The Complete Backcountry Flying Guide

By Renzo, CPL · Updated March 2026

Backcountry flying is the purest form of aviation — landing on grass strips carved into mountain valleys, camping beside your airplane under a canopy of stars, and accessing wilderness that no road can reach. This guide covers everything you need to get started: STOL techniques, the best bush planes, legendary backcountry airstrips, aircraft modifications, training programs, emergency preparedness, and the legal framework for off-airport operations.

Last updated: March 2026 · Covers Idaho, Alaska, Montana & beyond

2,600+

Backcountry Strips in US

180 ft

Carbon Cub Takeoff Roll

$80K

Entry Cost (Used Super Cub)

Famous Strips Profiled

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What Is Backcountry Flying?

Backcountry flying — also called bush flying — is the practice of operating small aircraft into remote, unimproved airstrips that are inaccessible by road. These strips may be grass, gravel, sand, or even river bars, and they are typically short (1,000-3,000 feet), narrow, and surrounded by terrain.

The roots of backcountry flying trace to the 1920s and 1930s when bush pilots in Alaska, Canada, and the Idaho wilderness opened up remote areas for mining, trapping, mail delivery, and exploration. Today, backcountry flying is both a practical transportation method for remote communities and a recreational pursuit for pilots who want to experience flying at its most adventurous.

Unlike airport-to-airport flying, backcountry operations demand skills that go far beyond the private pilot checkride: precision short-field technique, mountain weather interpretation, terrain reading, survival preparedness, and sound aeronautical decision-making. The margin for error is smaller, but the rewards — pristine wilderness, solitude, and the satisfaction of true stick-and-rudder flying — are unmatched.

The backcountry flying community is concentrated in the Idaho Frank Church Wilderness, Montana's Bob Marshall Wilderness, Alaska, and parts of the Pacific Northwest. However, backcountry airstrips exist in every western state and increasingly in the Southeast and Northeast thanks to the Recreational Aviation Foundation's preservation efforts.

STOL Techniques: Short-Field Takeoff & Landing

STOL (Short Takeoff and Landing) technique is the foundation of backcountry flying. The POH numbers for short-field performance assume a hard, level, dry runway — conditions you will rarely find in the backcountry. Mastering these techniques can mean the difference between a safe departure and running off the end.

Short-Field Takeoff Technique

1. Pre-Position

Use every inch of available runway. Back-taxi to the very end. On a dirt or grass strip, position your main wheels as far back as possible without the tailwheel going off the surface.

2. Hold Brakes, Full Power

Lock the brakes, apply full power, and let the engine stabilize. Check RPM, oil pressure, and fuel flow. On a taildragger, the tail will try to lift — hold it until you release brakes.

3. Accelerate — Flaps as Specified

Use the POH-recommended flap setting (usually 10-20 degrees). On soft or rough surfaces, hold the nose/tail wheel off the ground as early as possible to reduce drag.

4. Rotate at Minimum Speed

Lift off at Vx or below (some bush pilots lift off below Vx and accelerate in ground effect). The goal is to leave the ground in the shortest distance possible while maintaining control.

5. Climb at Vx

Once airborne, climb at best-angle speed (Vx) to clear obstacles. Transition to Vy once obstacles are cleared. In a canyon, you may need to immediately start a turn — plan this before takeoff.

6. Obstacle Clearance

Know the obstacle environment before you start the takeoff roll. Trees, terrain, wires. If you cannot clear them, do not attempt the takeoff. Abort criteria should be set before brake release.

Short-Field Landing Technique

1. Fly the Reconnaissance Pass

Before committing to landing, overfly the strip at 500 ft AGL to check for obstructions, animals, wind indicators, surface condition, and slope. Note the approach and departure paths.

2. Stabilized Approach — Low and Slow

Fly the approach at 1.2 Vs0 or less (bush pilots often fly 1.1 Vs0 in calm conditions). Full flaps. Aim for a steep approach angle to clear obstacles and minimize float. Power controls descent rate.

3. Aim for the Threshold

Touch down on the numbers (or as close to the start of usable runway as possible). Every foot of float is a foot less of stopping distance. In a taildragger, a wheel landing or full-stall landing depends on conditions.

4. Aggressive Braking

Apply brakes firmly immediately after touchdown. On grass or gravel, maximum braking is less effective than on pavement — plan for longer stopping distances. Some pilots use reverse-thrust technique (throttle up with tail on the ground) in taildraggers.

