Category Archives: Flying

Stories about flying — for pleasure or for hire — and the things I’ve learned.

Facts in Fiction

Posted on by
4

Why fiction authors should get the facts straight in their writing.

The vast majority of people who want to be writers want to write fiction. While I don’t have the statistical sources to back up that claim, I don’t think anyone can deny it. There’s something about writing fiction that really appeals to people who want to write — including me. The only reason I don’t write fiction for publication is that I found that I could make a good living writing non-fiction. Making a living as a writer is more important to me than writing fiction.

With all that said, what many fiction writers don’t understand is the importance of getting their facts straight in what they write.

How Deep is Your Fictional World?

When you write fiction, you build a fictional world. The depth of your world — how similar it is to the real world — can vary.

Suppose, for example, that you’re writing a science fiction adventure that takes place on a distant planet that isn’t even very Earth-like. You’re making up the setting and all that goes with it. Is the sky on your planet pink? Are there four suns? Do the people have eyes where our mouths are and four arms instead of two? You’re making everything up. Your world may have nothing in common with the real world. You have license to make everything up as you go along.

Now suppose you’re writing a thriller that takes place in a Wall Street banking firm (if any are left). Wall Street is a real place in a real city. You’re not making any of that up. You might make up the firm and its customers. You’ll probably make up the characters and plot. But you’re still constrained by what’s real in your world. In New York, taxis are yellow and police cars are blue and white. (At least they were the last time I was there.) Wall Street is in Lower Manhattan and it’s crossed by Broadway. If you change any of these facts — or don’t get them straight — you’re making an error. (Of course, you could cheat by setting the plot in the distant future, thus adding a SciFi element to it. But do you really want to do that if it’s not part of the story?)

In many cases, you can ensure the accuracy of the facts in a piece of fiction by a lot of Googling or perhaps even a visit to Wikipedia. Other times, you need better resources — possibly even an “expert.”

I bring this up for two reasons:

  • I was recently asked a question by a writer about how a helicopter works. He wanted to get his facts straight.
  • I am repeatedly distracted by errors in facts in novels by authors who really should have the resources to get their facts straight.

Let’s take a look at some examples.

Question from a Writer

The other day, someone posted the following comment on my post titled “How Helicopters Fly“:

I am writing a novel in which a helicopter goes out of control and starts spinning. How would a pilot pull out of a spin? Gyrating.

This is a good question — kind of. It’s good because the person who asks does not understand the technical aspects of what he wants to include as a plot point. He realizes that he lacks this knowledge and he’s actively trying to get it. Great!

Unfortunately, it’s not a question that can be easily answered — even by someone who knows what the answer might be. (And I’m really not sure why he included the single word “Gyrating” at the end of his comment. What does he mean by that?) My response to him tries to get this point across:

It really depends on how the helicopter got into that spin. Normally, the rotor pedals will stop a spin, but if the tail rotor’s gone bad (or chopped off), the pedals probably won’t help. Sometimes flying straight at a high speed can keep you from spinning with a non-functioning tail rotor.

It’s not at all like an airplane. You don’t “pull out of a spin.” You prevent yourself from getting into one; if you start to spin, you use your pedals to stop it before it gets out of control.

A better way for him to approach this problem would be to sit down with a helicopter pilot or instructor and ask him/her what might cause a helicopter to start spinning and how a pilot might recover from each cause. He can then fit one of those causes into his plot and have the pilot stop the spin.

But he shouldn’t stop there. After writing the passage concerning the spin and recovery, he should pass over those manuscript pages to a pilot and let him read them. Does it ring true? Is it feasible? Are the correct terms used? Doing this will ensure that the passage is error-free.

Errors in Best-Selling Fiction

As a writer and a helicopter pilot, I’m especially sensitive to helicopter-related errors in popular fiction. A while back, I read a Lee Child book that included scenes with a helicopter. It was full of errors. Here are two that come to mind:

  • The helicopter was in a fuel-critical situation. The author stated that it was better to be lower than higher if the helicopter ran out of fuel. (The exact opposite is true; you want to be higher if your engine quits so you have more options for autorotative landing.)
  • The helicopter pilot is killed by a character breaking his neck. The author has the helicopter pilot land on dirt before he kills him so it looks like he broke his neck when the helicopter crashed-landed when it ran out of fuel. (But the helicopter didn’t crash. It landed upright on its skids. If it had been a “crash landing” — even on its skids — the skids would have been spread and the helicopter would have had other signs of a hard landing.)

