May 2012
Flying Wild Alaska on the Discovery Channel and Alaska Wing Men on National Geographic Channel have raised bush flying awareness. This article is to help pilots get started learning and brushing up on the skills required to fly safely in the backcountry.
Here’s the first test to see if you’re ready for backcountry (bush) flying. Dig out the Pilot Owners Handbook or Owner’s Manual for your airplane. Look up the minimum distance required to do a short field takeoff. Add in all the variables—air temperature, surface, density altitude, runway slope—to come up with a “book” distance. Then imagine that your life depends on your ability to get off a remote airstrip in the book distance. Fly a series of test flights to see if you can get off the ground in that distance. This is the first step in flying “scientifically”—gathering data appropriate to your airplane and your skill level.
If you can’t pull it off the first time you try, you’re not alone. Skills atrophy during winter layoffs. Perhaps you’re just not yet ready. It’s very likely that you don’t really know the numbers for your airplane.
Pilots that can’t maintain speeds within a couple of knots and/or aren’t comfortable flying close to the ground in unwelcoming terrain have a ways to go before they’re ready to tackle landing strips that require “on the edge” flying. On-the-edge flying means flying final at speeds as low as 1.1 Vso.
This inability may be because of rust or not-yet-honed skills, but let’s also remember that manufacturer’s “book numbers” are gleaned using airplanes that are in top-notch shape with strong engines and being flown by professional pilots. So, Rule #1 is to do tests to determine what you and your airplane are capable of. Do these tests with the airplane loaded because that’s how you will be flying.
Practice flying in other-than-perfect wind conditions. Feeling you’re ready for an all-out bush flying adventure because you’re comfortable at the home drome in calm wind isn’t rational, nor does it predict real-world performance.
What’s a Wannabe Bush Pilot?
A wannabe bush pilot is usually just a pilot without the experience and the set of skills needed for backcountry flying. One way to get one’s mind around the bush pilot skill and knowledge set is by reading.
Two of the best reference books on bush flying in my collection are F.E. Potts’ “Guide to Bush Flying” and Sparky Imeson’s “Mountain Flying Bible & Flight Operations Handbook.” Although I haven’t read it, I’ve heard that Mountain Flying” by Geeting and Woerner is also good. In 1971 Potts was one of a small group of Alaskan pilots to obtain an IFR air taxi certificate using single engine aircraft. Potts ran FEPCO Aviation out of Spruce Point, Alaska. He retired in 1984 after 22 years and 17,000 hours. He never had an accident. He’s gone now, but his words remain.
Imeson was in dental school when a ride in his father’s J-3 Cub convinced him to trade a future of drilling teeth for one of drilling holes in the sky. Imeson ran an FBO out of Jackson, Wyo. for years. Imeson was awarded the Flight Instructor of the Year for the Northwest Region in 1974, 1979 and 1995. Imeson passed away a couple of years ago, but like Potts, his experience and wisdom is still available to seekers.
Fred Potts’ book is subtitled “Concepts and Techniques for the Pro.” It’s out of print, although copies are offered for sale on Amazon—for outrageously high prices. Potts wrote the following on the first page of his book. “This book contains methods and/or flying techniques that have worked successfully for the author (as well as for other professional bush pilots) for many years. However, for those without the required skill, experience and judgment, these techniques (because they utilize the edges of an airplane’s performance envelope, close to the stall; or require operation low to the ground; or push weather) are very dangerous.”
He advised that pilots wishing to learn the advanced techniques in the book take thorough instructions from a certified flight instructor qualified in bush techniques.
Potts’ book is full of practical tips about operating a one-man air taxi in Alaska. There are sections on Alaskan weather and seasons, the airplanes he used and special operating techniques. And although it may seem like bush pilots are “seat of the pants” daredevils, Potts writes that, “The most effective way to fly an airplane in the bush is scientifically—by the numbers.”
Imeson’s book is titled “Mountain Flying” for a reason. Early in his flying career Imeson flew out of an FBO in Jackson, Wyo. He writes, “This book is an attempt to collect the information necessary to operate the airplane in the mountains, safely, under various conditions of flight.” Imeson goes on, “Pilots with a desire to learn the advanced techniques, such as the curved-path takeoff or flying in narrow canyons, should do so only with the help of a knowledgeable and qualified mountain instructor.”
So there it is. Bush flying, and by extension, mountain flying, are quite different from normal everyday flying. Based on what these two experts write, bush flying skills can be learned; judgment on when and how to use those skills takes experience. Experience can be garnered the expensive way—by crunching airplanes, or by seeking the advice and help of those who know.
Lori MacNichol Teaches Mountain Flying
Lori MacNichols teaches mountain flying at Mountain Canyon Flying in McCall, Idaho. MacNichols talks about a few of the most common pilot errors she sees in the first days of each class.
“Ninety percent of the people want to fly in the middle of the canyon,” she said. “It’s not flying close to the trees and the rocks that will kill you, it’s not having enough room to turn around if you have to,” she concluded.
Canyon flying tips are in chapter 3 of Imeson’s book. This chapter includes subjects such as Flying up canyons; Beyond the point of no return; Pass at the head of a canyon; Flying up narrow canyons, and Subsidence and downdrafts in canyons.
There’s also a section on Course reversal procedures. Imeson writes, “the safest method to reverse course in a canyon is to trade speed in excess of best angle of climb for altitude by climbing as you make a 180-degree turn at the steepest bank angle you can comfortably make.” What’s the bank angle most pilots can comfortably make? Let’s remember that any bank angle over 45 degrees is considered an aerobatic maneuver; there’s a good chance most pilots have never done a 60-degree bank.
