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had all kinds of paper charts to predict the airplane’s exact performance at any given altitude and temperature. Newer jets have it done by the FMS in the center console. In single-engine pistons, the original Pilots Operating Handbook has some charts, but most of those aircraft are now 50 years old and highly modified. Those old charts become obsolete with bigger engines, STOL packages, VG installations, and gross weight increases. The best way to prepare for this challenge is to take off from a long paved sea-level run-
way while restricting power output to no more than 65%. You will soon become a real believer in the hazards of density altitude.
The other thing that is different in backcountry f lying from operating turbines is there is no such thing as a stabilized approach. In a jet, if you don’t have the airplane configured for landing, with the runway straight ahead at about a 3 to 3.5-degree glide slope when you are at the final ap- proach fix, the correct thing to do is go around. In backcountry f lying, the
runways are typically at the bottom of a steep serpentine canyon, with ridges at 7,000 – 9,000 feet MSL, next to a river at 2,000 - 3,000 feet. And although the landing area is usually visible while on downwind at the ridge level, it is common to completely lose sight of it once on base and final. On base and final, the sightline can be blocked by terrain in the canyon you are weaving the airplane through while descend- ing. When you finally come around the last bend in the river in a 30-de- gree bank and can see where you are about to land, it is 30 seconds ahead of you. At that point, you had better be ready with the gear down and all the flaps out and slowed down to the point the stall horn is starting to activate.
Once I re-familiarized myself with all this backcountry operational stuff (something I used to teach several decades ago), Kenneth and I set out for Flying B. We spent the night before in McCall (KMYL) to depart early in the morning and take advantage of the low temperature. We also ensured our fuel load was about half full to keep the weight and required speeds down.
Before taking off, we consulted with Tor Andersen, a McCall Air Kodiak charter pilot, about how to best land at 12ID. Tor advised that landing up- stream and taking off downstream was the best way for terrain clear- ance reasons, assuming no signifi- cant wind. We found that most other
Gil Collver family in with their Turbo Commander at KMYL.
Backcountry airports provide beautiful vistas.
22 • TWIN & TURBINE / September 2023
Free roaming horses keeping the grass trimmed.