Bush planes – rugged, short takeoff and landing (STOL)-capable aircraft often equipped with tailwheel landing gear, floats, or skis – play a unique role in American aviation.
They enable access to remote areas where runways are primitive or nonexistent. Owners and operators of bush aircraft span four key segments: adventure/recreational pilots, commercial “bush flying” operators, institutional/government users, and collectors/enthusiasts.
Additionally, a growing cohort of general aviation (GA) pilots are potential first-time bush plane buyers, drawn by the backcountry flying lifestyle. This report examines the population and geographic distribution of U.S. bush plane owners and operators – highlighting where they are concentrated, what the FAA data show about aircraft and pilot certifications, the density of backcountry aviation infrastructure, demographic trends, and lifestyle factors that correlate with bush plane ownership.
The goal is to provide data-driven insights to inform business strategy, brokerage targeting, and marketing decisions in the bush aviation market.
Geographic Concentration of Bush Aircraft Owners
Alaska: The Bush Flying Heartland. Alaska stands out as the nation’s epicenter of bush aviation. The state has about 6 times more pilots per capita and 16 times more aircraft per capita than the U.S. average.
With only ~733,000 residents, Alaska boasts over 9,100 active pilots and 8,700 registered aircraft. That equates to roughly 12 airplanes per 1,000 Alaskans – an astonishing figure (about 1.2% of the population).
By comparison, the next-highest state (Montana) has about 0.407 pilots per 100 people (0.407%), and most states are far lower.
In Alaska, aviation is a lifeline: 82% of communities have no road access and depend on aircraft year-round. The Alaska Department of Transportation maintains 235 public rural airports (mostly gravel or ice strips) and records an additional ~363 smaller landing areas. Virtually every town or village has an airstrip or seaplane base; Alaska alone has 102 seaplane bases, more than any other state.
Geographically within Alaska, bush plane ownership is concentrated around population hubs that serve as gateways to the backcountry. The Anchorage area (Anchorage Municipality and the Matanuska-Susitna Borough) accounts for over 5,300 of Alaska’s 9,052 aircraft registrations – more than half the state’s total. Fairbanks North Star Borough (Interior) has ~1,025 aircraft, and the Kenai Peninsula ~909.
These regions host many individual private owners as well as commercial operators. Rural hubs like Bethel, Nome, and Kotzebue also have clusters of bush planes to serve surrounding villages, though each of those areas has under 150 registered aircraft.
The prevalence of bush flying in Alaska is further underscored by common aircraft types: the single most popular plane in the state is the Piper PA-18 Super Cub, a classic two-seat bush plane. 790 Super Cubs are registered in Alaska alone – making up nearly 9% of the state’s entire aircraft fleet. Other stalwarts like the Cessna 180/185 taildragger and De Havilland Beaver on floats are also common sights at Alaskan airstrips and lakes.
Over 56% of Alaska’s aircraft are individually owned (often by private pilots), with most of the rest owned by businesses or fleets. It’s often said that in Alaska “airplanes often take the place of cars, school buses, and ambulances”, a reality born out of necessity.
Lower 48 Backcountry Aviation Hubs
Outside of Alaska, bush plane owners are more dispersed, but there are clear regional hotspots, especially in areas with mountains, wilderness, or extensive rural lands.
The Mountain West has the highest concentrations of recreational bush flying. For example, Idaho, Montana, and Wyoming each have thriving backcountry pilot communities.
Montana has 5,546 registered aircraft (ranked #23 among states) and, notably, the Super Cub is also the top model there (131 PA-18s).
Wyoming, with ~2,078 aircraft total, likewise lists the PA-18 as the most common single type (50 registered).
Idaho – renowned for its wilderness airstrips – has 4,040 aircraft on the registry, of which a relatively high (139) are government-owned (reflecting use by land management agencies). Idaho’s private owners make up 46% of its fleet, and the state’s mix of aircraft is diverse; no single model dominates (the Cessna 182, a capable four-seat STOL plane, leads with 55 registrations).
Per capita, these Rocky Mountain states are among the top in the nation for pilots: e.g. Wyoming has ~0.363 pilots per 100 people, Idaho ~0.331 per 100, and Montana ~0.407 per 100 – all well above the national average. This reflects a cultural inclination toward aviation and ready access to outdoor flying.
Within the continental U.S., specific counties and valleys known for backcountry flying have notable clusters of bush planes.
In Idaho, the town of McCall and the Frank Church Wilderness area serve as a base for dozens of bush planes that access remote ranches and USFS strips.
In Montana, the Flathead Valley and areas near Bozeman host many recreational STOL aircraft, used for reaching alpine strips and river sandbars.
Colorado and Utah also have active backcountry pilots (Colorado’s pilot population is 0.393% per capita, Utah’s 0.300%), though high elevations make true bush operations more challenging.
Washington and Oregon have pockets of bush flying in the Cascades and Idaho border region – Washington alone has over 10,000 aircraft registered (ranked #5), with many located in the eastern part of the state and the bush-capable Maule and Kitfox aircraft popular among enthusiasts there.
Texas, California, and Florida, by virtue of their size, have the largest absolute number of GA aircraft (28k, 24k, and 21k respectively), but much smaller proportions are true “bush planes.” Those states’ fleets skew towards typical general aviation models (e.g. Cessna 172s, Cirrus SR22s).
Still, each of those states harbors niche communities of bush flying: for instance, Florida has extensive seaplane activity in the Everglades and lake regions (Florida ranks second in seaplane bases and many pilots seek the warm-weather seaplane training there).
Maine is another noteworthy state – with its forested north and many lakes, Maine is a mini-Alaska of the East. It has 1,414 aircraft registered and the most common model is the Cessna 185 floatplane (38 registered).
Minnesota, Wisconsin, and Maine each have vibrant floatplane communities for fishing lodges and backwoods access.
In Wisconsin, interestingly, the top registered model is the Piper J-3 Cub (134 of them), suggesting a strong contingent of collector and vintage bush planes (many lovingly restored Cubs) in that state.