5. Commit or Go Around

Set a go-around point before the approach. If you are not on speed, on glidepath, and stabilized by that point, go around. A go-around at a backcountry strip may require an immediate terrain-avoidance turn — brief it before the approach.

Important Safety Note

Never attempt a backcountry strip for the first time without either prior experience at comparable strips or a qualified backcountry instructor in the right seat. Start with longer, wider, well-maintained strips (like Johnson Creek) and work your way up to shorter, more challenging locations.

Best Backcountry Aircraft

The ideal backcountry airplane is light, powerful, and built to handle abuse. Most are tandem-seat taildraggers with high wings, large tires, and robust landing gear. Here are the top aircraft for backcountry operations, from classic bush planes to modern STOL machines.

Aircraft	Engine	Takeoff	Price Range
Piper PA-18 Super Cub 2 seats · 560 lbs useful load	150 hp Lycoming O-320	200 ft (modified)	$80K - $200K
Aviat Husky A-1C 2 seats · 680 lbs useful load	200 hp Lycoming IO-360	350 ft	$250K - $340K (new)
CubCrafters Carbon Cub EX-3 2 seats · 720 lbs useful load	186 hp CC393i	180 ft	$285K - $350K
CubCrafters XCub 2 seats · 830 lbs useful load	215 hp CC393i	225 ft	$350K - $425K
Maule M-7-235 4 seats · 950 lbs useful load	235 hp Lycoming IO-540	400 ft	$180K - $350K
Zenith STOL CH 701 2 seats · 500 lbs useful load	100 hp Rotax 912	150 ft	$40K - $70K (kit)
Zenith STOL CH 750 2 seats · 580 lbs useful load	120 hp Jabiru / ULS	175 ft	$55K - $90K (kit)
Quest Kodiak 100 10 seats · 3,530 lbs useful load	750 shp PT6A-34	934 ft	$2.0M - $2.5M (new)
de Havilland DHC-2 Beaver 6 seats · 2,100 lbs useful load	450 hp P&W R-985	650 ft	$300K - $700K
American Legend Cub 2 seats · 550 lbs useful load	115 hp Lycoming O-233	250 ft	$140K - $200K

Piper PA-18 Super Cub

The original bush plane. Legendary short-field performance, tandem seating, massive aftermarket. Thousands flying in Alaska and Idaho.

150 hp Lycoming O-320 · 105 kts cruise · 560 lbs useful load · 200 ft (modified) takeoff roll

Aviat Husky A-1C

Modern Super Cub replacement. More power, better payload, excellent visibility. Factory-built quality with bush flying DNA.

200 hp Lycoming IO-360 · 120 kts cruise · 680 lbs useful load · 350 ft takeoff roll

CubCrafters Carbon Cub EX-3

Carbon fiber STOL monster. Best power-to-weight ratio in class. Climbs like a rocket. The gold standard for modern backcountry flying.

186 hp CC393i · 117 kts cruise · 720 lbs useful load · 180 ft takeoff roll

CubCrafters XCub

The expedition Super Cub. More speed, more payload, Garmin G3X avionics. Excellent for long cross-countries to remote strips.

215 hp CC393i · 130 kts cruise · 830 lbs useful load · 225 ft takeoff roll

Maule M-7-235

Four-seat bush plane with serious payload. Tri-gear or tailwheel. One of the few affordable 4-seaters that can handle rough strips.

235 hp Lycoming IO-540 · 130 kts cruise · 950 lbs useful load · 400 ft takeoff roll

Zenith STOL CH 701

Budget STOL champion. Full-span leading-edge slats and flaperons give incredible slow-flight capability. Kit-built homebuilt.

100 hp Rotax 912 · 80 kts cruise · 500 lbs useful load · 150 ft takeoff roll

Zenith STOL CH 750

Bigger brother to the 701. Light Sport eligible. Leading-edge slats, cruise flaps, and flaperon system for jaw-dropping STOL performance.

120 hp Jabiru / ULS · 95 kts cruise · 580 lbs useful load · 175 ft takeoff roll

Quest Kodiak 100

Turboprop workhorse. Hauls massive loads into 1,000 ft strips. Used by missionaries, bush operators, and Alaska charter companies worldwide.

