Can confirm. Ive had a ragged old ‘66 model into (and out of) a lot of places including Creighton Island (2370’ with tall Live Oaks on both ends) and High Valley (2000’ high terrain all quadrants). Good climb performance much more important than tailwheel for most applications.

A friend with a v-tail, took a mountain flying course in the Rockies. Instructor said the Bo’s robust LG made it a great “backcountry” platform.

I currently own a 49' IFR Stinson 108-3. It was primarily purchased to train my son as I wanted him to have far better handling skills than your average private pilot. It's worked out pretty good.

I just took it to OSH and got front show parking ! They put me in the affordable airplane section and it was great ! I used to own a Sundowner and partnered in an A36 but neither of those would have got me in show center parking for sure.

Cheers,

And a 7ECA O-235 118 HP +5 -2 Aerobatic.

Not as sporty, but fun sporty.

Edit: I just looked at their website, it lists for 279K... I think when I instructed in them they were 12,000.00 1969 or so.

If you want the ultimate in low and slow with windows or doors open you may want to consider a helicopter. They make a great companion to a Bonanza, Baron, Cirrus, Citation, etc... Not hard to fly if you avoid the Robbies. (Full disclosure, I sell helicopters for a living so I may be a bit biased.)

If you want to stick fixed wing, my 180hp Cessna 170B was almost a the perfect airplane. Light on the controls and beautifully balanced, plenty of power, big flaps and constant speed for short landings, cheap to operate and maintain. If you told me I could only fly 1 airplane for the rest of my life that would be a serious contender.

If you are just going to bum around and watch the sunset, it's really hard to beat the Cubs. Biggest reason is the clamshell door. On a warm evening opening that door and watching the world go by is an experience like none other. Dropping into a perfect 3 pointer on grass on a calm night with the door open is one of life's true joys.

To some extent, I think it depends a great deal on what one considers “backcountry flying”. Since there isn’t really a definition, some might argue that even retractable gear planes like a Bonanza can make “good backcountry planes.”
Places like Johnson Creek are considered by some to be “backcountry strips” and, since there is no formal definition, for those pilots, I guess they are.
But if you are considering getting into the sport/activity/job of flying into places that in many cases have never had a plane land there, where you must scope out the LZ from the air and then decide if it is safe to land (mountain meadows, beaches, old 4x4 roads etc) then you would be wise to consider planes made for that purpose. It may be true that 99% of planes “made for backcountry” don’t really venture there, but again, it depends on your definition. In my circle of pilot friends using C170’s, Cubs and Huskys etc. airports are used for fueling, but lots of the group activities in Utah, Wyoming and Idaho involve looking for places to land and explore, not airfields at all, just natural features that allow for planes to land. For those areas, large, soft tires with strong gear and lots of prop clearance along with experience in making the go/no-go decision are good insurance policies.

I bought a brand new GCBC in 1976. The price was 16 and change.

Jg

Glasair Sportsman...and here's why:

Experimental means more affordable parts/upgrades and as much of your own labor as you're capable of/comfortable with. Many have been built at the factory under "adult supervision" in the "Two Week To Taxi" program. It can be nose gear, taildragger, skis, floats or amfib. It can be VFR only or IFR with autopilot etc., all based upon your budget. Two engine options and the larger IO-390 gives great load, climb and cruise numbers. Very well mannered for a taildragger...plenty of warning before you get bitten on the runway. Good forward visibility on the taxiway. Roomy side-by-side, dual stick, great windows, including the cockpit roof, and big baggage behind (rear seat option for sub-10-year-olds only) Very well balanced in roll and pitch. Optional BRS parachute retrofit available. Oh, and mine looks stunning!!!

Minor downside...much of the company now off-shored to Asia but most parts are Aircraft Spruce standard anyway.