know is what are the acceptable differences between backcountry and normal GA flying specifically in procedures and comms. I really want to overfly the field in backcountry (maybe multiple times) as opposed to a normal pattern entry. I assume that’s ok and wise (neither “not smart” nor “stupid”), but I’d love to hear someone more experienced tell me so. In NW AR, pretty much every field uses 122.9. It’s generally pretty quiet (which I like). I usually just make calls when I’m doing something that could cause a conflict with someone I can’t see (and/or they can’t see me) “departing Richland Creek to the northwest” for example. I assume that reduced comm is acceptable and desired, but again I’m ready to learn a smarter way. Looking forward to what you come up with. Thanks!
Always be aware of prop wash, both start up and when turning to tie down.
Get out and stay a while, even if just 15-20 minutes, when in more sensitive areas (i.e. backcountry strips, small strips in quiet towns, etc.). For areas where we battle folks complaining about the noise we make, strip bagging doesn’t help our mission. If we can separate the noise of coming in from going out a bit, it can help as folks may only be in the area for one or the other. Just an idea.
John, what a diplomatic way to approach this very important topic of safety and etiquette. Thank you for starting this conversation. For the most part, I feel that our back-country culture is well-behaved and considerate. Unfortunately we seem to lose people every year to a back-country aircraft accident or two. As you mentioned, not smart, or in this case, not “back-country smart” can be fatal. However; non smart could be remedied with learning, experience and thought. Specifically back-country flight training, then gaining thoughtful back-country experience by applying what was gleaned from someone else’s experience. It is up to those of us who have experience in the back-country to encourage those interested in exploring this new adventure, to seek mountain flying training. I was a 5000 hour corporate pilot the first time I flew from North Dakota to Johnson Creek in a Maule. When we landed I told my wife that I was not going anywhere until I found someone to tach me how to fly out there. After three days, Dale and auto mechanic from California took me under his wing and showed me the ropes. The following year I got training from Lori in McCall. We simply don’t know what we don’t know without proper instruction. I also learned what was expected from a responsible back -country pilot in terms of etiquette. In short, don’t let pride kill you, seek knowledge. Experience is the best teacher, as long as it is someone else’s experience. -Mark-
Know your numbers. Memorize and practice the speeds, weights and configurations for your aircraft. Then actually practice and measure the distances necessarily to launch and land your plane consistently. Currency and competence based on demonstrated and repeated performance is the foundation for safe flying.
Love this idea!
My tip is to please not say “back country traffic” when on a multi airport frequency! Instead, say the airport name or area you’re over. This helps other pilots in the vicinity immediately know that the information pertains to them. This is especially helpful in the Idaho back country where all the strips use 122.9.
Along with radio calls, less is more! A lot of people are using the frequency, so try your best to be short and sweet if you can so that we don’t clog up the radio.
If you don’t bring chocks and use rocks instead, make sure you move them away so other aircraft don’t roll over them. Grass may grow after you leave and obscure the rocks.
If you’re new to the backcountry, hire an experienced backcountry CFI to go with you in your airplane and make sure you learn good backcountry technique before you try it alone.
Don’t do long runups, especially early in the morning.
NO STRIP BAGGING!!!!!!!!! THIS IS THE #1 REASON WE GET COMPLAINTS!
Don’t fly with a big group of aircraft; each plane with only one person. You multiply the noise. Share your plane with others.
Don’t land and then take off…that’s strip bagging. Land, and stay all day or overnight. Go fishing, hiking, camping, hunting, read a book, gaze at the stars, or just relax.
Always fly on the right side of the canyon (from your perspective), unless wind conditions don’t allow. This leaves you room to turn around and if everyone does that, you’re less likely to hit someone. Every accident is another reason for non-pilots to want the backcountry closed.
Bring an empty trash bag and pick up any trash you see, whether or not it’s yours.
Make sure your fire is DEAD before you leave it, and don’t have a campfire at all if they’re not allowed.
Don’t fly low in the canyons unless you are in the process of taking off or landing. In Idaho, cruise at around 9.500 feet MSL, which will allow you better visibility, be safer in case of engine trouble, and make less noise on the ground.
If there’s an outhouse, bring an extra toilet paper roll or two, and leave it/them for others.
Never operate on muddy runways. You’ll leave ruts which will dry as hard as rock and might cause an accident or incident for someone else. A work party will have to come out and repair the runway.
When you park, don’t crowd the runway! Be sure your plane is far enough away that it won’t get clipped by the wing of an aircraft operating on the runway.
Bring extra food and water in case someone else needs some.
Practice your short and soft field techniques away from the backcountry.
Great advice Crista.
“Better to be down here wishing we were up there than to be up there wishing we were down here.” – My old man, c 1973 or so, eyeing a still distant line of weather that I hadn’t noticed.
