Making eBooks

I try some software to add formatted hypertext documents to my Treo.

I’m one of these people who can’t spend more than a few minutes without some kind of mental stimulation. I have puzzle books under the seat in my helicopter, so if I’m stuck on the ground waiting for a passenger, I can do a few crosswords. I use my Treo to send Twitter tweets and tumblelog photos. I carry a tiny notebook and small digital camera with me to make notes or take photos. And my iPod is always full of podcasts, in case I get stuck taking a long drive or long flight by myself.

My Treo offers an entire new range of possibilities for me — beyond texting to Twitter and e-mailing my tumblelog. I can convert texts that I’d like to read into eBooks, load them onto my Treo, and take them with me.

Enter ManyBooks.net

I started exploring the world of tiny-format eBooks on the ManyBooks.net Web site. I learned about the site only a few days ago in an article on Miraz Jordan’s Web site, TiKouka.

ManyBooks offers over 17,000 free eBooks. Because most books are created based on out-of-copyright works that are now in the public domain, don’t look for today’s latest bestseller here. Instead, you’ll find works by classic authors such as Charles Dickens, Arthur Conan Doyle, Edgar Allan Poe, and one of my favorites, Mark Twain.

The Books are offered in a wide variety of formats. Not sure what format my Treo would support, I downloaded the eReader format of Mark Twain’s book, The $30,000 Bequest and Other Stories. It arrived as a .pdb file. Double-clicking the file opened the Missing Sync (which I use to sync my Mac and Treo) and loaded the file into it for installation. Pressing the button on my tether cable (with the Treo plugged in, of course), loaded the book. I could then open the book with the eReader application on my Treo.

The resulting document was perfectly legible on my Treo, but a bit disappointing none the less. The problem centered around the eReader software’s Contents feature, which hadn’t been set up properly in the downloaded file. Instead of having a Contents entry for each story, there were a handful of entries for chapters that appeared in some of the stories. The book resulting book was awkward to navigate.

The Gutenberg Project

One thing I noticed about the ManyBooks.net book I’d downloaded was the source of the text: The Gutenberg Project.

Project Gutenberg, which was founded by eBook inventor Michael Hart in 1971, is a volunteer organization that is transcribing all out-of-copyright books and other works to electronic format, making them available as plain and formatted text in a variety of formats — including, more recently, audio formats. The goal is to build a free library of the world’s greatest works.

Project Gutenberg texts are, by definition, public domain. That means that they can be downloaded, read, and otherwise used by others. ManyBooks.net has obviously drawn upon this vast library of more than 20,000 works in English and other languages to distribute books in additional formats.

I saw ManyBooks as a middleman. I decided to get the texts I wanted directly from Project Gutenberg and format them myself as eBooks.

But how?

Enter eBook Studio

I went back to my Treo. The software I was using to read the ebooks was something called eReader. I Googled eReader and came up with the eReader.com Web site. The site appeared to be a source of books — both current and non-current — in eReader format.

eBook StudioBut what caught my eye was a link to eBook Studio. I followed it and found what I was looking for: a Mac OS application that would enable me to create my own, custom-formatted eBooks. (Yes, a Windows version is also available for download from the site.) I downloaded the demo, tried it, liked what I saw, and paid $29.95 for the full version.

A while later, I was dumping the raw text of Twain’s book, downloaded from the Project Gutenberg Web site, into eBook Studio. The software displays a long, narrow window that clearly shows how text will wrap horizontally on a smartphone’s pages. I could specify headings as chapters, insert page breaks, make text bold, and create anchors and links within the document. I could even insert an image of the book’s cover (or any other small image) in the document.

Once finished, I used the Make Book command to convert the document into a .pdb file. I then installed it on my Treo and was able to read it on the device.

eBook on TreoMy first attempt was good, but not perfect, so I tried it again, fine-tuning my formatting. Because I could save the source file, it only took a few minutes to tweak the formatting and spit out another book. This one was up to my standards. Download it and see for yourself: The $30,000 Bequest by Mark Twain in eReader ebook format. I subsequently did the same thing for Edgar Allan Poe’s poem, The Raven.

I should mention here that if you know the Palm markup language (or don’t mind learning it), you can create an eBook without this $30 piece of software. Instead, you’d use the markup language to add formatting to your plain text document and use the free DropBook and MakeBook utilities to convert it into a .pdb file. The way I see it, I already know more markup languages than I want to know. Adding more to my stuffed-with-junk brain will only confuse me. (Like trying to learn German and Spanish at the same time did in college.)

