Trailwise

Job Description for Barlow's Crew

2012-01-02T19:58:00.000-08:00

Job Description: Barlow Jeep Rentals Crew

1/3/12: Seeking one new crew member for full-time position to start by March 15, 2012 (or sooner, if possible).

To many people, working at Barlow’s might seem like a dream job: work with Jeeps, in a fun and casual atmosphere, in one of the most beautiful locations on the planet. Yes, it is all that, but first and foremost, it is actually WORK. In a nutshell, the job requires exceptional customer service skills combined with unflagging physical and mental energy--we're talking a sticky sweet dynamo!

The main facets of the job are handling rental contracts, instructing guests in trail driving and Jeep operation, managing reservations, and prepping Jeeps for rental. New hires start in the following order, and progress as skill mastery allows: first, Jeep washing; second, phones and reservations; third, rental contracts; fourth, preparing guests for trail and Jeep usage. We will train the right candidate for all of that—you don’t have to come in knowing all about the Axle Lock button, or how to strip the frame off a Jeep soft top, or even how to get to Soldier Pass—what you DO need is to be: highly self-motivated, but with a strong teamwork ethic; smart, without being arrogant; humble without being sheepish; both mentally and physically energetic and capable; all this with the amazing ability to mother the timid customers, tame the rowdy ones, and have them all eating out of your hand.

Here are some of the dry technical specifications:
1. 25 or older with a clean driving record (no DUI, no suspensions)
2. Must be able to lift and carry at least 25 pounds, while walking up and down steps.
3. Must be able to lift overhead (soft tops, etc.)
4. Must be able to squat and crouch (inspecting and washing Jeep undercarriages)
5. Must be able to easily and safely enter and exit all of the fleet vehicles (even Greta and Josephine) without any aid or device.
6. Must have an appearance and demeanor that is appealing to the average family-oriented visitor--clean, neat and friendly appearance and demeanor.

In the past, we have screened a lot of applicants who had a misconception of what the job is really like. It’s not glamorous most of the time. Let’s expose the “dirt” about working at Barlow’s…

First, yes, this is primarily a customer service position, but we wash Jeeps. We wash Jeeps A LOT. And we wash Jeeps day in and day out in all kinds of weather. It’s like the Karate Kid workout: Your shoulders will be sore from the constant circular motion of washing and drying Jeeps, and your back will be sore from leaning over vacuuming interiors, and wiping out various unidentified sticky things that you really don’t want to know what they are. Your hair will get messed up and your coworkers will spray you with the pressure washer, usually by accident (but not always). Your legs will be covered in red dirt, and most likely you will develop calluses on your knees from kneeling down to spray mud out or inspecting the undercarriage. Your feet will get soaked—great when it’s 106 degrees out, but miserable when it’s 41 degrees. Bring a change of shoes and socks. And, sometimes, we even clean Jeeps with toothbrushes. I’m not kidding.

You will be on your feet most of the day. You will be standing, walking and running while answering phones, washing Jeeps, taking reservations, filling out contracts, talking guests through maps, demonstrating the features of the Jeeps, washing Jeeps, directing people to the bathroom, loading a cooler with ice into the Jeep, removing t-tops or soft tops from Jeeps, scraping up your fingers zipping windows into Jeeps, smiling while answering the phone while you are sucking on your sore finger, washing Jeeps, inspecting Jeeps, parking Jeeps, and washing more Jeeps.

You will be talking a lot, and you have to be charming the whole time you are doing it. You have to make people feel loved and warm and fuzzy from the moment they drive onto the property or the moment you answer the phone, even if your cat puked in your shoes and you bent your rear axle (again). You will answer tons of questions about Jeep rentals: what trails can we use, what time can we pick up the Jeep, how much does it cost, why is it so much more than Avis, how many people can we fit in a Jeep, do I have to make a reservation, do you have automatic Jeeps, do I have to be 25, do I have to have insurance, can I use someone else’s credit card, can I take your Jeep to Timbuktu, where are we located because the GPS sent us to the wrong county…You will also be answering tons of questions about Sedona in general: where to stay, where to eat, why aren’t the Hertz guys there, what are vortexes, where to shop, where to park an RV, what the weather will be like in 38 days, where is the nearest major airport, and how do I get to Sedona from there. After a busy day, you are tired of the sound of your own voice.

Then there are the times when we are not busy. That’s when we wash Jeeps—REALLY wash Jeeps—scrub upholstery, wax and polish paint, clean engine compartments, scrub tires and soft tops, and spray mud out of places you never knew Jeeps had. And when that’s done, we clean the shop. There is always dirt. ALWAYS. Shelves, carpet, countertops, bathroom, and all over the garage. There are usually dirty, broken and/or greasy Jeep parts laying around, too.

Some days the time just flies by, and you go home dirty and smelly and collapse on the couch. Other days drag by and you have to take a deep breath, look around and see what needs doing, even though playing Farmville sounds much better.

There are always list of projects that need doing. You will most often be working with one or two other crewmembers, but sometimes it’s just you, so you must be highly self-motivated. Your coworkers are highly self-motivated and expect the same of you. Anyone who is perceived to be slacking or not holding up their end is not tolerated for long. If there are dirty Jeeps sitting outside, a pile of dirty dishes, and dirty towels and coolers spread all over the shop, and you are sitting on the couch reading a magazine, expect some rather direct remarks.

You will work weekends and holidays. Don't even think about asking for time off in March or April. The pay is mediocre and there are no traditional benefits. There are about 8 weeks in the winter when rental business is really slow, and, by contrast, during Easter week, you will be sore, hoarse, and bleary-eyed. Anything white that you own will turn brown or pink.

Still reading? Okay, then here’s the good stuff…

Our Jeeps are awesome and you will get to know each one by name and personality. They also want to go out and play with you from time to time. Your coworkers are enthusiastic Jeepers and outdoors-people. They are smart, compassionate, supportive, and watch your back. Even though most of our crew members are college-educated, with business management backgrounds, and could run any of a number of different businesses, they have chosen, as you have, to take a job that allows one to go to work in a t-shirt, shorts, and flip-flops (or jeans and hiking boots, depending on the weather). While washing Jeeps or doing Jeep demos, you are outside, soaking up the gorgeous Sedona climate, which is great 99% of the year. You get to meet people from all over the world, with diverse backgrounds, and all looking to you to help them have fun. Just in the course of the job, you will learn more about 4-wheeling and Jeeps than most people can imagine. There is the opportunity to travel to different 4-wheeling destinations and events and meet and work with people throughout the industry. You get to live in the Sedona area, and Jeep, hike, bike, and/or ride whatever to your heart’s content. There are very few days a year that are unpleasant enough to keep you indoors all day, and even if there are less-than-favorable conditions in Sedona, you are within 1-hour of high-country pines for cooler weather, or 1.5-hours of the lower desert for warmer weather.