Forget how many hours you have and acknowledge that backcountry flying requires a skill set not normally utilized or practiced by pilots. Hours spent in normal flight conditions really don’t count for much in the backcountry environment, anymore than they count in the IFR environment.
Pilots need to really have slow-flight nailed and be able to fly a normal pattern in seemingly-confined spaces like Moose Creek, Johnson Creek, Upper Loon, Bernard, etc..
When pilots view the field from high altitude, then do a protracted descent in the river canyons for their approach, they are out of radio and visual contact with the field for an extended period of time. These pilots end up popping onto the field environment at low altitude, with no knowledge of what any other pilot at the field is doing, and with no viable plan other than to immediately land. It takes very little in the way of terrain to completely block radio signals, and flying in such a way that you only have a brief window of time to view the airstrip before having to land simply isn’t safe.
Most of the canyon-bottom airstrips in Idaho and Utah have plenty of room to fly a normal or slightly modified pattern with any light piston airplane operating at reasonable and safe slow-flight speeds. A pilot who isn’t comfortable maneuvering close to terrain at ten knots above a stall is arguably taking an inordinate risk in using any canyon-bottom strip, regardless of its length. At the very least they pose an increased risk to other aviators.
Dress / pack clothing suitable for the terrain you’re flying over. Don’t want to get caught hiking out of the mountains in shorts and flip flops.
Use the recognized local frequency, typically 122.9 in the backcountry. Even if you think no one is out there, announce your intentions. Please use another freq for chatter.
I have one immutable rule I follow:
If the weaher is bad; I don’t go:
If the weather might be bad; I don’t go.
When flying in canyons or other physically confined circumstances, keep in mind the very significant effect wind has on radius of turn. For a given bank angle the turn radius is proportional to the square of the groundspeed. If you are flying into the wind in a confined environment intending to keep your turn back option open and you are basing that decision on your visual perception of the room required for a 180, degree turn, bear in mind that requirement will increase dramatically as as you turn from upwind to crosswind an even more shockingly as you turn from crosswind to downwind!! If you have a TAS of 60 knots and a 20 knot wind your radius of turn will initially be judged by a 40 knot groundspeed. As the relative wind becomes a tailwind, the radius will be driven by an 80 knot groundspeed. This results in FOUR times the initially perceived room required for the 180!
Crista —
Great note, but this is my favorite:
“Bring an empty trash bag and pick up any trash you see, whether or not it’s yours.”
Agreed and Thanks!!
Don’t assume anything. A few years back I was in the tiedown area at the Big Creek airstrip in Idaho. Did a preflight/runup, then announced on 122.9 I was going to back taxy to the south end. I looked to the north to make sure nobody was landing, everybody “always” lands from the north at Big Creek, especially when the winds favor as it did on that day. Nobody was talking on the radio. I gave my Cub full power, but it hesitated a bit because it was a little uphill. Good thing it did, because just then an Islander goes rumbling by right in front of me, he had landed from the south, with a tailwind. It was very very close to a collision. I didn’t even consider looking to the south, just made a big assumption nobody would land in that direction. He wasn’t talking on the radio, most likely he had left McCall and hadn’t changed frequency off of 122.8. Another wrong assumption. Since then, I have never departed Big Creek without looking to the north and to the south, even if no one is talking on the radio.
1. Remember your propwash and don’t let it blast dirt all over the camp and nearby airplanes. If you have to make a 270 degree turn to do that, then that’s okay.
2. Carry a split radiator hose about 3 inches long plus worm gear clamps in case one of your struts fails. A couple guys pushing down the tail raises the nose, frees the strut and you attach the hose, which acts a as a bumper. Some pilots in Australia just leave it on the nose strut all the time. I used it at Johnson Creek once and again in another location years later.
Don’t forget the basics. Always overfly the landing area, noting winds, runway conditions, etc. Fly as close to a normal pattern as you can, modify the pattern as necessary, but give yourself time to do all the pre landing checks and stabilize the final approach speed. Be prepared to go around if terrain permits. Know and use the slope of the runway to your advantage. Don’t hurry. 12,000 + hours ATP CFI R/H and ASEL
I love the positive advice,
1. leave no trace visiting or camping. Be considerate of others, be willing to help others!
2. Situational awareness of the area/landing zones.
3.How will you get help if stranded or medical emergency? Especially if you are the only one there!
Dead battery, flat tire, etc.
4.Pack a 24/48 hour survival pack of food water, first aid kit.
5. Tell someone where you are going, how long, when you plan to return?
NOT SMART vs STUPID?
NOT SMART: not being cautious and or not accessing the risks of out back flying.
STUPID – Forrest said it best “you can’t fix stupid”! Bad decisions, Hazardous attitudes like “Hold my Beer – Watch this!
Never, ever, be in a hurry. Hurry is the Devil.
And to quote Rick Durden, “Nature is a hanging judge.”