These are absolutely glaring errors to a helicopter pilot. They ruined the book for me. How could I slip into the author’s world when its connections to the real world are so screwed up? If he got this stuff so wrong, what else did he get wrong?

I found more errors like this — although admittedly not as bad — in the latest Dan Brown book, The Lost Symbol. I’ll go through them in some detail in another post.

These Are Just Examples from My Real World

These are examples from my world, which includes helicopters. Maybe your world includes flying an airliner or managing an office building or designing computer security systems. Or anything that’s a lot more complex than it seems on the surface. When you read a piece of fiction and the author includes “facts” from your world as plot points — and gets them wrong — how do you feel? Doesn’t it bug you? Perhaps ruin the book for you?

The most commonly repeated advice to writers is to “Write what you know.” Although I agree with this and believe writers should start with what they know, there are often times when they have to stretch the boundaries and write a bit about what they don’t know. I believe they should make an extra effort to get the facts straight whenever they do this. And then go the final extra step in having an “expert” review the final written passages as a fact check before the book is published.

What do you think?

Making Cockpit Management Tasks Easier

Posted on by
3

Some tips for helicopter pilots (and others).

One of the disadvantages of being on the controls of a helicopter is that you pretty much always have to have at least one hand on the controls. Most helicopters do not have autopilots and, in my experience, I’ve found that releasing the cyclic while in flight is a good way to begin undesired aerobatic maneuvers that are likely prohibited by the Pilot Operating Handbook (POH).

The more you fly a helicopter, the more accustomed you are to dealing with one-handed chores like dialing in radio frequencies, adjusting the altimeter, fiddling with the GPS, and even folding maps. But for new pilots and pilots flying to, from, or through busy airspace, navigating and dealing with other cockpit management chores can be a real challenge.

The key to dealing with this gracefully is preparation. Here are some of the things I’ve come up with.

Organize in Advance

I don’t think there’s any simpler or more important tip to share. By organizing your cockpit in advance, you’ll know exactly where everything is and be able to reach it when you need it. I’m talking mostly about things like checklists, charts, pens, flight plans, and notes. But this could also include navigational aids like a handheld GPS, performance charts, and water or snacks.

Organized!

My seat pocket includes charts and checklists; my passenger’s seat pocket includes marketing material and souvenir postcards.

There’s nothing that bugs me more than when an aircraft mechanic or cleaner or some other pilot moves the things I keep in the pocket under my legs in my aircraft. That’s where I should find all the charts I use regularly, my preflight briefing card (for passenger briefings), my emergency checklist, and my startup/shutdown checklists with performance charts. These are things I sometimes need to reach for in flight — I want them exactly where I expect them to be — not under the seat or in the back or in the seat pocket of the front passenger seat.

By always having things like this in the same place, I can always find them where I expect them to be. This reduces workload in flight — I don’t have to hunt around to find them when I might also need to do something else.

Use an Airport Frequency Cheat Sheet

Airport Frequency Cheat SheetI’ve had one of these on board since I bought my first helicopter, an R22 Beta II, back in 2000. It’s a standard letter size sheet of paper with a four-column grid on it. The columns list Airport Names, Elevations, Tower/CTAF Frequencies, and ATIS/AWOS/ASOS Frequencies. Each row is for a different airport in the areas of Arizona where I fly. The type is purposely large, so I can read it from a distance. The entire sheet is laminated so it doesn’t get beat up.

In Robinson helicopters, the floor at the pilot’s seat is carpeted but covered with a sheet of clear plastic. I slip my cheat sheet under the plastic so it’s at my feet. When I fly, I can shift one or both feet aside to get a look at the sheet to find a frequency I need. This is a lot quicker and easier than consulting a chart or fiddling with a GPS to get the same information.

