John Sowles flies a Cessna 170, a Champ, and a TaylorCraft. His career was in testing and ensuring water quality in the United States and abroad. He’s a former trustee for The Nature Conservancy and continues to do volunteer work for them. John retired from his scientific profession, but still consults in the Dominican Republic and Kenya.
WORTH THE READ: JOHN SOWLES GUEST EDITORIAL
Our many RAF supporters have such vast and varied experience, and we’re capturing some of their words of wisdom to share with you. This month’s guest editorial is by John Sowles, a longtime pilot and RAF Supporter from Maine.
Bridging the Conservation Divide :
I’m neither the owner or CEO of a major aviation manufacturer nor a 10,000 hour bush pilot. But I do want to share my experience assisting the RAF in opening up a remote airstrip in the North Maine woods. Hopefully, it will help others as we try to save access to a dwindling number of airstrips.
The RAF is remarkable in many ways; it was born of an audacious idea by a bunch of bold risk takers over a coast-to-coast geography, negotiating with government bureaucracies, private property owners and environmental/conservation organizations. Objectively, I’d say they were a bit short of furnishings “upstairs”. But look at what they have accomplished!
My introduction to the RAF began soon after its founding at a dinner with a group of local pilot friends – Steve Williams, Lisa Reese, and Maine Liaison Andy Rowe – where the McKennas explained their vision and goals. At that point in my life, most of my flying had been on floats collecting samples for the State from waterbodies that were difficult to access by truck. I really enjoyed and appreciated getting away to remote areas and relying on nobody but myself. I had never given it a thought that land-based airstrips could provide a similar sense of independence, self-reliance, and peacefulness as the ponds, lakes and rivers I visited. The possibility of a land-based experience intrigued me and I became involved.
Right off the bat, I was afforded a front row seat on a long journey with RAF as we worked to reopen an abandoned airstrip in northern Maine. From the mid ‘60s and into the 80s, Maine’s north woods was hit with a spruce budworm infestation that destroyed hundreds of millions of dollars of wood having widespread negative impact on the economy of Maine. To combat the budworm, International Paper and the Maine Forest Service built a 3,200-ft paved airstrip to handle converted WWII bomber spray planes.
After the budworm infestation passed, Red Pine Airfield was abandoned. Its location adjacent to the St. John River made for a popular camping spot for canoeists and hunters. In 1998, as part of a large land conservation deal, ownership of Red Pine passed to The Nature Conservancy. For liability reasons, the strip was X’ed out. Camping and land-based vehicle access remained.
At that fateful dinner, it leaked out that I happened to be a Trustee of the TNC in Maine. “Could I help?” Soon I found myself in an awkward position between two organizations that on first glance might appear in conflict. At the time, conservation organizations were not especially known for opening access, much less motorized access. But Red Pine had been used for recreation for decades by locals.
When TNC ‘X’ed it out, it left a bitter taste with locals at a time when organizations like TNC were trying to repair community relations. Upon closer look, the RAF and TNC hold a lot in common. Both believe in supporting communities while achieving their mission. In TNC’s case, much of their land is open to commercial harvest, hunting and fishing, thereby supporting local economies. In RAF’s case, RAF provides stewardship value to the property owner. In this way we indirectly serve the non-aviation communities as well. Both organizations are respectful. Both seek ways to collaborate. Both are committed to conserving natural area experience. And both appreciate local community values.
Because TNC looked at the airfield as a potential attractive nuisance and liability, RAF made the case that we could manage that risk while benefiting a wide constituency. And through gentle conversation, I think we changed the balance sheet from negative perceptions of aviation to positive. Helpful in our conversations were the RAF Code of Ethics, data showing the comparable environmental impacts of aircraft vs land-vehicles, enabling TNC staff to access their property more frequently, ensuring a landing area for emergency evacuations in a remote area of the state, as well as for pilots transiting a large tract of unoccupied forest. We also were willing to concede about 700 feet by shortening the runway so that it would not infringe on the river protection corridor.
I’ve always believed that people can’t appreciate places if they are locked out. By being present and maintaining a clean and safe area, Red Pine can continue as a critical low impact asset for pilots and many other recreationalists. I want to acknowledge Andy Rowe, Steve Mason and Bill Sylvester as partners in this journey and Steve Williams and Lisa Reese for that dinner so many years ago. They, along with TNC staff, were a pleasure to work with.
My “take aways” are three:
- What the RAF does and how it does it is its secret to success. It requires a clear vision that provides benefits beyond RAF directly.
- The RAF does it by being supportive and respectful rather than confrontational; listening to and addressing landowner concerns and supplying facts and rational positions, and
- Patience, LOADS of patience and perseverance. Finally, after over 12 years of work, Red Pine reopened in 2021.