Most importantly, you have to be comfortable in your own skin AND have an innate love of people to be able to deal with all of the different personalities that you will encounter at the counter. You must have the attitude that there is always more to learn, you must have the inner strength to wash that one last Jeep at the end of a long day, and you must possess the self-confidence to know when to say “It’s okay—I got this!”

To see the Barlow Jeep Rentals commercial, CLICK HERE.

EMAIL resumes or inquiries.

Happy trails!

Life of a Sedona Jeep Tour Guide...

2011-11-21T11:25:00.000-08:00

I've been getting a lot of requests for this one lately--an article I wrote over 10 years ago that was meant to screen potential guides for my then position as a tour company manager. I resisted the urge to edit and update it. The content really applies to almost any position in the 4-wheeling/outdoor industry. Enjoy!

Life of a Sedona Jeep Tour Guide
by Nena Barlow

Arguably, Sedona, Arizona is the Jeep tour capital of the world. With the great weather, gorgeous scenery, and easy access to a myriad of trails, no wonder there are so many tour companies. Many people think that being a Sedona Jeep tour guide would be their dream job. If you are one of those, read this first!

Do you think you want to be a Jeep tour guide? Many people think it sounds like fun, and it is, for a while. But, for most people, the romance wears off quickly. The average career lifespan of Jeep tour guide in Sedona is less than two years, but there are those who have been guiding for five, ten, even twenty years.

I have been in the Jeep tour business since 1996, which makes me about ninety-six in Jeep years. I have eaten enough red dust to be convicted of smuggling federal property. I have ushered thousands of visitors into the backcountry. I have grown tired of the sound of my own voice. I have watched Jeeps go from the showroom floor to tour status to beyond reasonable maintenance, relegated to the Jeep retirement lot, with 150,000 trail miles on them. I have hosed off various types of excrement from Jeeps. And I have seen guides train, passed by them on the trail for a while, then saw them eventually move on to a "real" job. Let me give you insight to the whole world of professional Jeep tour guiding, from start to finish.

It takes a certain type of person to really be a guide as an ongoing career. Most "career" guides are very serious nature and history lovers. They drive Jeeps all week, then spend their days off hiking, biking, or even Jeeping. They love to read. They have heated debates with their associates about the current scientific name of the javelina, the best way to eat agave, or the latest tour joke. They are clever, independent, resourceful, animated, and loud. They are very much people-people. They love to entertain and be the center of attention. And they can deal with a great deal of ups and downs, not just on the trail, but also in their schedules and bank accounts.

The first thing that hopefuls need to know is that fewer than fifty-percent of applicants will even get an interview, due to the sheer volume of applications. When I was a Jeep tour trail boss, my interview technique consisted primarily of trying to talk the applicant out of the job. I would tell them all of the disadvantages of the job, like bouncing around all day long, eating dust in the heat, or getting drenched in the freezing rain, all the while being charming and entertaining, and answering the same questions you have heard a thousand times. Some applicants are dismayed by the fact that there are no fixed paid hours. Guides are paid by the hour only for driving tours, on a rotating schedule, at the whim of the weather and tourism flow. Some applicants are even distressed to learn that they have to wash their own Jeeps. If none of that seems to phase them, we move on with the interview.

Jeep tour companies are looking for personality first. They want someone who is responsible, yet entertaining; informative, yet interesting; and safety-conscious, but fun. Many of these traits may seem contradictory, but it is exactly what makes a good guide. And, contradictory to popular belief, guides are not hired for their four-wheeling prowess, in fact, personality, not off-road experience, is the single most important factor in guide selection. There are some really great four-wheelers who will never make the cut as a guide. Likewise, there are many great guides who were hired without any previous four-wheeling experience. The priorities of most tour companies fall in this order: first, safety; second, entertainment; third, education.

What happens to the applicants who do make the cut? Training, training, training, which may take anywhere from two to twelve weeks, depending on the traineeís previous experience. Trainees must learn about local history, geology, ecology, environmental etiquette, company policies and procedures, and, yes, how to drive a Jeep. No matter how many years of 4x4 experience a trainee has, there are many things that must be learned to manage the responsibility of driving a heavy Jeep with paying guests as a full time job. Most companies don't pay for training time, either. That alone tests the resolve of the trainee.

Training involves lots of studying. Jeep tour companies each compile their own guide training manuals, which include company policies and area information. A trainee should also spend a lot of time at the library, the historical society, and area parks. Most companies will expect you to know more about the area than you will ever be able to share in one two-hour tour, but you need that depth of knowledge from which to draw. Veteran guides have forgotten more than most people will ever know about Sedona, and rookies will still be expected to be able to discuss at length the virtues of the agave, or the patterns of geological erosion, or the effect of the World Series on the socio-economic structure of Sedona.

The key to ongoing success as a tour guide is to read a lot. Not only does it freshen your material for both you and your guests, but also it keeps your information congruent with current events and ongoing changes. Scientific names of animal species change, working geological theories evolve, and new archaeological discoveries emerge. Nothing is static - keep reading and exploring! The biggest mistake guides make is thinking that once they have been cleared to do tours, they know everything they need to know and are done training.

My favorite step in Jeep tour guide training involves the infamous "ride-along's", where the trainee rides with veteran guides to observe their touring technique, presentations, and interaction between guide and guests. It is my favorite, because, invariably, a guide trainee will come to me and say "Joe said this about this, but Jane said that about this." Presentation details vary from guide to guide, and it is important to do your own reading. Presentation, interpretation, and perception vary widely, so always check your facts. Otherwise, it can become like the telephone game: by the time a story filters through a handful of guides, it doesn't even remotely resemble actual fact!

Interwoven with these ride-alongs will be hands-on four-wheel-drive training in a tour Jeep with the trainees and a trainer. Tour Jeeps handle much differently than a stock Jeep, and it takes some adjustment to become proficient at driving them, even if the trainee has Jeeping experience. As a trainee, remember that you are there to absorb as much as possible from the trainer, who is usually a very tour-experienced person. Set your ego aside, please. Have the self-confidence to ask questions. Don't act like the driving is part of the interview. You have already been hired, now the company wants to train you to a certain point in your ability to manage a tour Jeep. The only people who are dismissed during driver training, are the ones who do not listen to the instructor. A tour company is putting a lot on the line by letting you drive one of their pieces of equipment on the company insurance policy with paying guests.

Each company has their own method of clearing a new guide for tours. Some companies have you do a tour with managers and senior guides on board (the worst possible passengers you could ever have), or some slowly wean you by having a veteran ride along with you for your first few tours. But, basically, you will be cleared to do tours when your driving and navigating is transparent, you project confidence and clarity in your information presentation, and you exhibit an easy going control of your tour.

