"The Idaho Adventure" Flying the Idaho Backcountry by Jer/ Eberhard and Joel Larner McCall, Idaho, USA: September 09-12, 1992 Joel Larner and Jer/ Eberhard decided that it would be educational (and fun!) to fly some of the Idaho Backcountry airstrips. We are Civil Air Patrol qualified Search and Rescue, Mountain Mission Pilots with over 1000 and 2000 hours respectively. After due consideration, we determined by discussing this concept with other pilots, especially those with experience in the Idaho backcountry, that some specific dual instruction in that environment would be appropriate (read: survival would be greatly enhanced). Hint: You want personal, dual instruction from someone who has done this for many years. Joel was kind enough to call up the Idaho Department of Aeronautics and request information in the form of written VFR approach procedures, updates and other pertinent information. When the approach procedures arrived, they were huge! The book itself was about 5" x 8", spiral bound on the 5" side and 1" thick. Updates were accomplished, before leaving for Idaho, by cutting out the new information and pasting, gluing or taping the new information over the old. Hint: You want the book... At that, it cost about $8 and they didn't take VISA. Idaho Transportation Department 208 334-8775 OFFICE Bureau of Aeronautics 3483 Rickenbacker Street Boise, ID 83705 However, to get one, you could US Mail them a check for the cost to: Idaho Div of Aeronautics PO Box 7129 Boise ID 83707-1129 Many telephone calls to Fixed Based Operators (published in the book) resulted in "Ya, sure, come on out and we will get you a mountain and backcountry checkout." This translates into: a couple of hours flying into a couple of "easy" airstrips and a logbook entry. Finally, Joel made the connection with "I. E. Lyn Clark", based at McCall, Idaho. McCall is about 75 miles north of Boise. It is a small town of ~2,000 in the winter and ~15,000 in the summer. It has its own moderate sized ski area, a lake and access to the backcountry... just a few miles east. Lyn is a small gal of indeterminate age, 45-60. She has an ATP/CFII and 4000 hours and 20 years experience flying the Idaho backcountry. She is also a Civil Air Patrol search and rescue pilot and chief check pilot. She discussed several days of ground school, video tapes and flying the backcountry. Just what we were looking for, so we scheduled for September 9th through the 13th, with the proviso that if she was flying fire fighting, we would be pre-empted. Sept 9, 0800, Joel and Jer/ met at Fort Collins - Loveland Airport (FNL) to weigh-in for weight and balance into his 1965 Cessna-182 "H" model. This is a "cherry" aircraft, with a redesigned panel (modern), all the wizmos and gadgets that four Hewlett-Packard engineers could cram into it when it was restored the last time. In preparation for the Idaho trip, with landings planned on poorly maintained airstrips, Joel removed the wheel pants the previous Sunday. The airplane was ready to go! By 0900, we were ready to launch for Idaho. The plan is: Joel gets to fly the first leg, approximately 1/2 way, arriving at Pinedale, Wyoming to stop for fuel for the aircraft and pilots. Jer/ will fly the second leg to McCall. We plan to go VFR only, using "LORAN Direct" navigation. This worked well. We followed along on the sectionals, checking our position both on the map and by using the navaids. The route is approximately Fort Collins - Loveland, Saratoga WY, Rock Springs WY, Pinedale WY, Alpine, WY, Idaho Falls ID, then north a bit more, off the airways to look at the back country from overhead, MacKay ID, then on west to McCall, ID. We put several backcountry identifiers into the LORAN and flew to them. The LORAN was right on! For the most part, the backcountry airports look small... narrow, short (1800 to 2500 feet) at ~5000 MSL. We looked at them and agreed that while we might be able to get into one or two of them, we would not attempt a takeoff thereafter. At this time, we get several photographs of the airports from high overhead. It was getting on toward 1530 and we were to fly with Lyn at 1700, so we headed LORAN direct to McCall. On the taxi-in, Jer/ called unicom and inquired as to the whereabouts of Lyn. They said she was at McCall Air Taxi, out on the ramp. She was just finishing up her previous student as we taxied in and tied down. She recognized us from our "N" number and drove out onto the ramp to allow us to offload our baggage into her car. She had some errands to do before 1700, so we rode along with her into town (about a mile) and talked about the flight up and our perceptions of what we had seen. We planned an evening aircraft and pilot qualification flight. Lyn wanted to fly to Donnelly, a nearby 2500' dirt strip for some short/soft field takeoff and landing practice, but the wind was too high, so we went to