Of course, if you don’t want to go all out and create one of these for everyday use, you should consider creating one for the flight you’re going to take. It can be much smaller — perhaps index card size — so you can slip it in a pocket when not in use. My husband uses sticky notes that he affixes to the yoke of his airplane. Same idea. He doesn’t fly as often as I do or to as many places, so that meets his needs.

Configure Your Charts in Advance

TripTik and Cheat Sheet

My cheat sheet under the plastic carpet protector and my TripTik on the Robinson-designed GPS tray I use to mount cameras and display charts.

By “configure,” I mean fold open to the area of the chart you’ll need to consult enroute. For most helicopter cross-country flights, you’ll likely use only a few panels of a single chart. But if you’re going on a long cross-country flight, you’ll likely need to fold open more than one chart — or fold the chart you need in a way that it’s easy to get to all panels you’re likely to need. Large paperclips or binder clips can come in handy to keep the chart open the way you need it.

A very smart pilot navigating through a new area will likely use a highlighter — pink and orange work best — to highlight his intended route. This makes it very easy to find the line you’re supposed to be on and keep track of landmarks you fly over as you go.

I’ve actually gone a step farther with this idea. I’ve created a “TripTik” (think AAA) by cutting old charts into pieces that I laminated and put on binder rings. I can clip this loose binder full of map segments to a platform I recently had mounted in my helicopter. As I fly, I can flip through the pages to see the segment I need. It was time consuming and tedious to create and it isn’t quite perfect yet, but it sure does make it easier to manage my charts. (You can see a video about it below.) And yes, I still do have all the up-to-date charts I need on board for every flight.

What’s that you say? You have a whiz-bang moving map GPS so you don’t need charts? Try telling that to an FAA inspector. And then think about what might happen if you didn’t have charts handy, weren’t paying much attention to where you might be, and that GPS dropped dead. That was the topic of an AOPA video I saw a long time ago and it’s stuck with me ever since. Situational awareness is vital to flight. Don’t depend on a GPS to tell you where you are. When flying in an unfamiliar area, always keep track of where you are on a chart.

One more thing about charts: make sure the one you’re carrying is the current one. Airport information and frequencies change. Having the wrong information about an airport you’re landing at or flying near can get you in trouble, as this story relates.

Punch in a Flight Plan

If you do have a GPS, make the most of it by punching in a flight plan before lifting off. This is extremely useful when doing a cross-country flight through relatively busy airspace.

For example, when I fly from Phoenix, AZ to Torrance, CA in the Los Angeles area, I fly through about two hours of wide open, empty desert, stop for fuel, and then spend another two hours threading my way though the busy airspace of Riverside and Orange Counties. This can get really intense, especially when LA’s famous smog has settled in the valleys and visibility is right around minimums. Although I mostly follow roads, I use waypoints along the way to make sure I don’t take the wrong exit (so to speak). Punching these waypoints — airports and GPS waypoints on the LA terminal area chart — into my GPS not only helps keep me on course, but it displays the upcoming waypoint and my distance from it so I can make intelligent radio calls when passing through.

While lots of pilots learn how to use the Go To feature of their GPS and stop there, learning how to enter a full flight plan is far more beneficial on a long flight. Suppose I decided to use Go To to move from one waypoint to the next. That means that as I’m passing through Fullerton’s airspace, I might be trying to punch in Long Beach’s waypoint. While keeping an eye out for other helicopter traffic in the busy 91/5 intersection area. And keeping to a restricted altitude. And dialing Long Beach’s frequency into standby. I don’t know about you, but that’s more of a workload than I want when visibility is 3-1/2 miles in smog. Using the flight plan feature to have all waypoints entered in advance significantly reduces the workload in flight.

Get a Capable Companion Involved

If you’re not flying solo, you may be able to shift some of the work to the person sitting beside you — but only if that person is willing and able to perform the tasks you need done promptly, with the minimal amount of instruction.

I’m lucky. My husband is a pilot, too. He knows how to tune in radio frequencies and use the Go To feature on my helicopter’s GPS. He can read a chart and pull off radio frequencies. He knows how to look for traffic. When we fly together, we share the workload. Since he’s got his helicopter rating, too, I usually put the duals in and he does most of the flying while I handle the cockpit chores.