Getting cleared to do tours does not mean that initiation is over. There is some hazing involved. In a small town, all the other Jeep tour guides know who the new guy is immediately, and the posturing can be downright juvenile. At times, I have compared the Jeep tour guide crowd to a pack of wolves - they establish a pecking order, and they can smell fear. But, for the most part, the tour guides from all of the companies are fun to work with, behave professionally on the trail, and are just good working people. One of the fun games guides play is coming up with new and clever banter to exchange when passing another tour Jeep on the trail.

What can tour guides expect to make once they are trained? Most companies are paying anywhere from $11 per hour for rookies, up to $20 per hour for veterans. But a really good guide will nearly match his or her hourly wages in tips. The downside is that guides only get paid for hours driving, and those hours can vary seasonally. This is not a job for people who need a steady income. The tour business has its peaks and valleys, which directly correlate to the weather and seasons. It takes self-discipline to save and adequately manage your finances. Among veteran guides, the saying "Winter is coming" has a special meaning and foreboding.

Most new guides begin in the spring, the busiest season of the year, where you spend as much as ten hours a day in the Jeep, you barely get a chance to scarf down cold pizza or a power bar for lunch in between tours, then drive until dark, go home, fall asleep on the couch, then get up in the morning and do it all again, for about ten days straight, before you finally take a day off, then ten more days straight, all until May, when we get a little breather. Summer days are really long and boring. You get one or two tours in the morning, then lay around for hours in the heat of the day, then everyone goes out for sunset tours, so you are driving until eight o'clock at night, then you come home, fall asleep on the couch, and do it all again tomorrow.

We endure the grueling days, because winter is always ahead. I advise new guys to sock away twenty dollars a day during the spring and summer, in order to build enough of a winter supplement to survive. Most guides get through winter on peanut butter sandwiches and ramen noodles. Over the course of a year, a full time guide averages twenty-five to thirty hours per week, with the spring and summer kicking at forty hours per week, and winter piddling in at as little as ten hours per week, depending on weather.

In spite of the eratic hours and unstable finances, there are some amazing benefits, which cannot be measured by your bank account.

You get to spend most of your days outside. When you are on the trail, you are captain of the ship. You work with an amazingly sharp and entertaining group of people, upon which I am a sure a sitcom will be based someday! You meet people from all over the world and from all walks of life. I have toured people from Japan, New Zealand, Norway, South Africa, Ecuador, and New Jersey. I have toured with blind people, so we spent the tour talking about the sounds and smells of the forest. I have toured with deaf people, so I scribbled out rock formations, history, and jokes on a note pad for them. I toured with a family from Turkey who sent me a beautiful leather wallet as a thank you for the toy cap gun key chain I gave to their son, as a memento of the "wild" west. I toured with a family from Manhattan whose 12-year-old little girl had never picked up a rock before. I have toured with numerous people who burst into tears at the sheer beauty of the scenery. I have watched elk spar, coyotes hunt, mountain lions stalk, hawks mate, bears scratch, and tour guides eat. I have answered questions like "why do they allow the animals to just run loose out here?" (The questions themselves are worthy of an entire book--coming soon!) If you love the outdoors, nothing can compare.

So what happens to most Jeep tour guides? For some, it is something they are proud to say they have done, but are glad to have moved on to more sane and steady work. For others, it becomes a way of life. "The worst day Jeep tour guiding is better than the best day in an office!"

Happy trails!

Trail Ratings

2011-03-20T22:52:00.000-07:00

As the Jeep event season looms closer, and winter-bound Jeepers start licking their chops over the trail selections of various 4-wheeling events around the country, I find the ever-sticky trail rating questions frequently crossing my path:

"Can my Jeep make it through the _____ trail?"

"What's a good moderate trail to do at _____?"

"What's the most fun trail at ______?"

As most of you already know, the askee cannot adequately answer any of these questions without acquiring a slew of other information from the asker: "How is your Jeep set up?", "What's your definition of moderate?", and "Is your idea of fun an easy scenic jaunt, or a heart-pounding steel-crushing rock fest?"

But beyond those subjective conversations is a larger befuddlement in the entire 4-wheeling world:

There is NO universal trail rating system.

In Arizona, we have used a 0-5 scale for a long time, with 0 being paved road, and 5 being impassable to any vehicle that ever rolled off a factory line. And we throw around terms like "easy" or "beginner" to "adventurous" or "extreme". Utah (specifically, Moab) has gone to a fairly well-defined 1-10 scale that categorizes anything in the 9 or 10 rating as buggy class only, relegating those of us in originally factory-built rigs, no matter how modified, to the 1-8 trails only. But to confuse matters further, Colorado and California use a 1-10 scale that makes trails like the famous Rubicon an 8-10 on their scale (the same trail might be a 6 or 7 on the Moab scale).

Then factor in that trails like Black Bear Pass near Ouray CO--the trail is actually very easy to drive--would barely rate a 4 or a "moderate" on the scenic Jeepers scale, except for that one little sticky fact about the narrow shelf road and excrutiatingly tight switchbacks with a sheer drop off of hundreds of feet promising certain death if you screw up by just a few inches--how do you calculate that HUGE intimidation factor into a trail rating?

Ask two different wheelers about the rating of a particular trail, and you will get two entirely different replies. For example, take a trail I will call "Bad Deal"--if you ask my friend Rick, whose Jeep has no straight sheet metal, a full roll cage, and carries crash helmets for its passengers, Rick will tell you that Bad Deal is a really easy trail. If you ask a recent client of mine, Jim, with a shiny stock 2011 Grand Cherokee, he would say it was impassable--that it wasn't a "trail" at all. The truth? In the rental and 4x4 instruction business, we would call this trail difficult or extreme, because it does take an aggressive 4wd with a driver who can make some good line choices to be able to make it through without damage beyond a few brush scratches and a little exercise of the skid plates. But, in the rock crawling world, this trail is barely a speed bump, and you have to go out of your way to make it interesting.

With all of this said, how can you properly choose a trail? Read, research, ask...Ask detailed questions of a knowledgable person you trust, or, at the very least, ask a variety of people and hope the truth will reveal itself in the averages (online forums are great for that!). Other good sources of info are local clubs, 4x4 shops in the area of your intended trails (and good people to know ahead of time in case you need some repairs), Jeep or ATV rental shops, and sometimes you get lucky and find a knowledgeable trail person at the local BLM or USFS Ranger Station.

But, what do you ask in order to get a true picture of what you are trying to get yourself into?

As an instructor, I address this with clients, and advise them to ask detailed questions about trails they are considering, such as:

"What size are the biggest rocks I will have to surmount? Labrador-sized? Volkswagon?"

"How tall are the ledges? Are they easy, rounded steps, or 90-degree steps?"

"What is the trail surface like? Sand? Sandstone? Slippery shale?"

"Are there bypasses for the harder obstacles on that particular trail?"