Overall, the Lower 48’s bush plane owners are primarily concentrated in regions with rugged terrain or large swaths of undeveloped land – the Rockies, Pacific Northwest, Upper Great Lakes, and parts of the rural South (e.g. the Appalachians see some bush flying activity, and states like Alaska’s neighbor Washington, as well as North Carolina, Tennessee, etc., have a few pilots operating off-grid strips in mountains). However, none rival Alaska’s density or dependence on bush aviation.
Mapping Backcountry Infrastructure
The pattern of bush flying concentration mirrors the distribution of backcountry airstrips and GA airports.
The United States has approximately 5,000 public-use airports and 14,000 private-use landing areas in total. Many of those private strips are on ranches, farms, or remote outposts utilized by bush-minded pilots. For example, Idaho alone contains 70+ recognized backcountry airstrips nestled in mountain canyons and forests. These include famous rough strips like Johnson Creek, Soldier Bar, and Upper Loon.
Neighboring Montana and Utah each maintain dozens of primitive airstrips on federal lands (often in cooperation with pilot associations).
Alaska’s “airstrip density” is unparalleled: the state has 394 public airports (many are gravel village strips) plus hundreds of additional lake landing sites and unimproved bush strips. On a map of Alaska, one sees airfields peppered across virtually every region, from the North Slope to the Southeast – a testament to how aviation infrastructure evolved to serve scattered settlements.
By contrast, in the contiguous US the backcountry strips are more localized – e.g. concentrated in central Idaho’s wilderness, Utah’s canyonlands, or Montana’s Bob Marshall Wilderness fringe. States like Nevada and Arizona also attract bush pilots to desert dry lake beds and remote dirt strips on BLM land, though these may be ephemeral or unofficial.
Importantly, an active support network exists for these airstrips. Non-profits such as the Recreational Aviation Foundation (RAF) work to preserve and create recreational backcountry airstrips nationwide. They coordinate with public land agencies to keep sites open for off-grid flying, camping, and outdoors access.
Several state aviation departments (e.g. Idaho’s Division of Aeronautics) have dedicated programs for backcountry airstrip maintenance, recognizing their value for tourism and emergency access. The density of bush aviation infrastructure – measured not just in number of strips but also available fuel stops, maintenance outposts, and flying communities – is highest in the Northern Rockies and Alaska. For instance, in Idaho’s Valley County (home to Cascade, McCall, and Yellow Pine), one can find an airstrip every few miles along certain river valleys, and informal networks of pilots volunteer to mow runways or set up weather cameras on remote fields.
Alaska’s infrastructure includes not only physical strips but also an extensive floatplane network (major hubs like Lake Hood in Anchorage, the world’s busiest seaplane base) and winter ski-plane routes on snow.
All of this infrastructure underpins the geographic patterns of bush plane ownership: people base their aircraft where they have places to land and missions to fly.
FAA Data: Bush-Relevant Aircraft & Pilot Certificates
FAA registration and airmen certificate data provide further insight into the bush flying segment. As of 2025, there are roughly 301,000 civil aircraft registered in the U.S. While the FAA does not explicitly categorize “bush planes” in registration data, certain proxies highlight their prevalence.
Tailwheel-equipped aircraft (taildraggers), which are typical for bush operations, make up a significant minority of the GA fleet. For example, the Piper PA-18 Super Cub – a quintessential bush taildragger – appears as a top-5 most common model in multiple states despite being a specialized aircraft. In Alaska it’s #1 (790 units); in Montana #1 (131 units); in Wyoming #1 (50 units).
Similarly, the Cessna 185 Skywagon (a rugged 6-seat taildragger often on floats) is the top model in Maine and popular in wilderness states across the West.
These figures indicate that thousands of dedicated bush/STOL airplanes are active nationwide, heavily skewed toward certain regions. By contrast, in most populous states the top models are tricycle-gear trainers or business aircraft – highlighting that bush plane ownership is a distinct niche within the broader GA population.
On the pilot side, specific certifications and ratings shed light on bush-flying skills. A tailwheel endorsement is required to act as pilot-in-command of taildragger aircraft. The FAA does not publish counts of tailwheel-endorsed pilots (since it’s a logbook endorsement rather than a separate license), but the popularity of tailwheel training is evident in the community – especially in Alaska, where a large share of the 9,100 active pilots presumably have tailwheel experience given the aircraft mix.
Another relevant metric is the seaplane rating. Many bush planes are float-equipped in summer, so pilots often obtain an Airplane Single-Engine Sea (ASES) rating. Approximately 3% of U.S. certificated pilots hold a seaplane rating, equating to around 35,000 seaplane-rated pilots. This is a substantial sub-group of GA pilots. Seaplane flying is especially germane to Alaska (which has over 100 floatplane bases) and lake-rich states like Minnesota and Florida.
The FAA Airmen Registry (as of 2023) reported similar figures, confirming that tens of thousands of pilots have invested in the training to operate off water – a classic bush skillset.
Additionally, many pilots pursue “bush flying” or mountain flying courses offered in states like Idaho, Montana, and Colorado, although such specialized training isn’t officially tracked via FAA certificates.
Pilot Demographics
In terms of overall pilot demographics, the FAA’s Civil Airmen Statistics show the pilot population aging and shrinking slightly over time. The average age of a private pilot in the U.S. is now in the mid-50s.
For bush plane owners, this average skews on the higher side as well – many are experienced pilots who have transitioned to backcountry flying after years in other GA activities or airline careers.
Notably, Alaska’s pilot population bucks some trends: it has a higher proportion of active pilots in younger age brackets, partly because flying is woven into daily life and jobs there. Nonetheless, even in Alaska the bush pilot community includes many veteran flyers with decades of experience in the cockpit.
Registration Data On Ownership Type
Registration data on ownership type also illustrate who owns bush aircraft. In Alaska ~56% of aircraft are individually owned (private owners) and ~25% corporate-owned, whereas in Montana only 33% are individual vs 57% corporate – likely because many owners use LLCs for registration or businesses own planes for charter/hunting operations.