Maneuver Speed and Airspeed Control
A speed Imeson calls “maneuver speed” is defined as the minimum speed to fly in a canyon when a turnaround is to be executed. This speed is approximately 15 percent greater that the stall speed adjusted for configuration. According to the Information Manual, the stall speed for a Cessna 172S in a 45 degree bank (flaps 10 deg) is 50 KIAS. Add 15 percent (7.5) to arrive at 58 KIAS—Imeson’s Maneuver Speed.
MacNichol also said that the new students in her basic course (offered Tuesday through Friday; three times in 2012) don’t know how to fly a steep stabilized approach, nor do they know how to control their airspeed to the degree required. “Pilots have to be able to hold airspeed within two knots to meet our class completion standards,” said MacNichol.
Here’s why that’s important. Touching down at a speed that’s 10 percent higher than normal will increase the landing distance required by 21 percent.
MacNichol says she learned to fly because she wanted to be able to travel to backcountry Idaho to hook the big fish. She learned mountain and canyon flying in a Cessna 140. Almost any airplane can be flown in the backcountry provided the pilot factors in the (true) airplane performance and the dictates of weather (winds, air temperature, etc.). Imeson’s photos of canyon flying in the Grand Teton region of Wyoming were taken from an Aeronca Champ.
MacNichol says that many pilots in her classes are hampered by their inability to be patient and to stay flexible. Mountain Canyon Flying instructors teach their students to “shop” an off-airport landing site before making the decision that it’s safe to land. Shopping isn’t always followed by landing. Students are taught to always maintain an “I don’t have to land” mindset. Plan each flight with enough fuel, daylight, etc. to safely return to the takeoff point or another safe landing spot. Imeson writes that this shopping trip must include observations about wind direction, runway slope, approach path, runway surface and an estimate of runway length.
MacNichol said there’s one more skill that seems to be lacking in the majority of the Mountain Canyon Flying students. It’s an inability to move their chosen land point. In other words, adjust the touchdown spot in the last seconds before touching down.
An Alaska Flight Instructor
Dean Eicholz is an ex-Navy A-6 pilot who has taught flying in Soldotna, Alaska for the last 26 years. His opinions are based on thousands of Alaska flight instruction hours. He is a designated pilot examiner (DPE).
Eicholz says that pilots that choose to go into strips that require “on the edge” flying must be able to do it perfectly every time. “Nine out of 10 isn’t good enough; flying into some of these unimproved strips is like landing on an aircraft carrier,” said Eicholz.
He often challenges pilots during examinations to make a soft-field takeoff in the distance spelled out in the POH. The lesson is that the 500- to 700-foot figure in the book is a very short distance—and that a realistic distance for the average nonprofessional pilot is book distance times two, or even three, especially if the strip is rough, sloped and/or the winds are blustery.
Eicholz says pilots should ask themselves the following question: “If I don’t really have a mission, why attempt to fly into an airstrip that puts everything I have at risk?” He’s saying that there some strips are only safe for use by highly seasoned and experienced pilots and professionals.
Sparky’s Rules of Thumb
Imeson also stressed that the scientific method was invaluable for safe bush flying. The following is number three in his 10 Commandments:
On a short runway if 71 percent of the takeoff speed is obtained by the halfway point, the airplane will take off in the space remaining.
To use rule #3, a pilot must know the takeoff speed of his airplane with its present loading and the prevailing wind and density altitude. Multiply that by 0.71 for the 71 percent number. Then he must pace off the runway length to put a visual sign such as a rock or a tree at the halfway point. If the 71 percent speed hasn’t been clocked by the halfway point, abort the takeoff, and off load weight or wait for more favorable wind and weather conditions.
It’s Judgment and Skill
Pilots wanting to learn the skills required to operate out of off-airport landing sites will increase the chances of enjoying the experience and enhancing safety by getting instruction, assembling a book of personal and airplane performance numbers, and learning how to do steep stabilized approaches to short and soft-field landings.
There’s more to being safe than just skillfully flying the airplane. Gathering a working knowledge about local weather patterns, wind behavior in canyons and mountains, grasping the importance of topographical features such as river drainages (lower ground) and staying physically healthy all play a part in successful bush flying.
After the airplane is tuned and in tip-top shape, schedule a session with a good flight instructor to get up to speed before setting out, especially when other demands have cut back on recent stick time. Get comfortable with these new flying skills by first using them at strips with generous margins. Develop the diligent “scientific” approach to backcountry flying that has been proven to be the safest approach.
Lastly, always carry survival gear. Always tell someone where you’re going and when you plan to return. Install a 406 Mhz ELT and register it. If that’s not yet in the budget at least carry a personal locator beacon (PLB).
Fred Potts wrote, “. . . in my humble opinion flying in Alaska is no more dangerous than down in the ‘lower 48.’ All it requires is a bit of judgment and common sense.”
If you want to fly the bush, prepare well, prepare “scientifically,” and you’ll be ready to enjoy the wonder and fun that is only available to small airplane flyers.
Steve Ells has been an A&P/IA for 38 years and is a commercial pilot with Instrument and Multi-Engine ratings. Ells also loves utility and bush-style airplanes and operations. He’s a former tech rep and editor for Cessna Pilots Association and served as Associate Editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation (EllsAviation.com) and the proud owner of a 1960 Piper Comanche. He lives in Paso Robles, Calif. with his wife Audrey. Send questions and comments to editor@www.piperflyer.com.
RESOURCES >>>>>
McCall Mountain Canyon
Flying Seminars
mountaincanyonflying.com
Fred Potts’ Web Outpost
fepco.com