More than Just Existing Books

Now that I know how to create these books, I can make more of them based not just on existing texts that come my way but on my own material that I might want to store for reference on my Treo. Although there are quicker and easier ways to put notes on my Treo — none of which I’ve explored yet — I like the idea of formatted documents with links and chapters for navigation. That’s the beauty of this particular eBook format — and why I’m likely to depend on it for all my personal portable documents.

A Quick Trip…

…to check for mice.

Our shed at Howard Mesa has been a mouse magnet since we had it installed two years ago. Although we’d ordered it with “hardware cloth” — a wire mesh “fabric” — under the floor, the company that built it for us had neglected to install it. They’d also left lots of places where a small mouse could squeeze in through a crack. Once a mouse gets in, it usually builds a nest in a tucked away place, using bits and pieces of throw rugs, upholstery, curtains, or any other material it can chew to shreds. It also leaves droppings that resemble dark brown pieces of short grain rice every place it’s been. And since mice can apparently climb walls, the mouse droppings can be anywhere.

This was a nightmare for me. Each time we went up to our place for a few days, I’d spend the first four hours cleaning the shed. That included sweeping, vacuuming, washing floors, and disinfecting countertops. Since mice can carry hantavirus, it was especially important that I clear the droppings out without prolonged exposure to them.

I don’t know about you, by my idea of a relaxing weekend away from it all doesn’t include four hours of cleanup.

The Battle

Of course, once I realized that this would be an ongoing problem, I began to wage war against the little critters. I started friendly enough, with mouse traps that would catch them without killing them. I could then transport them to a place far enough away from the shed that they’d take up residence elsewhere.

Of course, I could only set the trap when we were around — if we were gone for a few months, the captive would starve and die a death worse than a quick snap of its neck. But there were enough mice in the place that we usually caught one or two per visit.

When that didn’t seem to be helping, we resorted to rat poison, which we’d throw under the shed before we left. The idea there is that they’d eat the poison and die outside before entering. That was a dismal failure.

Once the shed got electricity — we have a small solar energy system up there — we used a portable inverter to plug in mouse noisemaker devices. They emit a sound that’s supposed to drive mice crazy and keep them away. The constant clicking certainly drives me crazy. We put a few of these annoying things around the shed when we leave. But when we return, it’s pretty obvious that they didn’t keep the mice away at all.

Then we bought weather stripping and used it to seal up the area around the shed’s door. The people who had built the thing had done a pretty shoddy job of it and the door didn’t hang right. The weather stripping would keep out drafts, but would also close up mouse entries. At least that was the idea. Well, it helped the draft problem.

The next task was to locate and close up any exterior hole large enough for a mouse to get in. Evidently, they can get in through some pretty small holes. I took a can of that expanding filler stuff they sell in Home Depot and walked around the outside of the shed with a ladder handy. I poked the tube into every crack and filled it with a dose of the filler. I filled cracks too small to get my finger in. Some were near the ground, some were near the roof, some were around windows. The only thing I didn’t do was go under the shed. But I closed up any holes we’d put in the floor from the inside, so I was covered.

I did all this the last time we were up there, which was for Christmas. We left there on December 27 and hadn’t been back since.

An Upcoming Visit

My dad and his wife are coming for a visit this week. They should be rolling in around noon today. I decided to take them on a helicopter trip up to Lake Powell and Monument Valley, with overnight stays at each place. The flight from Wickenburg to Page pretty much overflies our place at Howard Mesa. And since my dad had never seen it, I thought I’d take the opportunity to show it off.

Of course, during the past few weeks, all I could think about is how much damage the mice could cause in nearly four months on their own. I dreaded the thought of opening the door of the shed to show them the fruits of our hard labor and finding the place destroyed by armies of rodents.

I would be beyond embarrassed.

The only way to prevent this was to take a trip up there and check it out before they came. If it was a mess, I could clean it up before I brought them to see it.

Our Quick Trip

Yesterday morning, Mike and I climbed into Zero-Mike-Lima with a bunch of things we wanted to bring up to the shed — including the cowhide we’d bought at Quartszite in January as a rug for the floor. By about 9 AM we were airborne, heading north.

The morning had been overcast, with a rainstorm moving through the Phoenix area from the southwest. Wickenburg was on the edge of that weather system, so although it smelled like rain, it wasn’t wet. There had probably been some virga overhead. The weather forecast for the Williams, AZ area called for widely scattered rain/show showers until 11 AM, with winds from the south or southwest at about 12 gusting to 17. Although some pilots might have waited until after 11 AM for the flight, I didn’t seen any reason to. The longer we waited, the windier it would get. I didn’t want to be tossed all over the sky on my way up there or back.