States with heavy recreational use (like Maine, 62% individual; Idaho, 46% individual) suggest that private hobbyist owners dominate the bush plane scene there. Meanwhile, a significant number of bush planes are in commercial service or agency fleets (e.g. Idaho’s 139 government-registered aircraft include agency-owned firefighting spotter planes, wildlife survey aircraft, etc.).
The Alaska state government alone operates the largest fleet of aircraft of any state law enforcement agency in the U.S., including trooper patrol planes and rescue helicopters – many of which qualify as bush aircraft given they operate on tundra, snow, and river bars. Across the FAA registry, about 157 aircraft in Alaska are registered to government entities (state/federal agencies), and dozens more are in non-government commercial service (air taxis, guides, etc.). This blend of private and commercial/government ownership is a defining characteristic of the bush plane population.
STOL & Experimental Airplanes
Another notable FAA statistic is the prevalence of STOL-specific designs and experimental bush planes.
In recent years, manufacturers like CubCrafters (XCub, Carbon Cub), Aviat (Husky), Maule, and various kitplane makers (Kitfox, Just Aircraft’s SuperSTOL, etc.) have seen strong sales to backcountry enthusiasts.
While exact production numbers aren’t published here, the presence of these models in registration databases is growing. For instance, kit-built bush planes are frequently registered as Experimentals and often cluster in recreational aviation hubs (e.g. many Kitfoxes are registered in Idaho and Utah where kit-building and STOL flying are popular).
The FAA data show that the general aviation fleet is aging (average GA aircraft age 50+ years), but in the bush segment there is a mix of treasured old machines (e.g. 1940s Piper Cubs, 1950s Beavers) and brand-new bush planes from the latest production. This indicates a healthy demand driving both vintage aircraft restoration and new bush aircraft development, which FAA registry trends (such as steady registrations of new models) corroborate.
Backcountry Aviation Infrastructure & Density
One reason bush flying flourishes in certain areas is the supporting infrastructure: the availability of backcountry airstrips, seaplane bases, and support services. In this regard, Alaska’s aviation infrastructure is unrivaled. The state’s “rural aviation system” includes 235 state-operated airports (mostly gravel/dirt runways in small communities). On top of that, countless unofficial strips, frozen river landing sites, and off-airport landing zones are utilized by bush pilots. With 402 communities in Alaska relying on air access, virtually every viable patch of terrain has been surveyed as a potential landing spot.
Many villages have a simple 2,000–3,000 ft gravel airstrip maintained as part of public infrastructure. Fuel caches and aviation weather reporting are also distributed to aid bush operations (e.g. automated weather stations at remote airfields).
The density of airstrips in some parts of Alaska is remarkable: for example, around Bristol Bay or the Yukon-Kuskokwim Delta, one can find small airfields spaced every 20–30 miles, ensuring even isolated cabins are within a short hop of a landing site. Furthermore, Alaska leads the nation in seaplane facilities – beyond the 100+ seaplane bases, countless lakes and rivers serve as natural runways for floatplane-equipped bush planes during summer. Many of these have local names and are recognized in pilot guides if not on official charts.
In winter, ski planes take advantage of snow-covered tundra and ice; events like the famous Iditarod Air Force (volunteer pilots supplying Alaska’s dog-sled race) exemplify how bush flying infrastructure adapts with the seasons to support rural logistics.
In the continental U.S., infrastructure for bush flying is more limited to specific regions: primarily public lands in the West. Idaho’s wilderness airstrip network is often cited as second only to Alaska’s. The state maintains a registry of backcountry airstrips in places like the Frank Church–River of No Return Wilderness, the Selway-Bitterroot, and Hells Canyon.
Over 70 backcountry airstrips are charted in central Idaho, many of them managed in partnership between the U.S. Forest Service and volunteer pilot groups. These include famous names like Johnson Creek (a broad grass strip popular for fly-in camping), Big Creek, Thomas Creek, Indian Creek, and Mile Hi (a challenging steep mountain strip) – collectively forming a dense “airstrip network” that effectively substitutes for roads in millions of roadless acres. Some strips even have basic infrastructure like outhouses, emergency shelters, or on-site caretakers in summer, reflecting their frequent use.
Montana has fewer designated backcountry strips inside wilderness areas (due to stricter wilderness restrictions), but around the Bob Marshall Wilderness and in the mountains of western Montana there are several turf and dirt strips on Forest Service land (Benchmark, Schafer Meadows, Spotted Bear, etc.) that serve as backcountry access points.
Utah similarly has a network of backcountry strips on BLM land and in Canyonlands (e.g. Mineral Canyon, Mexican Mountain), which the Utah Back Country Pilots Association helps maintain.
In the Desert Southwest, formal “airstrips” are rarer, but bush pilots often utilize dry lake beds (like those used for the annual High Sierra Fly-In in Nevada) or unimproved old airfields as infrastructure for off-grid flying.
Maintenance Infrastructure
Many bush planes are older and require restoration or custom mods (big tires, beefed-up landing gear, etc.). There are certain “hub” airports that serve as support centers for bush aviation.
Anchorage’s Merrill Field is home to many bush plane mechanics and mod shops (and a large population of based Super Cubs, Maules, etc., owned by Alaskans who fly into the bush).
Talkeetna, AK is another small airport famous for its concentration of bush plane operations (glacier landing ski-planes for Denali climbers, air taxis, etc.).
In the Lower 48, McCall, Idaho serves a similar role – a base for charter outfits and repair shops catering to backcountry aircraft. Bozeman, Montana and Jackson, Wyoming are home to some high-end bush plane brokers and custom builders (serving recreational pilots who fly into the mountains).
Even in states like Texas or Ohio, one can find specialty businesses (for example, Legend Cub in Texas or Waco in Michigan) building or servicing bush-style aircraft, indicating the infrastructure support extends nationwide even if the flying happens mostly in certain locales.
Finally, pilot support infrastructure – such as training and clubs – is part of the picture. The FAA has implemented programs like the Mountain Flying training syllabus and safety seminars in mountainous states to support bush flying safety.