dinner. Here we struck a bargain... Lyn will put us up while we are in McCall if we buy the meals... Done! Joel was the first to fly, since Jer/ flew the last inbound leg. Lyn took us up to altitude and asked for Minimum Controlled Airspeed (MCA), clean, then the MCA dirty, with full flaps. After letting Joel demonstrate several times, she noted the numbers, and asked to do it herself, so that she would feel comfortable and know the characteristics of the aircraft. Lyn was extremely thorough, identifying exactly when the stall horn would come on and off in each configuration, watching how we handled the aircraft, and what the aircraft could do. She then had us fly over a particular point, demonstrated a very tight radius turn, then had Joel try it a few times. This turn was a real eye opener: start with the right wing tip directly over a fixed point (the top of a pinnacle works well), at 60 knots and 20 degrees flaps. When over the point simultaneously apply full power, roll into a 60 degree bank left, and apply full flaps, always managing airspeed and pitch attitude so you don't stall. Finish the turn by going back to 20 degrees flaps as you roll out, and you find the pinnacle almost directly below your left wing tip. After returning to McCall, Lyn showed us videos she has made of the approaches to each of the airports we would be going to the next morning. She started with some of the easier places (read as easier for Idaho backcountry is still pretty intense) for the day. After we watched the videos we went back to her place and talked for a while about flying in the backcountry from a well prepared ground school package of slides and drawings. We also discussed the importance of airspeed control throughout the approach to all of these fields. The earlier flight had determined an approach speed of 50 knots would be the right answer. NOTE: 50 knots was determined for Joel's 182, each aircraft will be different. In particular N182H has a number of speed mods such as Flap-gap seals that affect it's performance (I.E. do not try this at home... or without proper instruction!). The next morning, the 10th, dawned with a beautiful clear sky. We were up and about, before sunrise to get some breakfast and head off to the airport. The first order of business was to turn the aircraft into the sun to melt the overnight frost. We also had to add air to the nose strut to inflate it properly for backcountry flying. Finally it was time to fly. Jer/ flew first as was to practice this theoretical 50 knot backcountry approach. It basically goes as: Downwind at 60 knots, 20 degrees flaps, 600 feet AGL Abeam the numbers, reduce power to 2000 RPM, full flaps, 50 knots Base and Final at 50 knots (+ a little, - ZERO) Cross the threshold at 50 knots, Arrest the sink rate and touch down SOFTLY Well, needless to say, neither Jer/ or Joel had this whole maneuver mastered very quickly. After a little practice at McCall we went to Donnelly, a local 2500 foot grass strip with trees all around to practice for real. After getting a little better we headed off into the backcountry. Jer/ was flying the first leg. The first landing would be at Warren, a fairly straight forward approach to a 3000 x 75 gravel strip. Next we were off to Chamberlain. Chamberlain is also one of the easier airports to get into and out of, however there are still some gotcha's if not done right. Chamberlain has an East/West runway 4100 x 200 and a North/South runway 2700 x 140 that intersects to form a T. Jer/ landed at Chamberlain, and we traded seats, and Joel got to try a different approach and departure. Then off to Cold Meadows. The Idaho Airport Facilities Directory says Cold meadows is 4550 x 90, but the 90 is someone's idea of a poor joke. The landing area is about 3/4 wing span at best. The runway is downhill to the middle then uphill in both directions, so you use a good bit of it. Upon arrival at Cold Meadows, we got to see how the backcountry folks all help each other first hand. A couple guys setting up a hunting camp needed help with their radio battery and asked us to take it back to McCall. No sweat, load up the battery and off we go. When we returned to McCall, Lyn took care of getting the battery charged and calling the guys wife to get another flown in tomorrow. After Cold Meadows we headed to Big Creek, a 3550 x 110 (don't believe the width numbers that are published) strip in a fairly tight canyon. Downwind is flown on the backside of a hill that obstructs the view of the runway until turning final. The canyon layout also tends to produce a venturi affects that can really scramble the winds, just another gotcha. Big Creek has a lodge with room and board available for a vacation stay. This is a real nice area, and would be great to come back to. Seems everyone around knows Lyn, so making a stop and these airports with her, you get to meet lots of