Clouds over the WeaversVisibility as we left Wickenburg was fine. There were some low clouds about level with the top of Yarnell Hill. (Mike snapped this picture as we approached; it’s kind of cool because it captured one of the main rotor blades.) We passed just under the clouds as we crossed to the right of Antelope Peak. The flight across Peeples Valley, Kirkland, and Skull Valley was uneventful. When we rounded Granite Mountain — I never fly over the top — we saw the top of Bill Williams Mountain shrouded in clouds. It was hazy up there, but any weather that could cause a problem was to the west, where virga came from the clouds and disappeared about a hundred feet over the desert floor.

Arriving at Howard Mesa, I saw that our windsock had seen its last days. It was torn and hung like a faded orange rag from the pole. The wind was coming from the west, as usual, so I looped around to the northeast and set down on the gravel “helipad” we laid out about two years ago. Mike started unloading the few things we’d brought with us while I shut down the helicopter.

It was cold up there. The temperature was in the 40s, but the wind made it feel a lot colder. I was glad I’d brought my jacket along. We walked up to the door of the shed and I inserted the key. The moment of truth was arriving. I turned the key, turned the door handle, and pulled open the door. The sound of the two mouse noise makers we’d left on could be heard clearly. I looked around quickly — at the floor and countertops — no mouse droppings.

We stepped inside. There were no fresh mouse droppings. The rat poison we’d left was untouched. The place was just as clean as we’d left it.

Mission accomplished. (Really.)

We spent about forty-five minutes tidying up the place, putting down our cowhide rug, and checking water levels in the solar system’s batteries. Then we closed the place up again, hopped back into the helicopter, and headed home by way of Bagdad. (I wanted to show Mike the plane wreck my buddy Ray had shown me earlier in the month, but I couldn’t find it.)

What’s amazing about all this is that it’s a 3 to 3-1/2 hour drive from Wickenburg to Howard Mesa. Each way. By helicopter, it’s about an hour. If we’d driven up to do our mouse check, we would have blown the whole day. But because we flew, we were back home in time for lunch.

The Helicopter Job Market

It’s pretty shameful.

Knowing how to fly a helicopter isn’t exactly a common skill.

It takes at least 40 hours of flight time to get a private license, although most people need at least 60 to pass the check ride. At at least $200/hour, the cost alone is enough to scare most people away from learning.

Then, to get a commercial license so you can do it for hire, you need 100 hours of pilot in command time (at about $200/hour if you rent) and to pass yet another, more stringent check ride.

So then you can get a job, right? Not quite. No one is going to hire a 150-hour pilot to fly their helicopter with paying passengers aboard. In fact, you probably won’t be able to find a job flying for someone else until you have at least 1,000 hours of pilot in command time.

How do you build that time? Most people do it by becoming a flight instructor or CFI. That’s more training, more requirements, and another check ride. Then shamefully low pay rates — maybe $15 to $25/hour? That might sound good, but we’re not talking about a 40-hour work week. You get paid based on when you teach. That might be 10 or 20 hours a week. I don’t know too many people who can live on that.

(I did it the more expensive way. I bought a helicopter and flew the paint off it. Figuratively, of course.)

Captain MariaSo now you’ve got 1,000 hours of PIC time, accumulated over a period of about 2 to 3 years. You’re ready for a “real” job. Fly tours at the Grand Canyon (like I did). It’s great experience, but the pay is only slightly better than what a CFI gets. Fly in the Gulf of Mexico, bringing oil rig workers and VIPs to and from platforms on a featureless, watery landscape, miles from land, in good and bad weather. More good experience, slightly better pay. Pretty crappy living conditions, from what I hear. And I don’t think many women work out there. (Would love to hear from a woman who does; use the Comments link.)

Want a high paying job? One of those $80,000/year job you hear about on radio commercials and in seminars? You’ll need several thousand hours of turbine helicopter experience (which you usually can’t get as a CFI), long line experience, and a “OAS/USFS card.” You’ll have to work your way up through the ranks on other kinds of helicopters to get to this stage.

And, oh yes, you have to be willing to be away from home at least 14 days out of every month.

My friend, Rod, is among the handful of people who qualify for the good paying jobs. He does all kinds of long line work — logging, fire fighting — you name it. But the long hours, questionable living conditions, and time away from home burns him out so badly, he can only work half a year. He actually spent a winter delivering propane (from a truck) just to get away from flying.