750 shp PT6A-34 · 174 kts cruise · 3,530 lbs useful load · 934 ft takeoff roll

de Havilland DHC-2 Beaver

The iconic bush plane. Floats, wheels, or skis. Enormous payload for its size. Values keep climbing. The King of the Alaskan Bush.

450 hp P&W R-985 · 115 kts cruise · 2,100 lbs useful load · 650 ft takeoff roll

American Legend Cub

Factory-built Cub with modern construction. Lighter, stronger, and better-performing than vintage Cubs. Light Sport eligible.

115 hp Lycoming O-233 · 100 kts cruise · 550 lbs useful load · 250 ft takeoff roll

Backcountry Aircraft Modifications

You do not need a purpose-built bush plane to fly backcountry. Many pilots modify existing aircraft — Cessna 180/185s, Piper Super Cubs, and even 172s — with aftermarket STOL kits, bush tires, and cargo pods. Here are the most common and effective modifications.

Bush Tires (Alaskan Bushwheels / Airframes Alaska)

$2,500 - $6,000

Larger diameter (26-35 in) low-pressure tires absorb rocks, ruts, and soft ground. Essential for rough strips. The single most impactful backcountry mod.

STOL Kit (Horton / Sierra / Sportsman)

$3,000 - $10,000

Leading-edge cuffs, stall fences, and gap seals reduce stall speed 5-10 kts and improve aileron authority at low speeds. Drop-in upgrade for most Cessnas and Pipers.

Vortex Generators

$500 - $2,500

Small aluminum fins on the wing upper surface delay flow separation. Reduces stall speed 3-7 kts. Improves low-speed aileron effectiveness. Easy to install.

Extended / Drooped Wingtips

$1,500 - $4,000

Reduce induced drag and improve climb rate. Some designs add effective span. Helps at high density altitudes where every foot of climb matters.

Cargo Pods (Wipaire / Bushmaster)

$3,000 - $8,000

External belly-mounted storage pods for camping gear, fishing rods, and supplies. Keeps the cabin free for passengers. Adds 100-200 lbs of external capacity.

Engine Upgrade / STC

$15,000 - $50,000+

Higher horsepower engine swap (e.g., O-320 to O-360). More power means shorter takeoff rolls and better climb at altitude. Expensive but transformative.

Tail Wheel / Skis

$2,000 - $8,000

Tailwheel conversion (for tricycle aircraft) or ski installation for winter operations. Tailwheel = better prop clearance on rough terrain.

Heavy-Duty Gear Legs / Bungees

$1,500 - $4,000

Upgraded spring-steel or bungee gear legs absorb harder landings on rough terrain. Stock gear legs can crack on repeated rough-strip operations.

All modifications require an STC (Supplemental Type Certificate) or field approval for certified aircraft. Kit-built / experimental aircraft have more flexibility. Always verify with your A&P mechanic and insurance company.

Famous Backcountry Airstrips

These are the bucket-list backcountry strips that every bush pilot dreams about. From Idaho's Frank Church Wilderness to Alaska's gravel bars, these strips range from beginner-friendly to expert-only. Always check current conditions, NOTAMs, and strip-specific advisories before flying.

Airstrip	State	Elevation	Length
Johnson Creek (3U2) Grass/gravel	Idaho	4,960 ft	3,400 ft
Sulphur Creek Ranch (ID85) Grass	Idaho	4,756 ft	1,900 ft
Thomas Creek (ID25) Grass	Idaho	5,200 ft	2,100 ft
Cabin Creek (U70) Grass/gravel	Idaho	5,780 ft	2,700 ft
Cavanaugh Bay (66S) Turf	Idaho	2,604 ft	2,525 ft
Ryan Field (2MT1) Gravel	Montana	5,780 ft	3,500 ft
Schafer Meadows (8U2) Grass	Montana	4,100 ft	2,600 ft
Big Creek (U60) Grass/gravel	Idaho	5,740 ft	3,800 ft
Valdez Pioneer Field (PAVD) Paved	Alaska	118 ft	6,500 ft
Cub Strip (AK private) Gravel bar	Alaska	~400 ft	~500 ft
McCarthy (15Z) Gravel	Alaska	1,531 ft	3,500 ft
Kantishna (5Z5) Gravel	Alaska	1,575 ft	1,850 ft

Johnson Creek (3U2)

Idaho · 4,960 ft · 3,400 ft

Gateway to the Frank Church Wilderness. Well-maintained by USFS. Camping, fishing, hot springs nearby. Idaho backcountry flying starts here.