And, if you have particular fears or interests, ask about those too:

"How wide are the shelf roads?"

"How steep are the sidehills or inclines?"

"Is there adequate trail to pass other vehicles or stop for pictures?"

"Are there (ruins, mines, historic sites, etc.?"

And, last, but not least, don't forget to plan to get in and get out comfortably:

"How far to the nearest gas station to the trailhead? Closest air?"

"What about bathroom breaks...facilities at trailhead or just plenty of shrubs near the trail?"

"Closest place to pickup lunch/snacks/drinks on the way?"

Remember--the only dumb question is the one you didn't ask.

Happy trails!

Photo details:

Red XJ on "Bad" Deal during a Wheeling 101 with AZVJC

1-10 Moab scale from Red Rock 4-Wheelers

6-trail with red Jeep photo from JeepTrailInfo.com

"Everything is NOT going to be okay" sticker is located just above the "oh crap" strap on Lance K's rig (aka "The Raisin" formerly known as a TJ).

Maps and Route Planning

2011-02-06T09:10:00.000-08:00

With warmer weather just around the corner (according to the groundhog), now is a good time to go through all the stuff you need to prepare for a fun and safe 4x4 excursion. The topic today is MAPS.

One of the questions I am asked the most is "What's a good map to buy?" The challenge is that there is no one map source for everything everywhere. I have shelves full of maps, atlases and software for exploring where I may be headed. I recommend that you check with at least three different sources for current information about where you plan to visit. I will share some of my favorites, but they may not have editions available in your area. If nothing else, it may help you to research what you DO need and find something published for your region. Possible sources should or could include:

An atlas is a good place to start for trail exploring. They won't give much detail on the condition of the roads, or even represent every tiny side trail out there, but they will give you a general lay of the land and usually better detail on all main access roads than the local land use maps. They will also represent different land status boundaries: Forest Service, BLM, private property, state trust land, reservation, etc. My favorite series is the Delorme Atlas & Gazeteer, available at Amazon and many local retailers. These measure approximately 11"x16", and open up to 2-pages per view, for a good studying size!

I use National Geographic TOPO software to review terrain, load my GPS, and print for reference. The State editions give the best detail. Keep in mind that some of these surveys date back to the 60's, so roads may or may not exist as indicated--use the data for topographical reference and navigation. Available at http://www.natgeomaps.com/topo.html

As you get closer to deciding where you plan to explore, invest in the maps produced by your local land use management, like US Forest Service or Bureau of Land Management (Coconino National Forest, shown above). All of them will have maps printed with current legal roads, but most of them will only show main access roads, not the more desirable Jeep roads. In more popular recreational areas, more detailed maps may be available from the land management office (aka ranger station or visitor center):

Find the Verde Valley Recreation map and other local information here: http://www.redrockcountry.org/maps/index.shtml

In very well-known recreational areas, there are usually a variety of retail maps produced to meet the demand for trail information. These providers are usually locals who know the lay of the land very well, and ONLY that local area:

I love Latitude 40 maps for Western Colorado and Eastern Utah, available at http://2pedal.com/publisher/latitude-40%C2%B0-maps-inc

In the western US, we are blessed with some very dedicated authors for creating trail books that include not only maps, but driving tips, points of interest, and give a comprehensive overview for driving the particular trails. The most consistent author for the Southwest US is Charles Wells with his Backroads and 4-wheel-drive Trails series, available at: http://www.funtreks.com/

You can always try http://www.jeeptrailinfo.com/trails_maps.html for very detailed individual trail maps that you can download and print instantly, but the site has limited trails of the southwest, and the author seems to be too busy Jeeping, instructing, and writing about maps, than actually producing more of them (wink).

And, no matter how much good printed material is available, conditions can and do change, and the burden of responsibility is on YOU as the trail user, not the map printer or the land use management. Always check with local 4x4 clubs or 4wd shops about current conditions. Many of them won't be willing to tell you where the trails are, but if you know where you are going, they will be happy to give you condition updates. Each state has an association of 4-wheel-drive clubs--google it, then find a club in the area you are visiting.

If you are ever in Sedona, stop by or call our shop for local trail conditions: www.barlowjeeprentals.com

Happy trails!

Wet Weather 4-wheeling Tips

2010-12-19T07:37:00.000-08:00

With the first round of nasty winter weather across the region, it's time to brush off our winter driving skills:

The first tip is not about how to drive, but whether going out is the "right" thing at all. Etiquette is what we do when others are looking, ethics is what we do when no one is around. Consider the urgency of your trip: Wet roads may not be impassable, especially for experienced drivers, but driving on them may tear up the roads and trails unnecessarily, not to mention risk mud and water damage to your Jeep. Some mild trails can become very slimy and slippery, even for expert 4-wheelers. In general, we recommend AGAINST using trails during wet weather unless you absolutely have no other choice. Do the right thing.

With regard to water crossings: A good guideline for flooding streams is "If you cannot see the bottom, do NOT cross." If you cross, do so slowly--don't splash. And don't forget to thoroughly assess the condition of the bank on the far side.

With regard to slippery terrain: Most of the time, steady and fluid corrections are usually the key to successfully traversing nasty terrain. If you make sudden changes to steering, throttle or brakes on wet or icy terrain, you will very quickly come to understand what we mean by "breaking the tenuous threshold of traction." A little blip of the throttle is a good thing when your back end starts trying to pass your front end, but the most important thing to remember is to keep your tires pointed in the direction you are sliding or leaning. By keeping your tires under you in the direction gravity and inertia is moving you, the better steering control and anti-rollover influence you will have.

There are some very important things you should know about driving down steep hills at any time, but especially when conditions are wet:

1. You don't want (or need) to start DOWN a hill with ANY momentum--gravity will get you down. CREEEEEEP off the top of hills.

2. You want to go STRAIGHT down steep hills, not turn your tires any direction but straight down the hill. Many inexperienced drivers' tendency is to turn the tires away from the slide, and then they just flop over.

3. NEVER use lockers going downhill. Lockers only work when you are using the throttle. Lockers downhill only make it difficult to steer and harder on your front axle.

4. Don't lock up the brakes. If you lock up the brakes, you are just going to slide, and you are risking snapping an axle when you hit a rock. If you start to slide, ease up on the brakes a little to regain some steering control.

Always remember that your safety comes first. If it's nasty out, don't go looking for trouble!

Here is my blog post from last year for on- and off-road driving tips: http://trailwiseusa.blogspot.com/2010/01/winter-driving-on-and-off-pavement.html

Watch some of my favorite wet weather 4-wheeling videos--some luck and lots of skill involved...
http://www.youtube.com/watch?v=CF0bc6i2HDs
http://www.youtube.com/watch?v=5DboX5D2wmg
http://www.youtube.com/watch?v=rNvrKmnjqHA

2010-10-25T11:00:00.001-07:00

Yesterday we did our annual Mingus Fall Color Jeep run. Colors are just getting started, with red Sawtooth Maples, golden Arizona Black Walnuts, and some sycamores and cottonwoods just starting. Great trail!