Think I’m lying about job requirements? Check out these links for helicopter jobs:

Even police helicopter pilot jobs start at less than $50K. And they require police training, too.

And I think that’s amazing. Helicopter pilots have an incredible skill that few other people have. They have thousands of dollars and hours invested in their training and experience. They’ve worked their way up from the bottom, with low pay and unfavorable working conditions most of the way. And only a handful will ever achieve the high pay you’d think would come at the end of the dues-paying process.

I’m fortunate enough to have two jobs, so I never have to depend entirely on helicopter pilot pay to cover my living expenses. Still, that tour pilot job in Hawaii remains beyond my reach — until I get another 650 hours of turbine time…

You want WHAT for free?

The amazing nerve of some people.

This morning, I got a lengthy e-mail from a photographer that started out like this:

Hi Maria. I’m [name omitted], an award winning VR photographer famous for my interactive, fullscreen 360° aerial panoramas. I’m the only photographer in the country that does this from a helicopter.

I can’t seem to catch the attention of the larger helicopter charter companies, evidently they have all the business they want, so I’m hoping a smaller company like yours will have a little more vision.

In April I want to shoot a series of aerial panoramas for an “aerial virtual tour” of Las Vegas and the Grand Canyon, and I’d like to make a trade with you: Give me a free flight, and I’ll give you some of the 360° aerials for your website.

He then went on to explain how valuable his photos were and exactly why I should fly him around — for free.

Gee, I wonder why he “can’t catch the attention” of other helicopter companies. Could it be that, like me, they’re in business to make money, not to collect photographs? That, like me, they can’t pay their mechanics and insurance companies and fuel providers and pilots with pretty pictures? That flights like those he suggests can cost thousands of dollars and tie up the helicopter, preventing it from doing revenue flights at the same time?

But the kicker is this: he claims he’s “the only photographer in the country” that does panoramic 36° interactive VR photos from a helicopter. And that simply is not true.

Just the other day, I got a copy of a photo taken by one of my clients this past fall that is exactly what he describes. It’s an incredible piece of work that shows the confluence of the San Juan and Colorado Rivers on Lake Powell. You can drag your mouse to look up and down and circle around. You can see the sky and the water. You can zoom in or out. I’m waiting for the photographer to give me a watermarked version so I can put it on my Web site and share it with everyone else.

So I guess he’s not “the only” one, huh?

I followed a link and found that he introduced himself in a forum using the same exact first paragraph he used with me. Guess he has a macro key that inserts it everywhere he needs to introduce himself. Talk about tooting his own horn.

This really gets me. These guys are so full of themselves that they think everyone else should be giving them their services for free. But if he was so good, he’d have the money to pay for these services — like the rest of the professional photographers I’ve worked with over the years.

I forwarded the message to one of my photographer clients — you know, one who pays me to fly him around. He looked the guy up online and wrote back, outraged. A quote: “What bullshit!” So even photographers think this guy is a jerk.

Will some hungry helicopter pilot take this guy around for free? Maybe someone with a few hundred hours and an R22. Let’s just hope he knows how to recover from settling with power, which is a real danger when flying for this kind of work.

But I hope members of the professional helicopter pilot community take the same stand I have. Maybe it’ll take this guy down a rung and get him to put his money where his swelled head is.

Blogging the FARs: An Introduction

The FARs for mere mortals.

As a Single Pilot Part 135 operator — in other words, a commercial pilot allowed to do on demand air taxi and charter flights; more later — I’m required to take an annual check ride with an FAA examiner. The check ride isn’t just a flight to prove I can perform the required maneuvers. It’s also an oral exam that lasts 1 to 2 hours and is designed to confirm that I know my aircraft, my operating rules, and the FARs.

About the FARs

FAR stands for Federal Aviation Regulations. Technically, the regulations are really Titles 14 and 49 of the Code of Federal Regulations, so some very few people might refer to them as 14 CFR or CFR Title 14 or some other combination of that information. Most people don’t. Most people just call them the FARs.

If you’re reading this in another country, you likely have rules and regulations like this. I don’t know what they’re called or what they contain. And if you are reading this as a pilot flying in another country, don’t depend on what you read here to correspond to your country’s rules. It might be interesting, however, to get comments that explain how something differs in your country, so don’t be shy about sharing what you know.