people who are enjoyable to talk to. Now its Jer/'s turn to fly to Johnson Creek. Johnson is 3400' and has camping right next to the airplane and hot showers (Jer/ really liked this idea). Then it was back to McCall, returning by 1:00 PM. A fun morning of flying and learning. After flying for one morning, it became apparent we needed more practice to really peg this 50 knot approach down to plus 1 or 2 knots and minus ZERO. Joel found he could not get the aircraft below 55 knots, so after lunch we headed to New Meadows, another local 2400 foot strip to practice without Lyn. During this practice, the secret became apparent, simply get behind the power curve at the power reduction abeam the numbers, and now you can hold 50 knots throughout the approach. Add a touch of power just before touchdown (not flare, as you don't have the airspeed to flare with) to arrest the sink rate and the landing is soft and nose high. We also learned you do not remove that power until touchdown, lest you fall out of the sky like a rock. When we described this to Lyn she said "YES, that is exactly what I was trying to say but just could not get it across". Day two also dawned with a crystal clear sky promising more fun in the sky. Joel flew first, and started the day with a landing at Landmark. This is a fairly open field with easy access. We had to show Lyn we really had mastered this 50 knot approach stuff with perfectly stabilized airspeed. Next was a hop over the hills to Sulphur Creek Ranch. This ranch is in the wilderness area, thus the only access is by horseback or aircraft. Sulphur Creek is a guest ranch with all the expected amenities. We stopped in for breakfast. I highly recommend this place as an excellent place to spend some time. The facilities are wonderful, the cooking was great and large portions, and the people were very friendly. Departing Sulphur Creek, Jer/ flew to Upper Loon Creek. Upper Loon is in the bottom of a very narrow canyon. The runway is 2350 x 20 and the approach is tight against the canyon walls, as is the departure. The Idaho AFD says "For experienced mountain pilots only", and now we understand why, they are not joking. I am not sure we could get in there alive, and I know we would not get out alive without proper instruction. However, with the proper instruction, it was FUN! Next was Mahoney Creek at 2150 x 30 strip up on a ledge. Here is another example of don't trust the 30 foot runway width. The usable portion of this field is barely wider than the landing gear. A Cherokee might find sage and other brush scraping the bottom of the wings. Next Jer/ flew to Thomas Creek, a very interesting place. The runway makes a 30 degree dogleg right about 500 feet down the 2000 foot strip. This is needed because the first 500 feet is against a hill. The approach from the west is straight forward as the dogleg is in the last 500 feet and you should be stopped before that. The approach from the east however is a real kick. Joel got to fly this approach and loved it. Downwind is flown over this hill, with base setup behind the hill. At this point you can no longer see the runway. Base to final is a turn contouring the side of this hill in the descent with the left wingtip about 20 feet from the trees. At about 100 feet AGL in the contoured turn the runway becomes visible. Touchdown is before the dogleg on the right main, in a right turn. After completing the right turn, the left main and the nose wheel can be lowered, very similar to a strong crosswind landing with the exception of making a 30 degree turn in the process. The final stop was Indian Creek another interesting place. You fly downwind near the runway, the fly into the next canyon to make the course reversal to a long final. We each made one landing at Indian Creek, one in each direction, then it was back to McCall. ***** DAY THREE ***** Unfortunately day three, Saturday the 12th, did not start with the clear skies of the previous two days. Rain and a solid overcast covered the McCall valley. A discussion with Fright Service (Flight Service) showed that a Cold front was moving in and we either got out NOW or wait a few days. Since Joel had to be home by Tuesday to head off to his brother's wedding, staying in McCall was not an option (driving to Boise to take a commercial flight home on Tuesday was the backup plan if all else failed). So we packed up and headed home Saturday morning. The plan was to fly below the overcast (about 3000 overcast) southeast bound, until it broke up, then have a nice CAVU VFR flight the rest of the way home and hopefully a stop in Thermopolis Wyoming for a dip in the Hot Springs. So much for the best laid plans... The flight from McCall to Pocatello was below the overcast and very scenic. About 30 miles west of Pocatello the overcast broke up and a sand storm started. We climbed to 11500 to get over the sand storm and catch