Not everyone is as lucky. Some companions just can’t figure things out — even the simple things, like tuning in a radio. Entering busy airspace is not the time to teach them. Do it yourself — it’ll be quicker and safer. If you’ll be flying often with a person, give him some training when you’re just out cruising around so he’ll be ready to help you when you’re in busy airspace and can really use a hand.

And even if your companion is capable of doing things, he might not want to. As I mentioned, my husband is a pilot and can read a chart. But is he willing to monitor our progress on a chart in flight? No. He’s not a map person and simply doesn’t like using any kind of map unless he needs to.

I’m exactly the opposite. If I’m not flying, I’ve got that chart open on my knees and can tell you exactly where we are — well, to the nearest finger-width, anyway. I recently had an excursion passenger who was the same way. At the start of each leg of our trip, I’d configure a map for her and show her roughly where we were going. Although she had some trouble tracking our progress on the unfamiliar aeronautical chart format, she put in a good effort and did pretty darn well.

Plan Thoroughly

Of course, to punch in a flight plan and configure your charts, you must have a clear idea of where you’re going. That’s what flight planning is all about. Don’t just wing it (no pun intended) — plan it out completely so you know where you’re going and how you’ll get there.

I can’t stress how important this is for a long cross-country flight. You’ll need to examine the entire route on a current chart to make sure it doesn’t pass through hot MOAs or restricted areas. You’ll need to know where you can find fuel or lunch or maybe even a hotel along the way. You’ll need to learn about weather and NOTAMs and TFRs on your flight path. And you’ll need to get familiar with the layouts of the airports you’ll be landing at.

This is really part of flight planning the stuff you’re supposed to do before you crank up the engine — not cockpit management. But without a solid flight plan, you won’t be able to properly prepare as outlined above to make your cockpit management tasks easier.

Got Your Own Tips to Share?

If you’re an experienced pilot — helicopter or airplane — and have some other tips to share, please do. Use the Comments link for this post to get a discussion going.

“I Want to Fly”

Posted on by
3

E-mail from a reader.

I get the occasional e-mail from readers who evidently think I can perform miracles for them — or perhaps take them by the hand and lead them to the life they dream about. Like this one, which I got today:

I’m 35 no wife or kids and no ties to anything or anyone and want to learn top fly I can get the money to go to a school I just want to change careers and I have learned to live on 35k a year no matter how much income I dont mind being away from home for 14-28 days as long as there is hot showers and the internet please get back to me as I would like to find out more directly from you as to what I should be doing I have looked around for schools and filled out my FAFSA for aid

To the person who wrote this — who I won’t embarrass by mentioning any names — what the hell do you expect me to do for you?

If you’re incapable of doing your own research to find a flight school in your area, you’re likely incapable of learning to fly or getting a job as a pilot, too. Stop whining and begging for help from strangers. You’re 35 years old! Get your fucking act together and make your future happen.

And for chrissake, if you’re going to contact people by e-mail, learn how to punctuate!

Sorry, folks, but this is the end of a long week for me, I have a splitting headache, and I’m spending the night at a Super 8 Motel inhabited by loud drug addicts. Whatever patience I usually have for e-mail crap like what’s quoted above is long gone.

Animals from the Air

Posted on by
Comment

Wild horses, antelope, and sheep — oh, my!

I flew from Grand Canyon Airport to Page Municipal Airport (at Lake Powell) again yesterday.

FlightPath.jpgEach time I make this trip, I follow pretty much the same route, hugging the southeast corner of the Grand Canyon Special Flight Rules Area (SFRA) until I get to the Little Colorado River Gorge and then heading pretty much due north. I wind up just outside the SFRA near Marble Canyon so I can show off Navajo Bridge and Lees Ferry before a quick flight past Horseshoe Bend, the Glen Canyon Dam, and Wahweap Marina. If the wind is in my favor, I can touch down at Page within an hour of departure from Grand Canyon. The same distance by car would take about 2-1/2 to 3 hours.

The terrain for most of this flight — from the Little Colorado River Gorge north, in fact — is high desert — technically the famous “Painted Desert” — and relatively barren. There are, however, some interesting features if you look hard for them. Since I’m always trying to point out interesting things for my passengers to see, I look very hard.