Mostly easy, with spectacular views, a couple "Jeepy" spots, and some cool mining history.

A few of us then ventured over to the Woodchute Trail--a little Jeepier, a little thicker vegetation to deal with, some more views and old Jerome history...

To purchase instant download printable PDF maps of these trails, visit: www.JeepTrailInfo.com

Driving tip: Use 4L as soon as you start up the canyon on Mingus Mountain, and right from the start of Woodchute. A few of our rigs with tranny temp gauges were getting very hot--using your 4L allows the transfer case to pull some of the load and NOT cook your tranny. Real men DO use 4L!

Eliminate "Off-Road" Abuse!

2010-05-01T21:03:00.000-07:00

That should get everyone's attention! :D What I am actually referring to is the overuse of the term "off road" as opposed to "off highway", "off pavement", or "4-wheeling". For as long as I can remember, the recreational sport of 4-wheeling has been called "off-roading", as in "Hey, y'all, let's load up the Jeep and spend the weekend offroading!" Somewhere along the way, the legal definition of "OFF road" came to mean when you are NOT on an established public thoroughfare.

As a group, those of us who engage in the use of unpaved roads and trails for recreation need to update our vocabulary to more legally accurate terms, and here is why: I frequently experience incidents where a mere misunderstanding of each party's definitions have caused unnecessary conflict and confusion.

For example, when a local Forest Service district announced they were considering eliminating all off-road use, the local Jeep club came unglued, until the fine print was reviewed, revealing that what was actually proposed was the elimination of allowing people to drive off of the established trails onto virgin terrain--our favorite 4-wheeling trails were not actually in peril (that time).

Another common confusion I encounter is in the Jeep rental business. We frequently have guests tell us "I'm not sure if my insurance covers me off road," to which we reply "That's fine since you aren't actually going off road today." Then we explain it: The legal definition of "off road" by land management agencies and insurance companies is "off of an established public thoroughfare." When a ranger or insurance adjuster says "off road", what they mean is "were you on a named and/or numbered, identifiably established trail?" Even trails like Smasher Canyon and Broken Arrow are officially-recognized public thoroughfares--legally, you are "ON road".

Therefore, I have been trying to catch myself whenever I say "off-road" and changing it to "4-wheeling", "off-highway", "trail riding" or " rock crawling". I should also mention that the term "trail" in Forest Service-ese means hiking, so mindful of that, too. Sheesh!

Bottom line: stay off of the topsoil, ask about the local rules, and don't be afraid to ask for clarification.

Happy trails!

Full Moon Run

2010-03-31T08:07:00.000-07:00

With clear skies and warm nights this time of year in Arizona, a full moon run or two is expected from our local 4-wheeling gang. Full moon runs offer a different nature of trail excursion: the excitement of being out after dark, nearly traffic-free trails, the opportunity to see different wildlife, and the contrast of driving a well-known trail in totally different light conditions.

Photo credit: Steve Beinhorn

If you think you want to plan or attend a full moon run, here are a few things to contemplate for a night-wheeling trip:

1. When selecting a trail, it is best to use a trail that you know VERY well. The lack of daylight changes everything. In Sedona, we often use Broken Arrow for full moon runs, but I know many people who have become lost up there after dark, even if they had run the trail several times before. The black tire marks on the steep drops and sudden turns may be visible in daylight, but disappear at night. Headlights go straight--they don't turn corners. If you are running a rock trail, it is best to use a trail that you have a personal relationship with each rock on that trail. Dirt trails are easier to navigate, since they often have distinctive wheel ruts in the dirt terrain.
2. It's dark. What if someone breaks a tie-rod, pops a tire, or drops their eye glasses? Have a selection of lighting options with fresh batteries. It is fun to plan a 20-30 minute full-dark stop, where everyone camps out at an overlook without ANY lights on--as your eyes adjust to the dark, it will seem like the full moon is almost as bright as daylight, and, although I don't recommend it, some folks have been known to drive without headlights for portions of the trail on especially clear full moon nights.

3. Caution everyone about being extra careful when OUT of the vehicles, too. Even with flashlights, the human eye loses the three-dimensional advantage at night, and, unfortunately, I have seen multiple instances of sprained ankles, broken wrists, and scraped knees from spectators on full moon runs.

4. Stay sharp. It's dark, our natural go-to-sleep time. Mental and physical fatigue are the biggest contributors to accidents any time of day. Don't drink alcohol, but do stay hydrated with water or sports drinks, and snacks, too.

5. Keep things calm. Remember that the novelty of this event is the beauty of the full moon night--this is not the type of run to push your limits on the optional obstacles. Doing vehicle recovery at night, in the rain, and/or while tired complicates things exponentially.

Have fun and happy trails!

Enjoy the trip!

2010-03-14T22:00:00.000-07:00

This past Saturday, I ventured out onto Diamondback Gulch. It's a moderate Jeep trail in West Sedona that is not nearly as well known as Broken Arrow, Soldier Pass, or Schnebly Hill. In fact, on busy Saturdays, it's one of those trails you take because you know there will only be a few folks out there. But on this Saturday, there were countless tour Jeeps and three different 4x4 clubs on this mere 6-mile trail. What is usually a casual two-hour excursion was a harried 3-hour stop, wait, and back-up game.

With Spring Breaks starting all across the west this week, traffic snarls and manic visitors are the expected fare in tourism towns all over, both on and off pavement. This carries over onto even our most exclusive 4-wheeling Jeep trails. A few reminders:

#1. Safety comes first--no matter how late you may be to whatever appointment or next scheduled activity, it's never worth the safety of you or your family to hurry: stay calm, pay attention (no texting or taking pictures while driving), don't rush. There are way too many other harried people out there this time of year. Stay alert!

#2. Educate yourself--call ahead to your destination or next activity to find out what the weather conditions are, what road construction snarls you may be able to avoid, or what alternate activities or timing could better suit your needs to help you avoid peak traffic. Most business operators are happy to help direct visitors to a time frame that will be better for everyone. Some Jeep trails are busier certain days of the week or time of day. Some road construction snags can be avoided by alternate routes or different times of day.

#3. Have fun! Remember why you are out there--to enjoy the natural beauty of your surroundings, and share a fun experience with friends and loved ones. Plan some extra time in case of unplanned snags in your schedule--have snacks or activities for kids ready. Make the best of whatever situation you encounter. Keep everything in perspective and ENJOY your trip.

Happy trails!

Trail Clean-up: What are YOU doing next Saturday?