Alaska, notably, was the testbed for advanced aviation safety equipment: it was the first to get wide ADS-B coverage and special weather cameras due to the high accident risk of bush flying. The dense radar and weather infrastructure in Alaska (relative to its remoteness) can be seen as the FAA’s way of bolstering the bush flying network.
In the Lower 48, numerous backcountry flying workshops and fly-ins act as informal infrastructure, spreading local knowledge of safe approaches, locations of refueling points, etc. All these elements – physical airstrips, maintenance hubs, and knowledge networks – form the backbone that allows bush plane owners to use their aircraft to the fullest in those regions where they are concentrated.
Owner Demographics and Trends
Bush plane ownership tends to attract a particular demographic sub-set of pilots characterized by high experience levels, outdoor orientation, and often, older age with disposable income – though there are important distinctions by segment.
Adventure/Recreational Owners
The typical private bush plane owner is often an experienced pilot in mid-life or retirement who has decided to pursue off-airport flying for adventure. Many have backgrounds in commercial flying or decades of GA flying before they “go bush.” The average age in this segment is likely in the 50s, mirroring or slightly exceeding the broader private pilot average (~55 years old).
These owners are predominantly male (as is general aviation, though there are notable female bush pilots especially in Alaska). Professionally, they come from all walks: it’s common to find doctors, engineers, small business owners, or ranchers who own a Super Cub or Cessna 180 for weekend use.
A lifestyle trait that stands out is a strong affinity for outdoor activities – many recreational bush pilots are hunters, anglers, backpackers, or climbers who use their aircraft as a means to access remote locales for these hobbies.
For example, a Montana rancher might fly his Maule to a backcountry strip for an elk hunt, or a Seattle-based engineer might keep a Kitfox to explore Idaho’s wilderness camping spots. These pilots often congregate in informal communities: fly-in events, online forums like BackcountryPilot.org, or state pilot associations.
Culturally, they value self-sufficiency and challenge – flying a basic taildragger into a short rough strip demands skill, which is a point of pride and accomplishment. This segment is geographically clustered (as discussed, Mountain West, Alaska, etc.), but pockets exist nationwide.
They are prime targets for companies selling bush planes, mods (like tundra tires, bush pods), or adventure travel experiences. They also frequently pursue additional training (e.g. mountain flying seminars), indicating a commitment to skill improvement and safety.
Commercial Bush Operators
This segment consists of pilots and businesses that use bush planes for hire or for enterprise purposes, and it is heavily concentrated in Alaska and parts of rural Canada (though we focus on U.S. here).
In Alaska, there are 311 certificated air carriers providing on-demand and scheduled service – many of these are tiny one-plane or two-plane outfits flying bush routes. Examples include air taxi services that ferry villagers, supplies, or tourists to remote camps, as well as flightseeing operators (glacier tours, wildlife surveys) and cargo haulers with bush planes.
The pilots in this segment might be younger on average than the private owners – often bush flying is a first step in a professional pilot’s career (a newly minted commercial pilot in their 20s might head to Alaska to build hours flying hunters into the backcountry). Others are lifelong commercial bush pilots who have made it their career to operate in the wild.
The experience level required is significant – insurance for commercial bush operations often demands high time and proven mountain flying ability. These pilots face real hazards (Alaska’s weather and terrain make bush flying risky; accordingly, they are known for exceptional stick-and-rudder skills and local knowledge).
Geographically, Alaska’s hubs like Anchorage, Bethel, Kotzebue, Nome, Fairbanks, Juneau all have clusters of commercial bush operators.
In the lower 48, true commercial bush flying is more niche – examples include outfitters in Idaho who fly clients into wilderness ranches or Maine/Northern Minnesota fly-in fishing lodge services using floatplanes.
Government contracts (mail delivery to remote communities, US Forest Service charters for firefighting or surveillance) also sustain some commercial operators. The demographic of business owners in this segment might be middle-aged (many air taxi businesses are family-run, handed down over time), but the line pilots include many younger individuals.
A notable point: bush operators often use rugged classic aircraft (a significant portion of the De Havilland Beavers, Cessna 206/207s, and Pilatus Porters in existence are owned by commercial outfits serving the bush market). These aircraft are expensive – e.g. a 50-year-old Beaver can fetch over $300,000 on the used market – but they earn their keep hauling cargo and passengers where nothing else can. From a business strategy view, commercial operators in Alaska generate $3.8 billion for the state economy and 35,000 jobs (including indirect), underscoring the economic weight of this segment in that region.
Institutional/Government Users
A smaller but important segment, this includes federal and state agencies, as well as nonprofits or research institutions, that maintain bush aircraft for specific missions.
Alaska’s state government and federal agencies have perhaps the largest fleets. The Alaska State Troopers and Alaska Wildlife Troopers together operate dozens of aircraft (from PA-18 Super Cubs for wildlife patrol to helicopters and Cessna 208 Caravans for search and rescue). In fact, Alaska’s Troopers “have the largest aircraft fleet of any state law enforcement agency in the US”.
These are working bush planes used for law enforcement in roadless areas, medevac of patients from villages, and rescue operations. Likewise, the U.S. Fish and Wildlife Service (USFWS) in Alaska employs bush planes (often Super Cubs on floats) for wildlife surveys and managing remote refuges. The National Park Service has pilots and planes in places like Denali and Lake Clark to monitor parks and transport personnel.
In the Lower 48, institutional use of bush planes is more scattered: State wildlife agencies in big states (e.g. Alaska, and to some extent Montana or Idaho) might have a small aviation department for game surveys or fish stocking via aircraft.
Federal agencies such as the Bureau of Land Management (BLM) and U.S. Forest Service use aircraft in fire surveillance (though those are often more mainstream Cessna models or twin-engine spotter planes, occasionally a Helio Courier or similar STOL plane might be used for rough-field capability).