Blogging the FARs

Like most pilots’ I don’t know the FARs by heart. I don’t even know the ones I’m supposed to know by heart. I simply know that regulations exist and where I can look them up in the big, fat book that’s revised annually. And, of course, I do know the gist and meaning of the regulations that affect my operations on a regular basis.

In an effort to

  1. refresh my memory about the regulations I’m supposed to know,
  2. translate those regulations, which are written in FAA-dialect legalese, into a language I’m more familiar with, like plain English,
  3. provide myself with reference material for future study,
  4. provide site visitors interested in aviation with some information they might find useful, and
  5. generate a comments-based discussion about some of the FARs and why they’re important, stupid, good, bad, or whatever,

I’ve decided to write a series of blog entries that explore the various FARs.

If you’re not a pilot, you may not find this too interesting. I understand. Many pilots don’t find this too interesting, either. But they are the rules and we do need to be familiar with them. If you have any interest in aviation and how the system works to remain safe, you might find some of these posts very interesting. If so, enjoy. And ask questions in the Comments if you need clarification.

If you are a pilot, please remember that I’m not an expert. I read FAA-dialect legalese no better than the next guy and there is a chance that I might misinterpret something. If you think I got it wrong, speak up in the Comments area for the article in which the error appears. But please do back it up with some other reference so I can confirm the correction. If you have more to add about a topic — especially stories about how that topic affected you — please share your experience. We can all learn together. Personally, I learn better from stories than from boring 1000-page books written in legalese.

All of these articles will appear in the Flying category of this site. If you just care about flying and not about the other things I write about, I recommend that you subscribe to the category with an RSS reader, the live bookmarks feature of Firefox, or some other subscription method. (You can also subscribe to get new content automatically by e-mail.) That’ll filtering out my geeky computer stuff and my occasional political rants.

The FARs I’ll Cover

I’m not going to cover all of the FARs here. I’m only going to cover the ones that directly affect my operations, the ones I’m likely to be asked on my check ride. These are the same one you might be asked on a private, commercial, or Part 135 check ride. And of course, being a helicopter pilot, I won’t be dealing with any airplane-only regulations. In fact, if you’re a pilot and you read these, you’re likely to get a good picture of how airplane and helicopter operations differ. Don’t worry; I’ll make a special note if anything I write about is helicopter-specific.

Generally speaking, I’ll be covering material from FAR Parts:

  • 1 – Definitions and Abbreviations
  • 61 – Certification: Pilots, Flight Instructors, and Ground Instructors (I’ll concentrate on Pilots)
  • 67 – Medical Standards and Certification
  • 71 – Designation of Class Airspace Areas; Service Routes; and Reporting Points
  • 73 – Special Use Airspace
  • 91 – General Operating and Flight Rules
  • 119 – Certification: Air Carriers and Commercial Operators
  • 135 – Operating Requirements: Commuter and On Demand Operators
  • SFAR 73 – a Special regulation for Robinson helicopter operators

I won’t be covering them in this order. I’ll be covering them in the order I study them in. And the articles I write are likely to appear here weekly over an extended period of time, so don’t expect to read it all next week.

Some Additional References

If you’re interested in FARs, you’ll likely find some of the following reference material quite useful:

  • FARs online. You can read the current version of the FARs on the Web on the FAA’s Web site. This should be the most up-to-date version of the FARs available for free.
  • FAR/AIM 2007: Federal Aviation Regulations/Aeronautical Information Manual (FAR/AIM series)AIM or Aeronautical Information Manual. This is the plain English text that actually explains the rules and provides additional how-to information for pilots. Every U.S. certificated pilot should have and read this book. Normally, when you buy a book containing the FARs, the AIM is appended to it. So what you’re really buying is a FAR/AIM. My understanding of this document is that the text is prepared by the government and is in the public domain. A variety of publishers print books of the information and some add illustrations and supplemental text to the AIM part of the book. So you’ll find several versions of the book. I buy the ASA version shown here for financial reasons; I’m required to buy it every year and usually get an offer to get it sent to me for under $15 as soon as it’s printed (normally late in the previous year). But there are other versions out there and you can even buy the AIM as a separate book, without the FARs.
  • FARs in Plain English by Phil Croucher. This book attempts to do what I’m doing here, but for most of the FARs. I have this book and don’t really care for it, primarily because some of the rules I need are omitted and the book isn’t updated regularly. (The FARs are updated every year.) The book is also quite expensive for us poor pilots, retailing for $44.95.

Comments?

Please do share your comments about this little project. The Comment link is below. I’d also be interested in learning about other online resources, as well as opinions of the ones listed here.