the westerly winds aloft. Approaching the Wyoming Range, southwest of Jackson Wyoming, the weather started to turn again. Clear skies quickly turned to 2000 broken to overcast as we crossed the range, then over the Wind River Range it was solid overcast with all the mountain tops obscured. So much for Fright Service's forecast of CAVU, and so much for going to Thermopolis. Extend the already extended flight plan to have Saratoga, WY as the destination. South to Pinedale and around the Wind River Range, the overcast and rain returned to CAVU. This is just another lesson in how quickly the mountains can change the weather. We were greeted in Saratoga by wind of 30 gusting to 40 right down the runway. OK, this will be a new challenge for Joel. Downwind to base turn started abeam the numbers. Final looked more like an ultralight than an airplane as our groundspeed must have been pretty small. The burbly wind along with some pilot induced oscillations made for a very busy Joel. N182H had never been in such good company as it was in Saratoga. Here was this tiny 182 sitting next to over 20 business jets of all kinds, from Learjets to Gulfstreams, it made a great picture. After a wonderful dip in the Saratoga Hobo Hot Springs, the flight from Saratoga to FNL was uneventful. A great trip ends with a few less hours than planned, but it was great none the less. Throughout this trip we had an 8mm videocamera plugged into the intercom so we got audio along with the video of some of the airports and some of the colorful foliage along the way with commentary and no loud background noise. Total trip cost: well we start with 20 hours of flight time, with fuel came out about $720 or $36/hour. Lyn cost about $300 between the two of us. Then food for Jer/, Joel, and Lyn. All in all a relatively inexpensive aviation experience in the Idaho Backcountry. What is in the backcountry? A lot of the backcountry is wilderness (and all that means). There are a large number of places which are 20 or more miles from the nearest road... a long walk at best. However, there are these interesting airstrips in the wilderness... you can walk 20 or more miles, or fly in! What a concept! Some of the old ranches were there before the wilderness, so they were grandfathered in. You can fly into them, but the road access is open for ranch operations only >--1--< day a year. Everything they need is brought in that day, or packed in on horses, or flown in. Observations and Recommendations: Lyn Clark is undoubtably one of the finest Idaho backcountry instructors you can find. If you want to learn to fly the Idaho backcountry safely, definitely get in touch with her. Do not even think of flying into Idaho backcountry strips without first getting some local instruction in Idaho. A very nice 182 sat curled up in the corner of the hangar in McCall because someone landed long and fast at one of these strips a few weeks earlier. The approaches and departures are not obvious. For many that we thought were obvious, we were WRONG. This curled up 182 was not only a startling sight to show you why you did not want to screw up, it was also useful on day two. At the end of day two, we discovered that our brake cable had let go, so the smashed 182's parking brake cable lives on, now installed in N182H. This is a fantastic place to fly, and there are some great places to camp/cabin/hike/backpack/vegetate or whatever else you like to do. I will definitely return and bring friends!!! Unfortunately, Lyn died the summer of 1997, in a plane wreck. Apparently, she was unable to overcome the yoke pressure from the large man she was flying with and his control pressures resulted in a stall/spin from 60 feet AGL. This is why you MUST trust and obey the instructor. The instructor has been here before and knows how to do this. You are learning... please learn and do not become another statistic. Lyn has trained some other women CFIs, who took over the business. Joel and Jer/ have since been back and flown with Lori and Amy and highly recommend them. To learn Idaho backcountry flying, call or write: McCall Mountain/Canyon Flying Seminars, LLC RE: Idaho Back Country, Mountain and Canyon flight instruction POB 1175 McCall, ID 83638 208 634-1344 OFFICE Lori MacNichol 208 634-1344 OFFICE Amy Hoover 208 634-4590 HOME Lori K MacNichol EMAIL: mcflysem@cyberhighway.net Besides the Idaho Airport Facilities Directory described at the beginning, another excellent planning (for fun) guide is the: Flyer's Recreation Guide, It describes many fabulous places to fly in the west, edited by Reed I. White: Flyer's Recreation Guide, published by: Reed I. White: Alta Research (Data current as of: 09/04/96) 131 NW 4th Street #290 Corvallis, OR 97330-4702 541 929-5738 Phone/FAX This adventure brought to you through the courtesy of: Jer/ Eberhard, Joel Larner and N182H, based at Fort Collins - Loveland, CO.