The Civil Air Patrol in Alaska also essentially acts as an institutional bush operator when conducting search-and-rescue – CAP has a fleet of Cessna 185s and 172s in Alaska with volunteer pilots ready to land on gravel bars if needed. The professionals in this segment tend to be highly experienced pilots, often former military or seasoned commercial pilots who take on roles as public servants. They might be a bit younger on average than the retiree recreational crowd, but they are distinguished by specialized training (e.g. mountain flying instructor ratings, etc.). Because their missions are often life-critical (rescue, law enforcement), these pilots are at the elite end of bush flying skill.
Ownership-wise, obviously the aircraft are owned by agencies rather than individuals, but the “culture” around their use often overlaps with the commercial bush pilot culture (many of these pilots fly similar routes and conditions).
An interesting note: because government budgets can be tight, some agency fleets keep aircraft in service for a very long time – there are reports of agency-owned Super Cubs in Alaska serving for decades. These agencies also invest in training programs for new pilots (ensuring longevity of bush flying expertise). Overall, while institutional users are a small fraction of the total bush plane population (e.g., only 157 government-registered aircraft in Alaska, and far fewer in other states), they have outsized visibility due to their public missions.
Collectors and Enthusiasts
The collector segment of bush plane owners is a bit different – these owners might not fly into rough strips daily, but they prize the airplanes for their history and capability.
They tend to be financially well-off individuals or museums who purchase iconic bush planes either as display pieces, for vintage airshows, or personal enjoyment. Examples include someone who buys a fully restored 1950s De Havilland DHC-2 Beaver or a Piper J-3 Cub and keeps it in a hangar in suburban Dallas or at Oshkosh’s Pioneer Airport. These planes might only see occasional use on grass strips or sunny-day fly-outs, but the owner derives pride from preserving a piece of aviation heritage “that could land anywhere if we wanted to.”
Demographically, collectors are often older (50s, 60s, even 70s), since accumulating these aircraft requires significant disposable income and time. Many are veteran pilots; some are even former bush pilots who moved to the city but kept an airplane as a memento.
Geographically, this segment is spread across the country, but there are clusters around aviation hubs. For instance, Wisconsin’s high number of J-3 Cub registrations (134, the most common type in that state) suggests a strong vintage aircraft scene, likely tied to EAA Oshkosh and local collectors.
Similarly, in Florida and Texas you’ll find collections of ex-Alaska planes that have been refurbished for warmer climes, and in the Pacific Northwest some tech entrepreneurs have amassed fleets of STOL aircraft (some tech CEOs are known to own multiple bush planes as “toys”).
What motivates collectors is often the storied reputation of these planes: the Beaver, for example, is celebrated as possibly “the best bush plane ever built” and demand for it remains high decades after production stopped.
As a result, prices for certain bush aircraft have skyrocketed (a Beaver that sold for $32,000 new in the 1950s might sell for over half a million today). Collectors happily pay this, which in turn affects the market and availability of aircraft for other segments.
This segment overlaps somewhat with recreational owners – a collector may still take their plane on the occasional backcountry fly-in – but they differ in often owning multiple aircraft and focusing on preservation and legacy.
General Aviation Pilots (Potential First-Time Buyers)
Beyond the current owners, there is a notable pool of GA pilots who aspire to join the bush flying world. This includes everyone from relatively new private pilots to long-time city-based pilots who want a new challenge. Several trends point to rising interest among this broader GA base.
One is the explosion of STOL competitions and backcountry flying events in recent years, which have entered mainstream aviation culture. For example, the High Sierra Fly-In in Nevada – essentially a “Burning Man for pilots” on a dry lake bed – grew from a handful of planes in 2010 to over 1,000 airplanes and 3,000 people by 2021.
Such events draw not only veteran bush pilots but also curious GA pilots who fly in with a Cessna 172 or Cirrus just to witness the bush planes in action. Many get hooked and become buyers of their own STOL aircraft.
Another indicator is that flight schools and clubs are seeing more pilots add tailwheel endorsements and mountain flying courses to their repertoire, even if they learned in tricycle-gear planes. The tailwheel trainers (like Citabria, CubCrafter’s Carbon Cub demo models, etc.) are often booked solid at flight schools near areas like Denver, Seattle, or Phoenix, suggesting a steady stream of pilots are “leveling up” their skills with bush flying in mind.
Online media and communities have also stoked interest – YouTube channels of pilots landing on glaciers or remote sandbars have millions of views, inspiring a new generation of flyers to try it. According to industry anecdotes, manufacturers like CubCrafters have reported strong sales and even backorders, much of it driven by first-time owners coming from the ranks of general aviation. The relatively accessible nature of some kit-built bush planes (where one can build a Kitfox or Zenith STOL at moderate cost) also opens the door for younger pilots to join the fun.
In terms of demographics, these prospective bush plane buyers often differ from the established owners: they may be younger (30s or 40s), not as financially established, and currently fly more common aircraft.
They might live outside the traditional bush flying states, but are willing to travel for adventures. As such, one emerging trend is “destination backcountry flying” – pilots from say, Chicago or Los Angeles who rent or borrow a bush plane (or eventually buy one) and travel to Montana/Idaho/Alaska for flying vacations.
This trend broadens the geographic impact of bush aviation because even states that don’t have many resident bush planes see visiting pilots coming for the experience. For instance, during the summer you’ll spot plenty of out-of-state N-numbers at Idaho’s Johnson Creek fly-in campground – GA pilots who flew in from elsewhere to play bush pilot for a week. Many of these will ultimately become buyers of bush planes once they have the means.
In summary, the potential first-time buyer segment is sizable and growing, injecting fresh blood into the bush flying community. They represent a key marketing target for aircraft brokers and kit manufacturers: typically, they’re looking for two-seat or four-seat STOL aircraft, value safety and versatility, and often need guidance on equipping and training for bush operations.
Lifestyle and Cultural Correlates
Bush aircraft ownership is often as much a lifestyle choice as an economic one. Several lifestyle and cultural factors strongly correlate with (and drive) the decision to own a bush plane.