2010-01-29T20:01:00.000-08:00

I'll keep this short and sweet...well, at least short. If you love the outdoors--four-wheeling, hiking, fishing, whatever--you need to give back. Disrespectful, lazy, worthless scum leave trash on our trails every day. No, it's not our trash, but it is our land and our responsibility to take care of it. Participating in a trail clean-up is a great way to get started on responsible land use, a great way to meet other like-minded recreationists, and the most fun trash pickin' you will ever have.

Four Peaks is a beautiful area northeast of Phoenix that is abused by slobs. There is an annual clean-up there, and we are making headway--every year gets a little better. This year's event is NEXT SATURDAY, FEBRUARY 6, 2010. Join me and a bunch of other people here, or watch for a clean-up near you through your local club, association, or land management agency.
http://www.fourpeakspickup.blogspot.com/

Happy trails!

Tread Lightly Reminder:

2010-01-27T19:37:00.001-08:00

Please Play Nice on Wet Trails!

Most people can't deny that slinging a rooster tail of mud with your 4x4 or even just hitting a water puddle in the family sedan a little fast has evoked a grin and a "yeeha" from time to time. But, for all the fun we have playing in the dirt, 4-wheeling on public land is NOT the place to exercise your "inner child"--we need to treat our public Jeep trails with respect. Splashing through puddles is not only detrimental to your equipment, but it digs deep ruts that take a long time to heal. One Jeep driving through a muddy spot unnecessarily fast will rut and tear up the terrain, making it that much more difficult for the next vehicle to come along, making it more likely that the next vehicle will use more momentum and exert more force on the terrain, and so on and so forth. Splashing and spinning wheels also displace moisture and sediment that is crucial to our fragile desert environment. The guideline we use for trails in Sedona is the one-inch rule: If your tire tread is leaving an imprint one-inch in depth or more, stay off the trail.

Leave as little evidence of your passing as possible! Take it easy on wet trails, or better yet, wait a few extra days for them to dry out.

Here is a sample video of driving in Sedona mud (warning: it's gruelingly boring! :D):

Winter Driving, On and Off Pavement

2010-01-03T19:47:00.000-08:00

I am always appalled when a driver speeds past me on an icy highway, refusing to drop below the speed limit regardless of road conditions. More often than not, you see that same driver slide out into the median some miles up. And, also more often than not, when you ask them what they were thinking they reply, “It’s 4-wheel-drive!”

Today’s new vehicles almost all provide some sort of anti-skid program. On Jeeps it’s called ESP (Electronic Stability Program), which senses when the vehicle is going to slide and uses the brake system (ABS) to correct the vehicle. However, ice is still ice, and though an anti-skid program may prevent you from doing a triple sow cow with a double axle (a lovely spinning figure skating maneuver--I have done this particular maneuver before, in a 2wd pickup in Colorado), slide you will if you don’t employ good driving BEFORE hitting the ice.

Regardless of your vehicles programming, you are better off preparing in advance for what may come than trying to recover from it after you have made some driving errors. Slow down and try to just maintain a steady pace rather than “making good time”. The goal is to get home in one piece, not necessarily on time. Be alert to changing conditions and anticipate what changes may occur on the road surface.

The concept of situational awareness and constant vigilance while driving, in any conditions, is one I attempted to relate to the author of a survival book who came to me for advice about what to do if your car careens down a steep mountainside. I told him “If you have already made the series of wrong choices that led to you careening off of the road in the first place, it is unlikely that you will be able to properly execute the techniques to save your hide as you are sliding down the hillside.” I humored him anyway, but my opinion stays the same: it is preferable to properly prepare than to engage in recovery.

Here are a few tips for winter driving conditions, applicable to both paved and unpaved driving:

#1 4-wheel-drive vehicles are not invincible. Ice provides little or no traction, regardless of whether you have power to one wheel or four or eighteen. When I warn people about icy roads going to Flagstaff, and they shrug and say “I have a 4-wheel-drive”, I usually respond “…with studded tires? Because ice doesn’t care how-many-drive you have. No traction is no traction.” I’ll put my money on an experienced winter driver in a front-wheel-drive Toyota Corolla over an inexperienced driver in a 4wd Lincoln Navigator any day. Also, if you have huge lug gaps in some super aggressive rock tires, you can paddle powder like a champ, but your tires will be lost on ice.

#2 Slow and steady wins the race. When you find yourself on slippery roads, paved or not, maintaining a slow steady pace, with as few speed or course corrections as possible, will get you across the slick section better than hitting gas, slamming brake, or yanking wheels back and forth. On pavement, do NOT use cruise control on wet or icy roads. Do NOT use axle locks, except at low, slow speeds—driving a full time locked Jeep on a highway with icy patches was one of the most thrilling and frightening experiences of my life. All that said, the number one mistake I see is SPEED—whether on dry sandstone or icy highway, it seems that I am always yelling at people to slow down. But, inversely, you also don’t want to panic stop—if you are wheeling along a shelf road and you start sliding toward the edge, often a little more steady pressure on the throttle will keep you moving forward on the road, whereas braking will just enhance the slide. STEADY is the key. Did I mention that you should slow down?

#3 Give yourself some space. Not only should you allow plenty of extra time in winter conditions, but remember that the same dirt road that allows you to stop within 10 feet, may take 30-50 feet or more if it’s muddy or icy, depending on your momentum (see point 2, above, about slowing down!). If you are traveling with other vehicles, proceed one at a time up or down even hills that are easy when dry, that can become like a greased slide when wet.

#4 Plan ahead. Many tragedies can be averted by just a little planning, research, and preparation. What are the current conditions where you are going? At what altitudes will you be traveling? What is the weather forecast? What is the temperature range for your route (day and night)? What time does it get dark? Are you prepared to turn back if conditions get dicey? Are you prepared to be outdoors in cold/dark/wet conditions? Let’s say you blow a tire or your vehicle battery dies at night in a snow storm—do you have sufficient equipment and clothing for it NOT to become a life-threatening incident? Always have an escape plan—where is the best turn around point? Where is the closest point of civilization?

#5 Anticipate. It’s better to be proactive than reactive. If you come to a decline that is slushy, muddy or icy, and you have only driven it dry before, you should expect this descent to be quite different! You should anticipate it to be slippery. You should be reminding yourself that if the rear end starts to come around, you want to ease off the brake and turn the wheel into the slide or lean. If it’s solid ice, you may want to consider what the bumpstop is at the bottom, or decide not to proceed at all! All of these things should be mentally assessed BEFORE you proceed. Be alert--LOOK and THINK!

Even the most careful drivers and trip planners encounter problems. Here are some for recovering from sliding or getting unstuck:
1. In a slide or a lean, turn your tires into the slide/lean for the best control. The instinct of many drivers is to turn away from the slide or lean, but that will actually diminish your traction and control. Watch what this guy does with the steering wheel when his Corvette starts to slide at the 27-second mark of the video.