Sulphur Creek Ranch (ID85)

Idaho · 4,756 ft · 1,900 ft

Working guest ranch in the Frank Church Wilderness. One-way strip (land uphill, depart downhill). Requires canyon approach skills.

Thomas Creek (ID25)

Idaho · 5,200 ft · 2,100 ft

Beautiful Middle Fork Salmon River strip. Camping and fishing. Tight canyon approach from the south requires experience.

Cabin Creek (U70)

Idaho · 5,780 ft · 2,700 ft

High-altitude strip with stunning mountain scenery. Great camping and trailheads. Density altitude is a factor in summer.

Cavanaugh Bay (66S)

Idaho · 2,604 ft · 2,525 ft

On Priest Lake in northern Idaho. Lakeside camping and kayaking. Beautiful approach over the lake. RAF-improved.

Ryan Field (2MT1)

Montana · 5,780 ft · 3,500 ft

In the Bob Marshall Wilderness. RAF flagship airstrip. Pristine camping, fly fishing, and wilderness access. Bear country.

Schafer Meadows (8U2)

Montana · 4,100 ft · 2,600 ft

USFS ranger station in the Great Bear Wilderness. Remote and stunning. Backcountry camping with vault toilets and fire rings.

Big Creek (U60)

Idaho · 5,740 ft · 3,800 ft

USFS Lodge and camping. Longer runway makes it more forgiving. Hot springs, fishing, and beautiful mountain scenery.

Valdez Pioneer Field (PAVD)

Alaska · 118 ft · 6,500 ft

Gateway to Prince William Sound. Home of the Valdez Fly-In. Not backcountry itself but the staging point for Alaska bush flying adventures.

Cub Strip (AK private)

Alaska · ~400 ft · ~500 ft

Hundreds of unnamed gravel bars along Alaska rivers serve as landing strips. River bar landings are a core bush flying skill.

McCarthy (15Z)

Alaska · 1,531 ft · 3,500 ft

Gateway to Wrangell-St. Elias National Park. Mountain scenery on every approach. The Alaska bush flying experience distilled.

Kantishna (5Z5)

Alaska · 1,575 ft · 1,850 ft

Deep inside Denali National Park. Views of Denali on clear days. Restricted access — primarily for lodge operations.

Weather & Terrain Considerations

Mountain weather is the most unpredictable and dangerous element of backcountry flying. Understanding terrain-induced weather phenomena is as important as stick-and-rudder skill.

Density Altitude

High elevation + hot temperatures dramatically reduce engine power and wing performance. A strip at 6,000 ft MSL on a 90 F day has a density altitude of ~9,500 ft. Your takeoff roll can double or triple compared to sea level. Always calculate DA before departure — a Koch Chart or Rotate's density altitude calculator can save your life.

Mountain Waves & Rotors

Strong winds flowing over mountain ridges create mountain waves — invisible oscillations that can produce severe turbulence, extreme up/downdrafts, and rotor clouds. If the winds aloft at ridge level exceed 25 kts perpendicular to the ridge, stay on the ground. Lenticular clouds are the visible signature of mountain waves.

Canyon Winds & Funneling

Wind accelerates through narrow canyons (Venturi effect). A 15-knot wind at the canyon mouth can become 30+ knots at a narrow point. Turbulence, wind shear, and crosswinds are amplified. Fly canyons in the morning before thermal activity develops. Always have an escape route planned.

Afternoon Thunderstorms

In summer, thermal heating produces afternoon thunderstorms in mountain areas with remarkable consistency. Plan to be on the ground by early afternoon (1-2 PM local). Morning flights are almost always smoother, clearer, and safer. Watch for building cumulus as early as 10 AM.

Downdrafts & Lee-Side Turbulence

The downwind (lee) side of ridges and mountains produces downdrafts that can exceed your aircraft's climb rate. Always cross ridges at 45 degrees (so you can turn away quickly) and with at least 1,000 ft of clearance. If you encounter a downdraft, turn away from the ridge immediately — do not try to out-climb it.

Valley Fog & Low Ceilings

Cold mountain valleys trap moisture overnight, producing fog and low ceilings that may not burn off until midday — or at all. If you are camping at a backcountry strip and wake up to fog, wait. Do not attempt a departure in marginal conditions. Have enough supplies to wait an extra day.