Off-Grid Living and Rural Lifestyles
Many bush plane owners live (or have second properties) in remote areas by choice. Having a plane is akin to owning an off-road vehicle or boat – it’s a tool that enables a semi self-sufficient rural life. In Alaska this is most pronounced: people living “out in the bush” (isolated homesteads, remote villages) frequently either own a plane or rely on someone who does.
For instance, a family homesteading on a lake 150 miles from Fairbanks may own a simple Piper PA-12 or Cessna 170 on floats to get to town for supplies, effectively using it like a family car. Even where individuals don’t pilot themselves, they are deeply familiar with bush flying – it’s common in Alaska for 1 in 40 residents to be a licensed pilot (versus 1 in 600 nationally), so nearly everyone has a neighbor or relative with a plane. This normalizes plane ownership as part of rural living. In the Lower 48, off-grid lifestyles are less common, but certain communities mirror this: for example, fly-in ranch communities in Idaho’s Salmon River canyon or Montana’s backcountry ranches where the nearest road might be snowed-in all winter, so a plane or ski-plane becomes a necessity.
Owners who fit this profile often integrate flying with daily tasks (hauling groceries, commuting from a remote ranch to a city job weekly, etc.). They tend to value reliability, ruggedness, and utilitarian aspects of their planes – the culture here is one of practical aviation.
Hunting, Fishing, and Outdoor Sports
A strong correlation exists between bush plane ownership and hunting/fishing/outdoor recreation pursuits. A bush plane is the ultimate access tool for wilderness recreation.
In Alaska, many if not most private pilots originally got into flying specifically to reach hunting spots or fishing holes that would otherwise take days of hiking or expensive charter to access. It’s common to load up a Super Cub with camping gear and disappear into the mountains for a moose or sheep hunt.
Likewise, in the West, pilots use their planes to land near trout streams, high alpine lakes, or remote airstrip campgrounds. This has created an aviation subculture that overlaps heavily with outdoorsman culture.
At backcountry airstrips on any given weekend, you’ll see planes parked and owners off hiking, rafting, or hunting. Some states even have programs integrating aviation with outdoor management – for instance, Idaho Fish & Game has been known to partner with volunteer pilot groups to ferry in trail maintenance crews, etc.
For marketing and community purposes, bush planes are often featured at sportsmen’s shows and outdoor expos, not just at aviation events. Owners themselves frequently post their successful hunts or scenic camping trips on social media, which in turn attracts others from the outdoor community into aviation.
Culturally, this group views the airplane as enabling a frontier-like freedom – to go where few can, catch the biggest fish in that untouched lake, or bag a trophy animal far from any road.
Storytelling is big: trading tales of landing on a gravel bar to stalk caribou or using the plane to spot a herd from the air. This adventurous ethos is a hallmark of the bush flying lifestyle.
Backcountry Aviation Community and Events
Bush plane owners form tight-knit communities bonded by shared experiences. There is a camaraderie reminiscent of both the camping world and the vintage car world – a mix of practical skill-sharing and enthusiasm for classic machinery.
Fly-in gatherings are a major cultural component. For example, Johnson Creek, ID hosts popular fly-in campouts where dozens of pilots camp under their wings, swap flying stories by the campfire, and perhaps compete in friendly STOL landing contests at the airstrip.
Nationally, events like the aforementioned High Sierra Fly-In in Nevada have put backcountry flying on the map, with organized competitions like STOL Drag Racing (which combines elements of drag racing with bush flying skills).
There’s also the legendary Valdez STOL Competition in Alaska each May, where pilots from all over Alaska (and increasingly the Lower 48) come to see who can take off and land in the shortest distance.
These events draw large crowds and are sponsored by industry players, reflecting a culture that celebrates the technical skill and the thrill of bush flying. Pilots in these communities often help each other – a less experienced pilot might be mentored by a veteran on how to handle a tricky airstrip approach or how to install vortex generators on their plane for better slow-speed handling.
There are also online forums and groups dedicated to backcountry flying tips, equipment mods, and trip reports. All of this communal knowledge lowers the barrier to entry for newcomers and reinforces the identity of being a “bush pilot,” even for recreational weekend fliers.
The culture highly values self-reliance, modesty, and helping others: you’ll frequently hear bush pilots emphasize safety and humility (“the mountain doesn’t care how many hours you have”) while also being the first to assist a fellow pilot in trouble (a classic example: if a plane gets stuck or damaged at a remote strip, nearby pilots will coordinate a fix or ferry the stranded occupants out).
Mechanical and DIY Culture
Many bush plane owners are hands-on with their aircraft. Since these planes often operate far from full-service airports, owners tend to be mechanically savvy and may perform a lot of their own maintenance (within the limits of FAA rules). Some even build their own aircraft (the prevalence of kit-built experimental STOL planes is evidence of a DIY spirit).
This mechanical inclination is part of the bush flying lifestyle – being able to jury-rig a repair or hand-prop your plane on a cold morning in the wilderness is considered a badge of honor. As a result, you’ll find that bush plane gatherings often have a swap-meet vibe, with pilots trading spare parts, showcasing homemade modifications (like custom bush pods, extended landing gear, etc.), and sharing advice on improving aircraft performance.
This contrasts with other sectors of GA where owners might simply “use” the airplane and leave maintenance to shops; in bush flying, owner-maintenance and deep familiarity with one’s machine is common.
The FAA’s rules allowing Experimental Amateur-Built (homebuilt) aircraft have catalyzed this – a large fraction of new bush-style planes (e.g. Just Aircraft SuperSTOL, Rans S-7 Couriers, Kitfoxes) are home-built, meaning the owner is literally the manufacturer and mechanic.
This aspect of the culture appeals to those who like working with their hands, akin to classic car restorers or motorcycle tinkerers. It’s not uncommon for a bush pilot to have rebuilt their airplane’s engine in their garage or personally installed a new STOL kit on the wings.
In summary, owning a bush plane is often intertwined with living an adventurous, often rural, outdoor-oriented life.