In closing, I believe that for all you out there who think you can’t make a difference, think again. We all have something to offer.
Submitted January 23, 2024.
Posted in Guest Editorial, News
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Join the excitement as the RAF continues its momentum Expanding The Map, making these the most exciting years in our history! We encourage you to explore the growing number of destinations where you can share the joys of recreational aviation with family and friends. This time, we’re announcing the reopening of Keg Knoll Airstrip in central Utah, closed years ago by the designation of the Labyrinth Canyon Wilderness Area. Thanks to RAF efforts to gather widespread support from pilots and RAF allies, the BLM has allowed this airstrip to be reopened for public access. RAF Utah Liaison Wendy Lessig has led the effort over the past three years in advocating for the reopening of Keg Knoll airstrip. Various meetings were organized with the BLM to explore whether the airstrip could be reopened as allowed by the Wilderness Act. After the BLM prepared an environmental assessment of the airstrip, they issued a final decision to approve Keg Knoll airstrip for reopening, subject to a set of reasonable conditions that protect the wilderness area. Keg Knoll Airstrip has outstanding recreational value and offers pilots ready access to a true wilderness experience. Visitors can experience dispersed primitive camping next to their airplanes, hiking around Horseshoe Canyon, and stargazing under the dark skies at night. “One thing that makes Keg Knoll airstrip unique is the accessibility of the relatively easy two-mile hike to Colonnade Arch, also known as Five-Hole Arch,” RAF Utah Liaison Wendy Lessig points out. Keg Knoll is now open, with a cooperative work party to further improve the airstrip and install a windsock planned for the fall that will include volunteer pilots and the BLM. Since Keg Knoll airstrip is in a Wilderness area, no motorized or mechanized devices are allowed, so volunteers will be limited to the use of hand tools to perform maintenance. Current reports state the airstrip itself is in good shape, but pilots must be aware that the south 700 feet of the original airstrip is closed, and will be marked with rock X’s. What remains open is 2,000 feet of runway length. “We will need help from all the pilots who visit Keg Knoll airstrip to be good stewards to help protect and preserve the Wilderness environment for this special airstrip,” Lessig said. For more information about Keg Knoll, visit our dedicated web page . Submitted August 15, 2026 By Carmine Mowbray
When a few New Mexico backcountry pilots observed the closure of a backcountry airstrip on public land, they understood the need for a goal-focused group to preserve these valuable recreational destinations — places in the high desert where you could land your own GA aircraft, pitch your tent with panoramic views of ponderosa, piñon pine, and Rocky Mountain juniper, and easily hike into the Gila Wilderness area. New Mexico Liaisons Ron Keller and Larry Filener started the New Mexico Backcountry effort in 2009 and the New Mexico Airstrip Network partnership formed in 2014. “With their vision and a bit of organizing, we got a lot accomplished,” New Mexico Pilots Association current President Joyce Woods says. Their work brought about a historic MOU, formalizing “the collaborative partnership of federal and state agencies, aviation groups, landowners, and other stakeholders to preserve, promote, and enhance New Mexico’s growing inventory of recreational airstrips and related airports.” This document was signed at the USFS Regional Headquarters in Albuquerque in 2016. Thanks to these visionaries, access to choice flying destinations is available to pilots, nearly 20 in number. The RAF has provided grants for improvements at several New Mexico airstrips, and has formal agreements with the Gila National Forest to maintain and improve airstrips within the Forest. Additionally, NM Liaison Ron Keller has put in many hours and weekends organizing RAF and New Mexico Pilot volunteers for work parties. Joyce credits Keller as a “real workhorse", mowing the airstrips and leading work parties. Plan your New Mexico flying adventures, and bring your camping gear and hiking shoes. Lining the trails are 1,500 different plant species like the Wright's silktassel, Apache plume, cliff fendlerbush, mountain snowberry, and manzanita. You can access sites with prehistoric rock art. Spring visitors might hear the sweet song of the warbler during its migratory stop in the Gila. Night brings the darkest skies you’ve ever seen, sparkling with the Milky Way. Enjoy the warmth of a campfire as the desert night cools, and thank those wise and determined pilots who worked to preserve these New Mexico gems among the New Mexico Airstrip Network. Find more about these airstrips using these valuable resources: RAF Airfield Guide New Mexico Pilots Association Submitted August 15, 2026 By Carmine Mowbray