Need to brush up on weather theory? Try our density altitude calculator →

Backcountry Flying Training Programs

Backcountry skills are not taught in standard flight training. Dedicated mountain/canyon flying courses are the safest and fastest way to build competence. Most programs use the instructor's backcountry aircraft and fly to actual backcountry strips during training.

McCall Mountain / Canyon Flying (KMYL)

$2,500 - $5,000

McCall, Idaho · 2-5 days

The gold standard. Fly Idaho backcountry strips with experienced mountain pilots. Learn canyon turns, ridge crossings, weather reading, and short-field ops.

Valdez Fly-In / STOL Training

$1,500 - $3,500 + travel

Valdez, Alaska · 3-5 days (annual event in May)

Legendary STOL competition + training clinics. Watch bush pilots land in under 100 feet. Side-by-side instruction available.

Sabre Flight (Backcountry Course)

$2,800 - $4,500

Challis, Idaho · 3 days

Focused backcountry skills. Land at 6 or more Idaho airstrips. Strong emphasis on go/no-go decision making and weather assessment.

Alaska Bush Float Plane Service

$3,000 - $8,000

Various, Alaska · 2-7 days

Learn float plane and bush flying techniques in Alaska. River bar landings, off-airport ops, glacier approaches. The real deal.

Cub Crafters Factory Training

Often included with purchase

Yakima, Washington · 2-3 days

Factory transition training for Carbon Cub and XCub owners. Learn the aircraft limits, STOL technique, and maintenance tips.

High Timber Aviation

$2,000 - $4,500

Joseph, Oregon · 2-5 days

Mountain and backcountry training in the Wallowa Mountains. Canyon flying, ridge crossings, backcountry strip operations in rugged terrain.

Emergency Preparedness & Survival Gear

Backcountry strips are often hours from the nearest road and beyond cell service. If something goes wrong — mechanical failure, weather stranding, injury — you need to be self-sufficient until rescue arrives. Carry survival gear on every backcountry flight, not just overnight trips.

Essential Gear	Why It Matters
Personal Locator Beacon (PLB)	Satellite-based rescue signal. ACR ResQLink or Garmin inReach. Non-negotiable for backcountry ops.
Satellite Communicator	Garmin inReach Mini or SPOT. Two-way messaging when there is no cell service. Track sharing for SAR.
Fire Starting Kit	Waterproof matches, ferrocerium rod, tinder. Hypothermia is the #1 killer in backcountry survival situations.
Emergency Shelter / Space Blanket	SOL Escape Bivvy or lightweight tarp. Protection from wind and rain while awaiting rescue.
Water Purification	Sawyer Squeeze or purification tablets. Most backcountry strips are near rivers and streams.
First Aid Kit	Trauma-focused: tourniquet, chest seals, pressure bandages. Standard kits are not enough for backcountry injuries.
Survival Food (72-hour)	Calorie-dense bars, freeze-dried meals. Enough for 3 days minimum. Pack it every flight, not just overnights.
Multi-Tool / Fixed Blade Knife	Leatherman Signal or similar. Cutting, prying, fire starting. Endless uses in a survival scenario.
Signaling Mirror & Whistle	Low-tech but effective. A signal mirror can be seen 50+ miles away in sunlight. Whistle carries further than voice.
Bear Spray (Idaho/Montana/Alaska)	10+ oz canister, EPA-registered. Holster on belt when outside the aircraft. Grizzly encounters are real.

Recommended Gear (Amazon)

Aviation Survival Kit →

Pre-packed kits with fire starting, shelter, signaling, and first aid. Fits under a bush plane seat.

Aircraft Tiedowns & Stakes →

Backcountry strips have no tiedown points. Bring your own stakes, ropes, and sand anchors.

Ultralight Sleeping Bag →

Compact, packable sleeping bag rated to 20 F. Essential for overnight backcountry camping trips.

Backcountry Flying Books →

Fly Idaho!, Mountain Flying Bible, and other essential reading for backcountry pilots.

Garmin inReach Mini 2 →

Satellite communicator with SOS, two-way messaging, and GPS tracking. The #1 backcountry safety device.

Bear Spray with Holster →

Counter Assault or UDAP. 10+ oz, EPA-registered. Mandatory in grizzly country (Idaho, Montana, Alaska).