Ruins are relatively common. Round rock foundations are the remains of ancient hogans. (This area is on the Navajo reservation.) There are also the remains of animal enclosures, usually build with the same rock. There are complete hogans, some of which may still be occupied for at least part of the year, and ranches with hogans, sheds, outhouses, animal enclosures, and other buildings. All of these things are scattered across an immense landscape that takes more than 30 minutes to cross at 120 miles per hour.

There are also animals.

One of the questions I’m asked quite often by passengers is whether I see wildlife from the helicopter. I do, but not so often as to make it a common occurrence. It depends on where I’m flying, what time of day it is, and how hard I’m looking for wildlife.

Take antelope, for example. There are a few “prairies” north of I-40 and west of Mt. Kendricks in northern Arizona where, if I look hard enough, I can usually spot a herd of antelope. I know where to look and I remember to look. They’re hard to spot because their color matches the terrain so well. It usually takes movement to spot them. When I see them and point them out, my passengers never see them at first. I have to slow down, turn around, and drop a few hundred feet as we approach the herd. That gets them running a bit so my passengers can see them. As soon as they’re spotted — and photographed, if the passengers remember to whip out a camera — I move away. It’s not my goal to terrify the antelope population of northern arizona by buzzing them with a helicopter.

(When I flew at the Grand Canyon, I always saw at least one elk a day in the forest on one of my first or last flights for the day. My passengers never saw them and, since swooping around to show them wasn’t possible, I simply stopped pointing them out. It would be my own private treat.)

There are wild horses in numerous places throughout Arizona. I wrote a bit about them here. They’re also on the route I take from the Grand Canyon to Page. Today, my passengers and I spotted at least four herds of them — the most ever. They’re a lot easier to spot than antelope because of their size and color. But they’re also a lot easier to confuse with cattle. I look for long legs and long, thick tails.

There are domesticated sheep in various places throughout northern Arizona. We flew over a good-sized herd tended by four dogs today. They were a lot farther south than I expected — I usually see them farther north. This could be a different herd, of course. There were about 50 animals in that herd and the dogs did a pretty good job of keeping them together, even when my helicopter spooked them. (Yes, I had to do a circle for my passengers to see them; they were pretty small.)

In the past, I’ve also seen javelinas (pronounced have-a-leenas) from the air. They’re usually in herds of a dozen or more animals and I’ve only spotted them when I was alone, flying a lot lower than I do with passengers on board.

Of course, I don’t have photos of any of this. I’m flying and my hands are usually busy. My passengers never seem to remember to send me their shots. But one of these days, I’ll have some photos to share.

Smooth Day for Flying

Posted on by
1

Let’s hope I get six like this in a row.

I start my final Southwest Circle Helicopter Adventure 6-day helicopter excursion for 2009 today. And after a week of extremely blustery weather — by Arizona’s standards, anyway — it looks like we have a week with calm wind conditions.

I can’t express how happy I am about that. While I’m not afraid to fly when the wind is howling — even up to 20 or 30 knots — it’s so much more pleasant to fly without all that wind. You can really feel the joy of flying when there isn’t some natural force (other than gravity) messing with your flight path.

Wind makes for mountain turbulence, which is caused by the flow of air over uneven terrain. Think of a stream with rocks in it. How does the water move over and around those rocks? Now imagine the water being air and the rocks being hills and mountains. Helicopters are flying only 500 to 1000 feet off the surface, so we’re in all that bumpy air. The more wind and hills and mountains, the more bumps. It’s usually not bad enough to be unflyable, but it’s certainly a lot more pleasant to fly when you’re not being bumped around all the time.

When I flew at the Grand Canyon, it was windy every day from April into June. Oddly, the bumpiest air usually occurred during flight segments over the National Forest. We were 300 feet over the ground, not far from the ponderosa pine treetops. The ground was gently rolling plateau that ended abruptly at the edge of the Canyon. It was the rolling hills that set up the bumpiest air. Over the canyon, with several thousand feet of open air below you, the wind wasn’t nearly as bumpy — despite all those buttes and “temples.”

Anyway, I’m looking forward to a smooth flight, where each moment in the air feels like gliding through space. Let’s hope it holds out for the whole week.