Whether it’s an Alaskan hauling firewood in a Piper Cub to their remote cabin, a doctor in Montana flying to a river strip for weekend camping, or a group of friends meeting annually at a desert playa to race their souped-up bush planes, the common thread is a love of freedom, nature, and the mastery of flying “low and slow” in places beyond the reach of asphalt and concrete.
This lifestyle is heavily romanticized in aviation media (the term “bush pilot” itself carries a legendary aura), and for good reason – it represents, for many, the purest form of flying: pilot and machine in harmony with a wild landscape.
From a marketing perspective, tapping into these cultural values (freedom, adventure, self-reliance, community) is key when targeting the bush aviation segment.
Regional Summaries and Strategic Insights
To support business and marketing decisions, it’s useful to distill where the markets for bush planes are and what characterizes them.
Alaska
Market: Absolutely essential. Alaska has ~9,000+ bush-capable aircraft and ~8,000 active pilot-users in a single state. The concentration of adventure pilots, commercial operators, and government users here is unmatched.
Regional characteristics: High need for robust STOL aircraft, floatplanes, and reliability in extreme conditions. Owners tend to use planes as tools; even recreational flying in Alaska often has a utilitarian bent (e.g. reaching a hunting camp).
Business insight: Brokerage and services in Alaska should emphasize maintenance support, modifications for cold and rough use, and be prepared for a knowledgeable customer base (Alaskans know their planes). Marketing could focus on safety and survival features, given the challenging environment. There is also a tradition aspect – aircraft models with legendary Alaska pedigrees (Super Cub, Beaver, Cessna 185) hold their value exceptionally well in this market.
Key locales: Anchorage/Mat-Su (largest owner base), Fairbanks, Kenai Peninsula, and regional hubs (Bethel, etc.). Note that Alaska’s flying season peaks in summer for recreational use, but many operations are year-round; thus, product demand can include skis and cabin heaters in winter, floats in summer.
Mountain West (Idaho/Montana/Wyoming/Utah)
Market: Strong recreational pilot segment, moderate commercial (air tour, charter) segment, some government (especially fire and wildlife agencies). Combined, these states have on the order of 15,000+ registered aircraft (not all bush planes, but a significant share suited to backcountry) and pilot populations well above average per capitaiditarod.com.
Regional characteristics: Lots of seasonal usage – spring through fall are high activity for backcountry strips; winters see ski-plane use in some areas but generally lower activity than Alaska’s year-round ops. Many owners here are part-time bush pilots (weekend warriors). Terrain is high elevation, so there’s interest in aircraft with good high-altitude performance (turbos, bigger engines).
Business Insight: There’s an appetite for STOL upgrades and powerful engines among this crowd – selling a 4-place aircraft that can haul camping gear over a mountain range will attract buyers. Idaho is a critical sub-market: McCall and Boise are centers of backcountry aviation business (aircraft dealers, flight schools offering mountain checkouts, etc.). Montana and Wyoming have fewer people but high aircraft per capita; Jackson Hole and Bozeman have affluent buyers (some crossover with the “collector” demographic who want rugged planes for their ranches). Marketing can highlight the recreational freedom aspect – these buyers are living the Western outdoor dream and often respond to imagery of planes on grass strips beside rivers, etc. Aftermarket support (for example, avionics that provide terrain awareness, since many mountain strips are in canyons) is also a selling point.
Pacific Northwest and Northern Tier
Market: Includes Washington, Oregon, Idaho (already covered) and extending to Minnesota, Maine (the northern tier states with wilderness). This is a bit of a patchwork: Washington and Oregon have unique bush flying scenes – Washington’s San Juan Islands and peninsulas have a lot of floatplanes (somewhat a hybrid of bush and general aviation), and eastern Washington/Oregon have ranch flying. Minnesota has floatplane culture with many pilots accessing lake cabins (over 10,000 lakes; Minnesota and neighboring Wisconsin, Michigan, and Maine all have dozens of seaplane bases and plenty of taildraggers on floats).
Characteristics: Many of these areas involve water access – the Seaplane Pilots Association has strong membership in these regions, indicating opportunity in amphibious aircraft and float kits. Also, winters are harsh (so ski operations or storage needs can be considered).
Insight: The buyer segment here can range from hardcore outdoorsmen (e.g. Maine bush pilots who mirror Alaskans on a smaller scale) to hobbyists who just want a classic Piper Cub for short summer hops. Emphasizing versatility (wheels/skis/floats swaps) can be effective. For instance, a broker might market a Cessna 180 with both float kit and wheel gear to a Maine buyer as a year-round adventure machine.
Southern and Eastern States
These are not traditional bush flying havens, but there are pockets. Florida deserves mention for seaplanes: the state’s year-round good weather and countless waterways make it a seaplane training and recreation hub. A significant fraction of those 35,000 seaplane-rated pilots reside or vacation in Florida. However, actual “bush” terrain is limited (the Everglades and some forests). Appalachian Mountains (TN/NC/WV) have a handful of gravel private strips in the hills and a devoted but small backcountry following. Culture-wise, in the East and South, bush plane owners might actually be more aligned with the antique aircraft and sport flying community – e.g. flying off a farm field on weekends for fun rather than pressing into truly remote service.
Insight: These regions might be targets for niche marketing – for example, selling modern STOL Light Sport aircraft (like Zenith or Just Aircraft SuperSTOL) to aging pilots in the Carolinas who want short-field capability on their farm, or promoting seaplane experiences to wealthy Floridians. The buyer segments here often overlap with collectors (e.g. someone in Georgia who keeps a restored Super Cub just for nostalgia flights). Emphasize ease-of-use, nostalgia, and sport in these markets.
Urban Enthusiasts (Nationwide)
Not a region per se, but it’s worth noting the presence of bush plane owners even in big cities. For instance, many pilots based in California or Texas cities own bush planes which they hangar at local airports and then fly to backcountry locales on vacation. California has the largest number of pilots after Texas, and some of those are avid backcountry flyers who venture to Nevada or Idaho. In marketing terms, reaching these people might involve venues like EAA AirVenture Oshkosh, Sun ’n Fun – major events where even urban pilots go and can be introduced to bush flying culture. The proliferation of STOL demonstrations at airshows (Oshkosh now features daily STOL demo competitions) attests to urban interest.