Lightweight Camping Hammock →

ENO or similar. Weighs under 1 lb, packs small. Sleep elevated away from ground moisture and critters.

Portable Water Filter →

Sawyer Squeeze or LifeStraw. Filter water from streams and rivers near backcountry strips.

The Recreational Aviation Foundation (RAF)

The Recreational Aviation Foundation (RAF) is the most important organization in backcountry aviation. Founded in 2003, the RAF works to preserve, maintain, and create backcountry airstrips on public lands throughout the United States.

Without the RAF, many of the strips listed in this guide would have been closed, overgrown, or decommissioned by land management agencies that do not understand their value. The RAF has successfully reopened dozens of airstrips, installed pilot shelters and camping facilities, and built relationships with the USFS, BLM, and state agencies that ensure continued aviation access to public land.

Airstrip Maintenance

RAF volunteers maintain over 100 airstrips on public land — mowing grass, clearing brush, repairing windsocks, and installing drainage to keep strips usable.

Airfield Guide & Database

The RAF Airfield Guide (airfield.guide) is the most comprehensive database of backcountry airstrips in the US. Current conditions, photos, and pilot reports.

Advocacy & Policy

The RAF works with Congress, federal agencies, and state governments to protect aviation access to public lands. They have fought off airstrip closures nationwide.

Pilot Shelters

RAF-built shelters at remote airstrips provide emergency protection from weather. Simple structures that can be lifesavers when weather moves in unexpectedly.

RAF membership is $35 per year. Every backcountry pilot should be a member. Your dues directly support airstrip maintenance, advocacy, and the preservation of recreational aviation access to America's public lands. Visit theraf.org to join.

Backcountry Camping by Airplane

Fly-in camping is one of the greatest rewards of backcountry flying. Landing at a remote mountain strip, setting up camp beside your airplane, and falling asleep to the sound of a river — it does not get better than this.

Pack Light, Pack Smart

Weight is your enemy at high-altitude strips. Use ultralight backpacking gear. A 2-person tent, sleeping bag, pad, stove, and 2 days of food should weigh under 15 lbs total. Cargo pods help free up cabin space.

Tie Down Your Aircraft

Backcountry strips have no fixed tiedowns. Bring your own stakes (18-inch screw-in stakes work well in most soil) and nylon ropes. Mountain winds can pick up suddenly overnight. A loose airplane is a destroyed airplane.

Bear Country Protocol

In Idaho, Montana, and Alaska, you are in grizzly bear habitat. Hang food 100+ feet from camp and your aircraft. Cook away from your sleeping area. Carry bear spray and know how to use it. Never store food in the airplane overnight.

Leave No Trace

Pack out everything you pack in. Use existing fire rings where available. Do not cut live trees. Bury human waste 6+ inches deep, 200+ feet from water. The continued availability of these strips depends on pilots being responsible stewards.

Weather Contingency

Always carry enough food, water, and fuel to stay an extra day (or two). Mountain weather can pin you down with low clouds, fog, or thunderstorms. A PLB or satellite communicator lets you alert others if you are delayed.

Water Sources

Most backcountry strips are near rivers or streams. Bring a water filter (Sawyer Squeeze is the gold standard). Do not drink unfiltered water — giardia is common in mountain streams. Carry 2L minimum from your departure point.

Legality of Off-Airport Landings

One of the most common questions about backcountry flying is: "Can I legally land off-airport?" The answer is nuanced and depends on who manages the land.

FAA Regulations

The FAA does not prohibit off-airport landings. FAR 91.119 (minimum safe altitudes) and 91.13 (careless/reckless operation) apply, but there is no specific rule against landing off-airport. The pilot is responsible for ensuring the landing area is safe.

BLM Land

Generally allows aircraft landings unless a specific area is restricted. Some Wilderness Study Areas (WSAs) prohibit motorized access including aircraft. Check with the local BLM office.

National Forest (USFS)

Generally allows aircraft landings on designated airstrips. Off-strip landings in Wilderness Areas may be permitted (the Frank Church Wilderness allows landing at designated strips). Check with the local Ranger District.

National Parks (NPS)

Generally PROHIBITS off-airport landings. Only a few parks allow aircraft operations at designated strips (Denali, Lake Clark, Wrangell-St. Elias in Alaska). 36 CFR 2.17 governs aircraft in National Parks.