As a career pilot, Thread and Error Management (TEM) has been ingrained in how I fly. I’ve become convinced that Threat and Error Management matters more in backcountry flying than just about anywhere else. Not because the principles are different but because the timeline for decisions is. In “normal flying,” a poor decision often gives you time to recognize it, correct it, and move on. In the backcountry, the chain gets compressed. Threats are closer, mistakes can compound quickly, and options disappear in a hurry. By the time you realize you're behind the airplane, there may not be enough runway, climb performance, or room to recover. That's why TEM isn't about avoiding mistakes. It's about breaking the chain before the situation starts making decisions for you. Most of the threats are familiar. Density altitude. Winds that don't behave as forecast. Narrow strips, rising terrain, soft surfaces, visual illusions, and airplanes that perform a little differently than they did last time. Add a little fatigue, a little confidence from yesterday's success, or an eager passenger, and the margins start shrinking. The interesting part is that accidents rarely begin with one big mistake. They usually begin with a series of small decisions that seem reasonable at the time. "The tailwind isn't that bad." "We'll climb out fine." "The approach will come together." In the aftermath of a near accident or a survived accident, we’ve heard all of these testimonials…sometimes from the voice in our own headset. The best backcountry pilots I've flown with all seem to have one thing in common. They're willing to change the plan early. They don't wait for proof that something is wrong. If the approach isn't shaping up, they leave. If the takeoff isn't developing as expected, they abort. If the conditions don't match what they planned for, they wait or go somewhere else. That's TEM in its simplest form: anticipate the threats, recognize when reality no longer matches the plan, and act while you still have options. One thought has stayed with me over the years: backcountry accidents rarely begin with bold decisions…they begin with delayed decisions. The RAF Safety, Education, and Etiquette team is looking at practical ways to apply TEM in the backcountry, including personal decision gates, arrival and departure briefs, and recognizing the traps that catch even experienced pilots. Let us know by sharing your own tips and ideas in “Comments” below. Until then, ask yourself one question before every approach and every takeoff: If this doesn't work exactly as planned, what's my next move? If you have a good answer, you're probably ahead of the airplane. Submitted August 8, 2026 By Robert Miller, RAF West Virginia Liaison & Safety, Education, and Etiquette Committee member
Irene was born and raised in Los Angeles but eventually found her way to Michigan's Upper Peninsula, where she quickly fell in love with the slower pace of life, the endless outdoor adventures, and the welcoming community. After spending a few years between Mississippi and Los Angeles, she knew Marquette was where she wanted to be and returned to make it home. Travel has always been one of Irene's greatest passions. Her mother once joked that she needed to find a career that could support her expensive travel habit—and she did. As a full-time flight attendant, Irene has had the opportunity to experience incredible places and cultures around the world. About five years into her airline career, a pilot casually suggested, "You should be a pilot!" Just one week later, Irene took her first flight lesson and discovered a passion for flying she never knew she had, and hasn’t looked back since. In addition to working as a full-time flight attendant, Irene is a Certified Flight Instructor (CFII/MEI) who is passionate about helping aspiring pilots achieve their aviation goals while developing the skills and confidence to become safe aviators. She is also preparing to begin her second year as a part-time high school Career and Technical Education (CTE) aviation teacher, where she enjoys introducing students to the various opportunities aviation has to offer. When she is not in the air, Irene enjoys spending time with family and friends, cheering on motocross/supercross races, and now volunteering with the RAF. Irene looks forward to contributing to the mission of supporting recreational aviation for future generations and cannot wait to meet the members, volunteers, and aviation enthusiasts who make this community so special. Submitted on August 11, 2026
Any of you ever tried to deal with an issue where all you wanted was to simply talk to a real person for help? Sure you have, and each of us likely has our own methods to break through the automation to a real person. To quickly bypass customer service robots, I try trigger words like "Agent" or "Supervisor" and keep my answers short. Don’t over-explain your issue. If the bot persists, you can use “nuclear" phrases like "Cancel my service,” or just repeat gibberish until the system hopefully defaults to a human. But you won’t need these tricks if you reach out to the RAF. When the RAF looks over our nearly 25-year shoulder, what we see is direct involvement by an army of people. It is people who show up at public hearings, people who have dug the holes for pilot shelter foundations, fence posts, and yes, outhouses. It is people who show up at Oshkosh to share our message and celebrate all that we have accomplished, and it is people who make you feel like you have made the right call to be an RAF volunteer or supporter. It’s not to say that automation and AI are tools to be discarded, but they are not tools that the RAF has found effective for doing the people-facing work that we do. Work that is opening a bunch of new places to go, taking care of the ones that exist, and working on issues that we see that could affect our backcountry community. In a funny little way, the more the world automates, the better the playing field is for the RAF, because we are pretty good at the human connection part. That feeling when one human being really hears what the other is saying. Thank you for helping us be a trusted member of this community. Not easy to do, but we mean it when we say, “We care.” - John McKenna, RAF Chairman Submitted August 10, 2026
