Julie Boatman learned to fly at a private strip in Iowa starting in high school. She holds an airline transport pilot certificate with a commercial glider rating, and is a CFII. Julie’s the editor-in-chief for Flying Media Group, and she learns something new about the art of aviating every time she flies.
WORTH THE READ: JULIE BOATMAN 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 Julie Boatman, the editor-in-chief for Flying Media Group.
A Mountain Mentor: The RAF provides more than just support for our favorite places to fly.
Mountain checkouts ranked among my favorite dual sessions to fly during the years after college that I spent instructing in Colorado out of the Boulder Municipal Airport—then 1V5, now KBDU, a change I find hilarious. We’d fly to Aspen (KASE), Leadville (KLXV), and Steamboat Springs (KSBS), which will always hold a special place in my heart—both for its bountiful slopes and stunningly beautiful summer marathon.
I spent more than a decade based in Colorado, with every flight managing relatively high field elevations and density altitude performance reductions. Not having to lean during the runup still feels a bit strange to me today when flying in the flatlands.
But by and large those airports we’d fly into west of the Continental Divide were all paved—and well used. Though they each had their elements of objective hazard, none—not even Glenwood Springs (KGWS now) with its shortish runway and mostly one-way ops—could qualify as remote or unimproved. Therefore, I treated the transition I would make into the true backcountry with a lot of respect, because I had seen firsthand how insidious those high-country hazards can be, and how quickly the risks multiply with carelessness or neglect.
That’s also why I find the work that the Recreational Aviation Foundation does so valuable. The group reaches far beyond its considerable efforts to retain access and establish and maintain places to land in every state. RAF members serve as counselors and guides to those wishing to explore these marvelous lands from the air—and with minimal impact as compared to land-based transportation, I might add.
My introduction to the types of places RAF protects began in 2005, and though my teachers weren’t all RAF mentors per se, the model they collectively presented lies in the same vein.
In October 2005, I went flying on a mountain course with Lori MacNichol out of McCall, Idaho. After detailed airwork understanding her 180 hp Cessna 172’s specific performance, we headed first to Johnson Creek (3U2). Then she worked us to progressively more challenging terrain and approaches: Soldier Bar (85U), Wilson Bar (C48), and Cabin Creek (I08) in the Frank Church River of No Return Wilderness. I learned immeasurably from each one, taking pieces I could incorporate into my flying, and techniques I still practice to this day.
Flash forward to October 2019, and I found myself in a beginner’s mindset again under the tutelage of Fred Williams on a WomanWise Adventure Week in Cascade, Idaho. He introduced me first to his backcountry version of the Kitfox—an amazing tool—and then worked me into progressively more “interesting” places. The next day I flew with Stacey Budell in her stock Cessna 182, and though Stanley (2U7) and Smiley Creek (U87) were “easy”—save for the bear and cubs passing along the perimeter—the approaches into Idaho City (U98) and Garden Valley (U88) kicked it up a notch. Again, the tools that these sessions with experienced instructors added to my box of tricks and have served me so well, so far.
Two RAF-connected mentors have taught me even more. In October 2020, Steve Taylor not only introduced me to his beautiful bouncing beach ball of a Republic SeaBee, but also to his Cessna “184 a half” in which we plied around the San Juans near Seattle in search of ghosts and glaciers and marionberry pie.
My latest off-airport adventures I shared last August in eastern Washington state with Brad Damm at CubCrafters—to landing sites without names. The time we spent talking and thinking and flying drove home the unique nature of these spaces once more.
The mentorship from these pilots goes beyond the hard skills and techniques you learn. There’s an overall philosophy you absorb through the behaviors they model—the respect for the airplane, the terrain, the land, and the people around you. You might venture out to an RAF-supported strip using the guidance you find on their website, but I encourage you to get to know the teachers within the group from whom you can learn so much.
Submitted on June 26, 2023.
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 former 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