State Land

Varies by state. Alaska has the most permissive rules — landing on state land is generally allowed. Idaho, Montana, and most western states allow landings on state land unless specifically restricted.

Private Land

Landing on private land requires the landowner's permission. Trespassing laws apply. Many private ranch strips in Idaho and Montana welcome pilots by prior arrangement or through organizations like the Idaho Aviation Association.

Bottom Line

When in doubt, stick to designated backcountry airstrips listed in the RAF Airfield Guide, FAA Chart Supplement, or ForeFlight. These strips have established legal access and are maintained for aviation use. Off-strip landings on public land are a gray area that varies by jurisdiction — do your homework before landing somewhere new.

Getting Started: Your Backcountry Flying Checklist

Ready to start flying backcountry? Follow this progression from zero backcountry experience to confident bush pilot.

1. Get Your Tailwheel Endorsement

Most backcountry aircraft are taildraggers. Budget 8-15 hours and $2,000-$4,000. This is the gateway skill. Find a tailwheel instructor at your local airport.

2. Take a Mountain / Canyon Flying Course

McCall Mountain/Canyon Flying in Idaho is the gold standard. 2-5 days, $2,500-$5,000. You will fly to actual backcountry strips with an experienced mountain pilot. This training is invaluable.

3. Join the RAF

Membership is $35/year and directly supports the airstrips you will be using. Access the Airfield Guide, connect with the backcountry community, and support advocacy efforts.

4. Start with Easy Strips

Johnson Creek (3U2) in Idaho is the classic starter strip — long, wide, well-maintained, with camping and amenities. Big Creek (U60) and Cavanaugh Bay (66S) are also excellent first backcountry destinations.

5. Build Up Gradually

Progress from long grass strips to shorter strips, higher elevations, and more challenging approaches. Never fly a strip that exceeds your skill level. There is no shame in flying a reconnaissance pass and deciding to go elsewhere.

6. Get the Right Aircraft (or Rent)

You do not need to own a bush plane to fly backcountry. Some mountain flying schools rent aircraft for post-course trips. Flying clubs with Cessna 180/185s or Super Cubs exist near backcountry areas. When you are ready to buy, start with a used Super Cub or Maule.

7. Carry Survival Gear — Every Flight

PLB, fire starting, shelter, water purification, food, first aid, bear spray. Make a backcountry survival kit and keep it in the airplane permanently. Check and refresh it annually.

8. Never Stop Learning

Read the Mountain Flying Bible by Sparky Imeson. Watch backcountry flying channels (Trent Palmer, Flying Cowboys). Attend the Valdez Fly-In. Join local backcountry pilot groups. The learning never stops.

Frequently Asked Questions

Do I need a special license or endorsement for backcountry flying?

No special certificate is required by the FAA. Any private pilot can legally fly to backcountry airstrips. However, a tailwheel endorsement (required for most bush planes) and mountain flying training are strongly recommended. Many insurance companies require documented mountain or backcountry training before they will cover backcountry operations.

Is it legal to land off-airport on public land?

In general, yes. The FAA does not prohibit off-airport landings on most public land (BLM, National Forest, state land). However, individual land management agencies may have restrictions. National Parks generally prohibit off-airport landings except at designated airstrips. Always check with the local Ranger District or BLM office before landing on non-airstrip public land. The Recreational Aviation Foundation (RAF) maintains a database of legal landing areas.

What is the best starter backcountry airplane?

The Piper PA-18 Super Cub is the classic choice — proven, huge aftermarket, and prices start around $80K for a decent example. For a modern option, the CubCrafters Carbon Cub EX-3 offers stunning performance but costs $285K+. On a budget, the Zenith STOL CH 750 kit build can get you flying for under $70K with incredible STOL capability. For four-seat utility, the Maule M-7 is hard to beat.

How short of a runway can a STOL aircraft use?

Competition STOL aircraft routinely take off and land in under 100 feet. Production bush planes like the Carbon Cub can operate from 180-250 ft strips at sea level. At higher density altitudes (common in mountain strips), add 50-100% to sea-level numbers. A 2,000 ft strip at 5,000 ft elevation is comfortable for most modified bush planes. Always calculate your specific performance for the conditions.

What is the biggest risk in backcountry flying?