2. Understand where your best power is. The rear wheels are always pushing you forward. The more you crank your front tires to one side or another, the more resistance you are creating to the forward power which your rear wheels are trying to provide. Keep your front tires straight for maximum forward power.

3. Balance the weight: if passengers or luggage can be shifted in the vehicle to balance the weight on the wheels, you have a better chance for traction with equal weight distribution between each of the 4 wheels. Sometimes, just lightening the load in the vehicle is enough to get you unstuck, by either getting passengers or luggage safely out and away from the vehicle.

4. Give the tires something to grab: rocks, floor mats, salt or sand. If you have a tire on one side of the axle spinning and not the other, concentrate on giving the spinning tire the traction. Another trick for this situation is to use left-foot braking (if you have an automatic) or e-brake application (if you have a manual)—applying the brake, while applying a little throttle at the same time allows some power to transfer to the other wheel, arguably the one that does have traction.

5. A winch or another vehicle with a strap is always a great option for a seriously lodged vehicle, but always remember personal safety first. Take the time to carefully assess the situation and make sure all PEOPLE are safe before proceeding with any recovery of a vehicle.

Some more reading about Winter 4-wheeling:
•JP Magazine article covers driving concerns for older Jeeps, tire types, type of snow, etc.
•Edmunds article with tips from the Bridgestone Winter Driving School

Some great winter 4x4 vids:
•Green monster winch recovery sideways off the trail
•Flatties wheeling responsibly, with some excellent driving and recovery techniques
•LUCKY icy hill climb failure

Happy trails!

Keep Your Guard Up!

2009-12-11T07:06:00.000-08:00

One thing that I see over and over again in the four-wheeling world are mishaps where no one expected it. We get through a nasty obstacle, breathe a sigh of relief, then get stuck on small rock we didn't even notice. Or we spend all day on a grueling 4x4 trail, get through without a scratch, then on the way home, slide off of the gravel road into tree.

The common thread? We let our guard down after the "perceived threat" is past. The solution? Don't take anything for granted--keep your guard up until everyone is safely home on the couch.

A few recent examples:
This Jeep was damaged just AFTER successfully navigating a nasty obstacle. The driver got through and parked. Then he realized that the Jeep coming through the obstacle behind him didn't have enough room to park, so he got back in, started the Jeep, put it in gear and, in his haste to not miss watching the other Jeep come through, accidentally mashed the throttle down, instead of the brake. He careened off of the back of the Jeep parked about 40 feet ahead of him before he stopped. Total bill: $7000. Ouch.

One-minute before this photo was taken, this very capable Jeep and driver were attempting a very challenging optional obstacle. After several attempts at the hairy obstacle, the driver decided he just wasn't going to make it up today, and was backing out to leave. He relaxed, not paying much attention to what was behind him, and backed into this rather innocuous crack with just enough momentum to flop his rig.

I have archives of such similar occurrences. These examples were lucky in that no one was hurt. Not every "oops" moment is so lucky.

The point, folks: Always traverse the trail with humility--give every inch of the trail its due attention. Plan, prepare, and educate yourself BEFORE you go. Don't ever RUSH through ANYTHING. And, in conclusion, PAY ATTENTION!

Be safe and happy trails!

GPS Locators: No Substitute for Proper Preparation

2009-11-05T09:53:00.000-08:00

This week's blog is brief, but, once again, focuses on bad behavior.

By now, most of us have heard about or used a "Personal GPS Locator"--a device that allows you to use satellite communication to send a distress call. I often mention these during 4x4 clinics as a good tool to have in your bag of self-preservation goodies.

However, it is recently coming to public attention that GPS locators are being abused, wasting the resources of various emergency services for such trivial things as being scared by a thunderstorm, having bad-tasting water, or just an accidental activation. My favorite quote from a Search and Rescue administrator says "you send a message to a satellite and the government pulls your butt out of something you shouldn’t have been in in the first place.”

Though having a GPS-based locator can save lives, it should NEVER be used as a substitute for good preparation, including having adequate water, maps, a thorough weather and trail conditions check, and--what I hesitate to call "common" sense--a general awareness of one's surroundings, one's capabilities (and limitations) and a little knowledge about handling "the unexpected".

Even having a locator doesn't mean that you will have adequate signal or that conditions will allow rescuers to get to you. One should always approach a venture into the backcountry with the attitude that "no one is coming to rescue me--I have to rely on myself to get out and back", and plan accordingly, even if that plan means scrapping the excursion altogether. Know when NOT to go.

For a thorough article about the rising misuse of GPS locators, see http://www.msnbc.msn.com/id/33470581/ns/us_news-life//

For more information on one specific device that I have used with great satisfaction, visit: http://www.findmespot.com

Happy trails!

Don't be the guy who...

2009-10-28T20:51:00.000-07:00

...drives a moderately challenging Jeep trail in 2wd and then brags about it.

Why not?

1. Many of our Arizona Jeep trails are heavily used, old, and highly scrutinized. Spinning your tires and revving your motor is not only disruptive to the enjoyment of other trail users (4x4's, hikers, mountain bikers, etc.) but also destructive to the road surface, and contributes to the unwillingness of land managers to keep trails open.

2. Using RPM's instead of gearing to pull yourself up hills is very likely to result in an overheated motor and/or transmission--if you are not aware, both are VERY expensive components of your vehicle.

3. It makes you look like an idiot. A 4x4 has gears specifically designed to tackle steep and/or rocky terrain. NOT using them is like using a screwdriver as a hammer, or using a toothbrush to comb your hair. Use the tool the way it's supposed to be used. If you like looking like a moron, by all means, entertain us, but PLEASE don't do it on OUR land--public trails are not your personal back yard--they belongs to all of us.

It boggles my mind when someone comes back from a moderate trail where we recommend using 4L, and they say "I did it in 2H (or 4H)!" like we should be impressed. This past weekend, we had several reports of a 2wd Ford pickup on Broken Arrow trying to get up several obstacles, having to rev the motor, and make multiple attempts to climb, whereas any SUV with 4L just walks right up. Rocks and dirt were flung for 50 feet, and people throughout the 4 mile trail could hear the roar of the V8 motor struggling.

What do you say when you encounter someone on the trail who is that blatantly ignorant and/or disrespectful?

First, I try to establish if they are having a mechanical problem, ignorant or just totally disrespectful. I try to give people the benefit of the doubt first by saying something like: "Is everything okay with your truck? It sounds like you are stuck in high range." And SMILE when you talk to them--that's important.

If everything is okay with the truck, I proceed: "You know, you are really tearing up the trail--if a ranger catches you, there are big fines for that. You really should be using 4L to avoid digging up the trail, not to mention overheating your motor or tranny. I think I speak for a lot of people out here when I say that I would like the Forest Service to keep this trail open, not to mention having to drag a dead truck out of here." At this point MOST people will get sheepish, and humbly say okay, to which I respond "Thank you so much--have fun and be safe!" with my biggest syrupy-sweet smile.