So a strategic approach would be: don’t ignore states like California/Illinois/New York just because their local terrain isn’t “bush” – there are enthusiasts there who will be customers (e.g. New York state has seaplane owners in the Adirondacks, and a New Yorker might keep a Carbon Cub in Vermont).
Regional Snapshot of Bush Aviation
| Region | Notable Stats & Features | Key Buyer Segments | Example Hubs (Airfields) |
|---|---|---|---|
| Alaska | 9,052 aircraft (790 PA-18s); 82% communities off-road; 394 public strips; 102 seaplane bases. Pilots: 6x US per capita. | Heavy Commercial (air taxis, freight), Govt (Troopers, agencies), Recreational (hunters, villagers). Some Collectors (historic planes). | Anchorage/Lake Hood, Merrill Field; Fairbanks Intl & nearby floats; Bethel, Nome (regional hubs); Talkeetna (Denali air taxis). |
| Idaho/Montana/Wyoming (N. Rockies) | Idaho ~70 backcountry strips; MT 5,546 AC (131 Super Cubs); high pilot per capita ~0.3–0.4%. Mix of private & charter ops. | Recreational (camping, hunting pilots), Some Commercial (outfitters, tour flights), some Govt (fire spotters). Collectors in MT/WY ranch areas. | Johnson Creek & McCall, ID; Boise (supply/maintenance); Kalispell & Missoula, MT; Jackson Hole & Cody, WY (tourist gateway strips). |
| Pacific NW & AK-bordering (WA/OR + AK-influenced) | WA 10k+ AC (PNW floats, Cascade strips); OR moderate GA community; WA & MN lead lower-48 in seaplane activity. Many short forest strips on public lands. | Recreational (some bush flying in Cascades/Olympics), Seaplane pilots, Collectors (esp. vintage in WA). Commercial use limited (maybe charter to remote resorts). | Kenmore Air Harbor, WA (floatplane center); East WA farm strips; Oregon: backcountry strips like Minam, OR. |
| Upper Great Lakes & NE (MN/WI/ME) | MN ~5,600 AC (many floats); ME 1,414 AC (Cessna 185 tops); WI 5,975 AC (J-3 Cub tops). Seasonal flying, dense lake country. | Recreational (fishing/hunting by floatplane), Collectors (vintage Cubs in WI), a few Commercial (fly-in lodges, game wardens). | Lake Hood analogs: Crane Lake, MN or Moosehead Lake, ME (float bases); small grass strips in ME North Woods; Oshkosh, WI (hub for vintage enthusiasts). |
| South/Appalachia | Lower overall GA density, but FL has ~21k AC (seaplane hotbed); TN/NC some mountain strips. Culture less bush, more sport. | Seaplane hobbyists (FL), small Recreational segment (e.g. private farm strips), some law enforcement planes for wildlife in southern swamps. | Winter Haven, FL (Jack Brown’s Seaplane base – training hub); Tellico Plains, TN (mountain strip); various private grass fields. |
(Sources: FAA Registry data updated 2025; Alaska DOT aviation reports; Recreational Aviation Foundation and state aviation guides.)
As the table and analysis show, marketing and brokerage efforts should be tailored regionally. For instance, when targeting Alaska or true commercial bush operators, the emphasis should be on proven reliability, payload, and performance (and one might focus on selling certified aircraft like Cessna 206/208, DeHavilland Beaver/Otter, etc., as well as specialty mods like tundra tires, reinforced landing gear). Outreach could involve attending the Great Alaska Aviation Gathering (which draws ~20,000 attendees each year in Anchorage). For the recreational segment in the Lower 48, a different approach works: perhaps organize demo days at fly-in events, highlight how a new model bush plane can enable their wilderness adventures in places like Idaho, and use platforms like AOPA and EAA channels (since many recreational prospects are AOPA/EAA members) to showcase success stories of pilots who “bought a bush plane and opened up a whole new world.”
Demographic targeting can also be gleaned from the above: a large portion of current owners are older and wealthier (e.g. 50-70 age, many with aviation or outdoor professional backgrounds). But up-and-coming buyers include younger GA pilots with an adventurous streak. Ensuring marketing speaks to both – e.g. respecting the legacy and heritage (appealing to older collectors) while also showcasing modern safety and fun (appealing to younger pilots) – will be important.
Lastly, the lifestyle and cultural aspects can be leveraged in branding. Bush flying carries a cachet of rugged individualism that resonates beyond just pilots – it evokes the “Last Frontier” spirit. Companies in this space often use imagery of a lone aircraft against a wilderness backdrop, or slogans about freedom, adventure, access. This isn’t just romantic fluff; as our research shows, those ideals are tangibly lived by the bush pilot community (flying kids to school in rural Alaska, landing next to a remote river to fish, etc.). Aligning a business strategy with those values – say, by sponsoring backcountry safety initiatives or contributing to airstrip preservation – can build authenticity and goodwill in the community.
In conclusion, the U.S. bush aviation community, though a niche within general aviation, is highly vibrant and regionally concentrated. Alaska remains the cornerstone with an indispensable bush flying culture, while the Lower 48 contributes growing recreational clusters in the mountains and backcountry. The FAA data and on-the-ground patterns confirm a robust ecosystem of aircraft, pilots, and infrastructure that underpins this segment. Bush plane owners are, by and large, passionate aviators whose flying is intertwined with their lifestyle – be it subsistence in the wild or weekend thrills. Understanding where they are, who they are (often seasoned, resourceful, and community-minded), and what they value (safety, capability, freedom) is key to engaging with this market. Armed with these insights – from the PA-18 Super Cub counts in Alaska to the tailwheel training trend among new pilots – aviation businesses and brokers can better tailor their strategies to serve the needs of adventure pilots, commercial bush operators, agencies, collectors, and aspiring bush flyers across the country.