Mountain weather and density altitude are the top killers. Rapidly developing thunderstorms, wind shear in canyons, downdrafts on the lee side of ridges, and high density altitude (which degrades takeoff and climb performance) combine to create a demanding environment. The second biggest risk is pilot decision-making — pressing on into deteriorating weather, overloading the aircraft, or attempting a strip beyond your skill level.

How much does it cost to get into backcountry flying?

A used Super Cub ($80K-$150K) with bush tires ($3K-$5K), insurance ($3K-$5K/year), and a backcountry training course ($2,500-$5,000) puts total entry cost around $90K-$165K for the first year. A Zenith CH 750 kit build with bush tires can cut aircraft cost to $50K-$80K. Annual operating costs (fuel, maintenance, insurance, hangar) run $8K-$15K for a typical backcountry plane.

What tires should I use for backcountry flying?

Alaskan Bushwheels (29 or 31 inch) are the gold standard. Airframes Alaska Bushwheels, AirBoss tires, and Desser backcountry tires are also excellent. Run them at 5-8 PSI for rough strips. Larger diameter (29-35 in) tires roll over rocks and ruts that would damage standard tires. The tire upgrade is the single most important backcountry modification.

Can I fly a Cessna 172 into backcountry strips?

Some backcountry strips — yes, with caveats. A stock 172 with standard tires is limited to well-maintained gravel strips of 2,500+ feet at low elevations. With a STOL kit, vortex generators, and bush tires, a 172 becomes surprisingly capable on 2,000 ft strips. But it will never match a purpose-built taildragger on truly rough, short strips. Many pilots start backcountry flying in modified 172s or 182s before moving to tailwheel aircraft.

What is the Recreational Aviation Foundation (RAF)?

The RAF is a non-profit organization dedicated to preserving and improving backcountry airstrips on public land across the United States. They maintain airstrips, build pilot shelters, work with land management agencies, and advocate for recreational aviation access. Membership is $35/year and directly supports airstrip maintenance. Every backcountry pilot should be a member. Their website (theraf.org) has an excellent airfield database.

How do I plan a backcountry camping trip by airplane?

Start with the RAF airfield guide or Galen Hanselman's book 'Fly Idaho!' for strip info. Check NOTAMs and strip conditions (some have seasonal closures or wildlife hazards). File a flight plan. Pack light — every pound matters at high-altitude strips. Bring bear spray, a PLB, and fire-starting gear. Camp at or near the strip (many have designated camping areas). Leave no trace. Tell someone your itinerary and expected return.

What weather minimums should I use for backcountry flying?

Most experienced backcountry pilots use personal minimums well above VFR requirements: ceiling of 3,000 ft AGL or higher (above ridgelines), visibility of 10+ miles, winds below 15 kts at the strip (and below 20 kts at ridgeline level), no convective activity within 50 miles, and density altitude below the aircraft's performance limits. Mornings are almost always best — fly early, land by early afternoon before thermal activity peaks.

Do I need a tailwheel endorsement for backcountry flying?

Technically, only if the aircraft has a tailwheel (which most dedicated bush planes do). But practically, yes — tailwheel aircraft dominate backcountry flying because of their higher prop clearance, better rough-field capability, and lighter weight. Getting your tailwheel endorsement (8-15 hours of training, ~$2,000-$4,000) is one of the best investments a pilot can make before backcountry flying.

What are the best months for backcountry flying in Idaho?

Late June through September is prime season. Many high-altitude strips are snow-covered or muddy until mid-June. July and August offer the best weather and longest days but also the highest density altitudes — fly early morning. September brings cooler temperatures (better performance), fall colors, and fewer pilots. Some strips close in October for hunting season or early snow. Always check current conditions before flying.

How do I inspect a backcountry strip before landing?

Fly a low pass (500 ft AGL) along the runway to check for obstructions, animals, other aircraft, surface condition, and wind direction. Note slope, obstacles on approach and departure, and terrain for a go-around. Some pilots make a second pass at 200 ft for a closer look. Fly the approach path before committing. If anything looks wrong — rocks, ruts, standing water, animals — go around or divert. Never land at a strip you have not inspected from the air first.

Related Resources

Mountain Flying Guide

Comprehensive mountain flying techniques

Density Altitude Calculator

Calculate DA for your backcountry strip

Crosswind Calculator

Calculate crosswind components

Weight & Balance Calculator

Ensure you are within limits for short strips

Fuel Burn Calculator

Plan fuel for remote backcountry trips

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