But what if you still get no result? Again, smile, say "Well, have a nice day_______(insert nickname of choice)" then get a photo of them, the truck, the license plate, the trail damage, and write down all the details of the location and the incident and turn it in to the Forest Service--they are very hi-tech now--you can email your info! At the very least, the moron in question will get a message asking to speak to them about the incident, and maybe, just maybe, they will think twice about acting like an idiot on our land next time.

May the morons on your trails be few and far between.

Happy trails!

More Fall Color: Mingus Mountain

2009-10-21T09:11:00.000-07:00

Mid-October is usually prime color on Mingus Mountain, and though some sporadic color may be enjoyed from the highway and some of the hiking trails, by far the most spectacular color is only accessible by Jeep or other high-clearance 4x4.

We enjoyed a jaunt up Mingus Mountain this past Sunday, October 18, and it was definitely in that perfect 10-day window of the most vibrant reds, oranges, yellows, and golds.

The trail starts in Cottonwood, Arizona from Mingus Avenue. Take Mingus Avenue past the airport and stay on it as it turns to bumpy dirt and gravel road. This is now FR 493 in the Prescott National Forest. Follow 493 as it winds up the mountain and gradually gets narrower, steeper and rockier.

Pass the Copper Chief Mine (be careful to stay on the main forest road, not wander onto private property--respect signs and gates), which was a very rich copper mine from the turn of the century until the mid-50's, but gets very little historical note due to the fact that the much bigger and richer Jerome lies just over the rise. With the rise of metal prices, this mine has recently been reopened and you can see signs of more modern mining amongst the historic footing of the old operation.

About 5 miles up, you will come to a T at FR 413, but not before the trail tests your resolve with a half-mile of extremely rocky trail. This last 1/2 mile before FR 413 is the toughest part of the whole trail and definitely requires a high-clearance 4x4 with tough tires and a driver who knows how to pick a line. Experienced Jeepers in well-built rigs will walk right through this section without much thought, but a novice in a stock SUV will gasp at the sight of 12-16" rocks sticking up in the narrow trail.
For the best color, turn left (southeast) on FR 413. The red and orange maples and yellow walnuts will cluster in the canyons for the next few miles as the trail winds southeast and climbs gradually toward the top of Mingus Mountain. In addition to gorgeous flora, visitors are also rewarded with expansive views of the Verde Valley and the red rocks of Sedona.
Follow FR 413 all the way to the pine forests on top of Mingus Mountain. As you get closer to highway 89A, note many great campsites in the area. Come to a T at a (sometimes marked) road, where left takes you to the highway, and a right takes you to the Mingus Mountain overlook and hang glider launch area.

About 18 miles total, from Hwy 89A in Cottonwood and back to Hwy 89A on the top of Mingus Mountain. You climb 4000 feet in elevation, from 3500 to 7500 feet above sea level. Allow 3-4 hours with stops. This trail is not recommended in wet weather and is usually closed at the top in the winter.

Happy trails!

Fall Color in Northern Arizona

2009-10-10T20:01:00.000-07:00

11 October 2009, Flagstaff AZ.-- Fall Color is here! Golds, coppers, and reds contrast the green pines and blue sky for spectacular scenic drives throughout Northern Arizona. Aspens, oaks, and maples are in full swing at the highest elevations (north side of the San Francisco Peaks), with color expected to carry through mid-November at lower elevations (Mingus Mountain, Oak Creek Canyon).

Yesterday's excursion ventured to the Flagstaff area to visit Lockett Meadow, then around the north side of the San Francisco Peaks. This area always presents the earliest autumn color, with its higher elevations and cooler, northerly-facing slopes. Apparently, the secret is out, as we passed hundreds of other motorists out for a picturesque country drive as well. Note: Lockett Meadow is busy on weekends, especially a holiday weekend!

The road to Lockett Meadow is easily passable by any truck or SUV, though we did see many adventurous (or careless?) folks in sedans, many of which we witnessed bottoming out in ruts or changing a flat tire. Expect ruts, washboards, baseball-sized rocks, and some mild wash-outs. It is plenty wide for any single vehicle, but can be interesting when you encounter a vehicle coming the other direction--watch for wide spots. The road is also completely devoid of any guard rails and does follow a steep, shelf section for most of the three miles of the Lockett Meadow spur. If heights bother you, this road will get your attention.

Lockett Meadow is the caldera for the San Francisco peaks--the heart of the (dormant) volcano. There are campsites and hiking trails available in the area. Please stay on the established road and use existing pull-outs and parking spots--Arizona meadows are very fragile.

To get there: (See map below) Take Hwy 89 north from Flagstaff, and travel about 10 miles north of the mall. Watch for the entrance to Sunset Crater & Wupatki National Monument on the right--turn left onto the Forest Access road directly across from the monument entrance, near mile marker 430. Follow the Forest Access road approximately 1 mile to the T. Turn right onto FR 552 (sign says Lockett Meadow and FR418 to the right). Approximately 1 mile further, note FR 418 to the right--you may want to return here later to follow the road around the north side of the Peaks. Just past this, FR 552 Lockett Meadow turns right. Follow 552 another 3 miles to the meadow--the next 2 miles are the narrow shelf section! Once you reach the meadow, the road makes a 2 mile counter-clockwise loop of the meadow, with a side road to the bathrooms, and hiking trails and campsites all along the way.

Return the way you came, or for a slightly less-traveled road, go back to the bottom of the hill and follow FR 418 around the north side of the peaks. Once you turn onto FR 418, it's about 20 miles to Hwy 180. Spectacular views northward toward the painted desert and the Coconino Plateau, and many sunlight-dappled stretches of road that offer patches of fall color.

About 8 miles in, you might want to turn left to the trailhead for the Abineau or Bear Skull trails--there are numerous 4x4 side roads for more private picnic and/or camping spots.

About 11 miles along FR 418, the road splits and becomes FR 151 in White Horse Basin. Take it right (north) for a short 2 mile drive to Hwy 180, or left (west) for more scenery back to Hwy 180 and come out just 3 miles north of Snowbowl Road. The left route is my favorite because it wraps around the northwest side of the peaks, for more of those breathtaking meadow vistas, with the peaks as a backdrop--great for wildflowers in the summer, too!

Allow about 3 hours for a casual roundtrip from Flagstaff. Remember to take plenty of water, and have a good spare tire and jack on board, just in case. Cell signal is weak (if any) for most of the trip.

Once you get to pavement, turn left on Hwy 180 and drop into downtown Flagstaff for a refreshment at one of the fine local pubs or coffee houses.

Happy trails!

Map: