Tax Time = Torture Time

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How did we let it get like this?

Yesterday, I did my own taxes for the first time in four years.

Understand this: I have a BBA degree in accounting. Having that degree always convinced me that I should do my own taxes. After all, if an accountant can’t do her own taxes, who can?

But back in 2005, my taxes were extremely complex. I sold a rental property and bought a helicopter. There were capital gains and losses and all kinds of weird things. Even though I’d been using TurboTax (and MacInTax) to do my taxes for the previous eight or so years — and doing it manually before that — I didn’t feel up to the task. So I handed it off to my husband’s tax preparer and let him deal with it. I’ve been doing that ever since.

TurboTaxBut after last year’s debacle with a new tax preparer who charged me more than $500, I decided to take matters into my own hands again. I bought TurboTax Home & Business. Yesterday, I sat down in front of my computer to do my taxes and my husband’s.

My husband’s taxes were the warm-up exercise. His taxes should be relatively simple, right? After all, he has an employer and gets a W-2 form. He didn’t buy or sell stocks, he doesn’t operate a business. He didn’t purchase or sell any property during the year. Yet even with the software, it took me two hours to prepare his Federal and State return. And when it was done, he didn’t like the answer and said he’d probably take it to a tax preparer anyway.

As we muddled through the process, however, I realized that my husband knows nothing about tax preparation. He didn’t know what any of the forms were and whether he’d filed them in the past. I’m not talking about those weird forms that only tax geeks know about. I’m talking about common schedules like A and C. He was clueless. For his whole life — and he’s in his 50s now, folks — he’d put his trust in a tax preparer, from his dad to local accountants to Hewett-Jackson. Whatever they told him was golden. He write a check or get a refund and be satisfied. After all, he didn’t have to deal with the bullshit of putting together a tax return.

After “completing” Mike’s return, I sat down to do mine. It took 4-1/2 hours. With a computer and software. And it isn’t as if I had to wade through a pile of papers to get the numbers to input. I use Quicken for my personal and business accounting. It does all the math for me. (It can also export to TurboTax, but I admit that I don’t trust them together for that.)

When I was finished, I saw the final numbers. I have to pay — I nearly always do because I’m too stupid to pay estimated taxes like I should — but the numbers weren’t quite as bad as I expected. (Of course, I had no clue what I’d made last year until I actually sat down to do my tax return.) But what’s mind-boggling to me is the forms TurboTax spit out. Here’s this year’s list:

  • Form 1040-ES Payment Voucher. There are four of these for my estimated payments, which I’m really going to try to send in this year.
  • Form 1040-V Payment Voucher. That’s the one I’m supposed to send in with my big check.
  • Form 1040Form 1040 US Individual Income Tax Return. Yes, it’s the long form. I can’t remember the last time I filed a short form. I may have been a teenager.
  • Schedule A Itemized Deductions. I’ve also been filing this one for years, although I’ve never been able to deduct medical expenses. I suppose I should be glad.
  • Schedule B Interest and Ordinary Dividends. I have a variety of investments that are not tax deferred.
  • Schedule C Profit or Loss from Business. I file two of these: one for my writing and publishing business and one for my helicopter charter business.
  • Schedule D Capital Gains and Losses. I sold some stock at a loss.
  • Schedule E Supplemental Income and Loss. This is for a rental property I own and my royalties on copyrights.
  • Form 8889 Health Savings Accounts. This is one way to deduct medical expenses. Save for them in a special kind of account and deduct your savings, then pay your medical bills with that account.
  • Form 8829 Expenses for Business Use of Your Home. I have an entire room in my home that’s dedicated to the mess I call my office.
  • Form 4562 Depreciation and Amortization. This is for my helicopter and other assets used by Flying M Air.
  • Form 8582 Passive Activity Loss Limitations. Apparently, I can’t deduct the tiny loss on my rental property because I don’t dedicate my life to keeping it occupied. Whatever.
  • Arizona Form 140 Resident Personal Income Tax Return. Arizona needs a piece of my pie, too.
  • Arizona Schedule A Itemized Deduction Adjustments. At least I can deduct my medical expenses in Arizona.

I should be clear here: it didn’t take me 4-1/2 hours to fill in these forms. It took me 4-1/2 hours to enter the raw data that TurboTax needed to fill in the forms. TurboTax did the job in seconds, completing just the forms it thinks I need and spitting them out of my printer as if they’d been typed by hand.

Frankly, I don’t think it’s humanly possible to prepare a tax return like mine by hand anymore.

And that’s my point. There are rules upon rules upon rules to the U.S. tax law. I remember studying taxes back in the early 1980s — it was a nightmare then. It’s even worse now. How frustrating is it to enter line after line of financial details on a worksheet or form just to discover that it won’t impact your taxes because it didn’t total more than 2% of line 38? Or perform a convoluted calculation just to see what percentage is taxable or deductible? Or answer questions regarding child care, home expenses, foreign transactions — the list goes on and on. Four and a half hours worth of questions and answers.

In this stack of paper I’m sending the IRS this week, there must be over 500 different numbers. What do they all mean? Do they really matter?

There’s an entire industry built on the annual torture of U.S. Citizens required to complete tax returns. I bought tax software to make filing my own return possible. It cost me $80 (discounted). Other people pay $50 or more to tax preparers to do the job for them. Hell, I paid $550 to get my taxes prepared last year! (That’s more than some people pay in taxes!)

And why? Because the tax laws are so complex and confusing that people with basic math skills simply can’t do it on their own.

Hello? IRS? Are you listening? Whatever happened to the Paperwork Reduction Act?

Flight Planning Realities

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It’s more than just drawing a straight line.

Every week I get at least one weird helicopter flight request. Yesterday’s was for a flight from Scottsdale to Four Corners and back.

Four Corners

Four Corners, on a map. (Wikipedia image.)

When I say Four Corners, I’m talking about the place on the map where Arizona, Colorado, Utah, and New Mexico meet. In drawing their rather arbitrary state lines years ago, the mapmakers created this manmade point of interest: the only place in the United State where four state boundaries meet at one point. There’s a monument there that supposedly marks the exact point where the states meet. Tourists like to drive in and get down on all fours for photos with one limb in each state.

These days, the monument is managed by the Navajo Nation, which has land on three of the four states. The Colorado section is on Ute Indian land. I’m pretty sure there’s a fee to get in, but I could be wrong. I’ve driven past the point and flown over it, but have never stopped there.

So the passengers wanted to land at Four Corners, which is on Navajo land. That means I need permission from the Navajo Nation to land there. That’s the first hurdle the booking agent has to jump. (I won’t get permits for my passengers; I’ve wasted enough time trying for flights that didn’t happen.)

The booking agent evidently uses some kind of flight planning tool to estimate flight time. He estimated 2-1/2 hours each way. But the booking agent didn’t take into account the realities of endurance, refueling locations, weather, and FAA reserve fuel requirements.

I used SkyVector — highly recommended! — to come up with a basic flight plan — something I could use to estimate the cost of the flight. Its built-in aeronautical charts make it easy to identify places to stop for fuel if needed.

I learned that a direct flight from Scottsdale to Four Corners would take approximately 2-1/2 hours — just as he’d estimated. But this didn’t take into consideration the possibility of headwinds and my aircraft’s endurance. I roughly estimate 3 hours endurance on full tanks of fuel. But could I fill the tanks? I had no idea what the passengers weighed yet. And with my 20 minutes of required reserve fuel, planning a direct flight was not a good idea.

But what made it a really bad idea is that there is no fuel available between Winslow, AZ and Four Corners — a distance of 143 NM or 1-1/2 hour of flight time. Indeed, the closest fuel to Four Corners is 42 NM to the east — not on our way back — at Farmington.

My Flight Plan

SkyVector makes preliminary flight planning very quick and easy.

That meant I needed to plan three fuel stops: Winslow (INW) on the way up and Farmington (FMN) plus Winslow (INW) or Payson (PAN) on the way back. The resulting flight path is a narrow triangle totaling 549 NM and at least 5-1/2 hours of flight time. To be on the safe side, I’d estimate 6 hours.

This is what kills me about some of these booking agents. This particular one is based in Atlanta, GA. I can pretty much guarantee he’s never spent any time in an aircraft over the Navajo Reservation — which is where at least half this flight would be conducted. He has no concept of the vast distances and empty terrain a route like this would cover. He — and likely his passengers — can’t conceive of the utter boredom of six hours flying over this area. Sure, there are scenic parts, but not six hours worth. They’d be paying me close to $3,000 for this one-day adventure.

And all for what? A photo opportunity at a manmade “monument” in the middle of nowhere? Heck, look at it on GoogleMaps! There’s nothing there or anywhere near it!

Yet the booking agent will sell it to them if he can. And I’ll provide the service if it’s paid for.

I think the booking agent could do them a better service by selling them a Sedona tour or a trip up to the Grand Canyon. Or even Lake Powell, for Pete’s sake! Closer, cheaper to visit, and far more interesting.

Of course the weird requests of uninformed passengers or booking agents isn’t really my point.

My point is this: There’s a lot more to flight planning than simply measuring the distance between two points. The preliminary flight plan I cooked up here is just the first part of a lengthy planning process I have to go through if I get this job.

I have to admit that I find it a bit annoying when a booking agent oversimplifies the requirements of a flight — especially if he fails to inform his clients about what they’re getting into. In this case, it’s a long and expensive flight over the high desert of Arizona with very little of interest to see along the way.

Autorotation is Not a Low Rotor RPM Emergency Procedure

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Especially when you’re two miles out at sea.

Picture this: An R22 helicopter without floats operating two miles off the coast of Miami, FL. On board is the CFI-rated pilot with 600 790 hours of total flight time and the private pilot rated “passenger” with 115 hours total flight time. They’re operating at about 40 knots 100 feet above the waves on an aerial photo mission, photographing boats. The wind in Miami, 13 miles away, is from 120 at 13 knots and it’s 26°C with a dew point of 21°C, resulting in a balmy 74% humidity.

The pilot had just completed a 180° turn to the south when the low rotor RPM horn sounds.

The pilot adjusts the throttle to compensate — in other words, we should assume that he adds throttle. The horn stops blaring, but 3 seconds later, it does it again.

So what does the pilot do? Despite the fact that the helicopter does not have floats, he enters an autorotation. The helicopter crash-lands in the ocean, the occupants escape, and the helicopter sinks. The pilots are rescued 10 minutes later by a privately owned boat. The helicopter is left unrecovered (so far) in 150-250 feet of seawater.

What We Don’t Know

There are a few things we don’t know that could explain the reason for the low rotor RPM horn:

  • How much did the pilots and their equipment weight? An R22 Beta (not Beta II) is a very small helicopter. Although they had burned off 45 minutes of fuel, there is a possibility that they were still heavy for the flight conditions.
  • Which direction did they turn? A turn that would have put them into a tailwind situation — especially at low speed — could rob them of airspeed. If airspeed dropped below ETL, the helicopter would have to work harder to stay in the air.

  • What speed were they operating at? Without the benefit of forward airspeed and effective translational lift, the helicopter would have to work harder to stay in the air. If the speed was close to zero, the aircraft might have gotten into a settling with power situation. The natural (but incorrect) reaction of increasing the collective to arrest the rate of descent could have triggered a low rotor RPM warning if available power was exceeded.

  • Were the engine and its components functioning properly? If the engine or magnetos were not performing to specifications, the resulting reduction of engine power could cause a low rotor RPM horn. We have to assume the engine was still running because the NTSB report didn’t mention an engine failure.

But regardless of the reason for the low rotor RPM horn, it’s the pilot’s decision to perform an autorotation to into the ocean that needs to be questioned.

The Robinson Low Rotor Horn

In a Robinson helicopter, the rotor RPM green arc is 101% to 104%. (Please don’t ask why; I don’t know. Yes, it is weird.) The low rotor RPM warning system is designed to alert the pilot at 97% RPM. (See it in action for yourself here.) This is a very early warning. The idea is that if rotor RPM is deteriorating, once it gets past a certain point, it could could become unrecoverable very quickly. The earlier the pilot is warned, the better off he is.

At the Robinson factory safety course — and, one might assume, at many flight schools that train in Robinsons — pilots are taught that a Robinson can generally fly at an RPM of 80% plus 1% per 1000 feet of density altitude. Given the temperature, dew point, altitude, and altimeter setting (30.01), the density altitude was 1,612 feet. That means that the helicopter should have been capable of flight when operating at only 82% RPM.

I need to stress here that this is a general rule of thumb. Do not attempt to fly around at low rotor RPM to test this. While it’s true that my flight instructor at the Robinson safety course had me fly for a few minutes in the Long Beach, CA area at 90% RPM with the horn blaring just to prove that flight was possible, RPM is not something we play with in non-training situations. The formula is simple: RPM = life.

Low Rotor RPM Emergency Procedures

The Robinson R22 Pilot’s Operating Handbook is quite specific on what to do in the event of a low rotor RPM warning. On page 3-10, in the red-tabbed “Emergency Procedures” section, it states:

A horn and an illuminated caution light indicates that rotor RPM may be below safe limits. To restore RPM, immediately roll throttle on, lower collective and, in forward flight, apply aft cyclic.

The NTSB report indicates that the pilot initially “adjusted the throttle to compensate for the [low rotor RPM warning] condition” and was immediately rewarded with recovery. But that was followed by the horn sounding again only 3 seconds later.

It had to be scary for the pilot. After all, he’s only 100 feet above the water and he’s supposed to react by lowering the collective. But the emergency procedure and repetitive training doesn’t tell us to enter an autorotation, which would be a full-down reduction of the collective. The reduction of the collective, coordinated with the rolling on of the throttle, should be slight — perhaps an inch or so. This reduces drag on the blades while the increased throttle provides power to increase their RPM.

What Was the RPM?

One of the things we don’t know is what the RPM was when the pilot decided to enter autorotation. If it had deteriorated to the point where autorotation and cyclic flare were the only tools to recover RPM, his decision was probably a good one. Better to hit the water relatively softly than from 100 feet up, falling like a brick.

If RPM had deteriorated to that point that quickly, however, it’s important to recover the aircraft to learn why. Other than a complete engine failure — which was not mentioned in the report — it’s hard to imagine what would cause RPM to drop enough to warrant such a drastic recovery action.

Who Was Flying?

There may be more to this than what meets the eye.

The helicopter was operated by Helicopter Academy, a flight school with locations across the U.S. The school’s Web site clearly advertises it as a low-cost training company:

$250 PER HOUR R22 HELICOPTER TRAINING TIME BARGAIN and we are the ONLY company in the world that can guarantee you a job.  We operate a fleet of helicopters and like other schools our insurance requires 300 hours helicopter time and an instructor’s rating to fly for us. We train you to work for us and offer a job to all graduates, including transfer student and instructors who can’t get jobs elsewhere.

Helicopter Academy’s other business is BoatPix, which uses helicopters to photograph boats and then sells the photos to the boat owners and others. It’s widely known that BoatPix pilots pay BoatPix (or Helicopter Academy) for the time they fly aerial photo missions. The company’s Web site alludes to this:

…you pay for the first 100 hours at $250/hr, the second 100 hours at $200/hr and the third 100 hours at $150/hr….It’s  $25,000 for the first 100 hours where you’ll do mostly training, $20,000 for hours 100  through 200 where we’ll introduce you to our photo contract which will subsidize your flying and $15,000 for hours 200 through 300 where you’ll do almost exclusively photo and will learn this skill that is valuable to our photo contract and making you a valuable pilot to us.

I added the emphasis in the above quote. It begs the question: who was actually flying this aircraft? The NTSB report suggests that it was the 600791-hour CFI. But was that really the case? Was the 115-hour private pilot paying $200/hour to be “introduced” to the photo contract — as a pilot — while the 600791-hour CFI took the photos?

High Risk Operations

In March 1999, Robinson Helicopter issued Safety Notice SN-34. The latest version of this Safety Notice is dated April 2009. Titled “Aerial Survey and Photo Flights – Very High Risk,” it starts out saying:

There is a misconception that aerial survey and photo flights can be flown safely by low time pilots. Not true. There have been numerous fatal accidents during aerial survey and photo flights, including several involving Robinson helicopters.

It goes on to list some of the possible dangers of low time pilots conducting aerial photo flights. It also makes some recommendations for minimum requirements for aerial photo/survey pilots, including a minimum of 500 hours pilot-in-command. BoatPix is one of the operations that has chosen to ignore this recommendation.

My question to helicopter pilot wannabes out there: Are you that desperate to become a pilot that you’re willing to trade your safety for flight time?

Pilot Experience and Decision-Making

What it all comes down to is whether the pilot made the correct decision for the situation he found himself in. I’m not convinced that entering autorotation over the ocean on hearing a low rotor RPM warning horn is the correct decision.

True, both pilots walked (or perhaps I should say, swam) away. But if the rotor RPM could have been brought back into the green while in flight — something a well-trained or experienced pilot could have accomplished if there wasn’t a mechanical problem — the watery autorotation and the resulting loss of the aircraft could have been avoided.

Hopefully, the Probable Cause report for this accident will shed some light on what really happened. Until then, it certainly gives pilots some food for thought.

November 1, 2011 Update: The Probable Cause report doesn’t add much to what’s reported here other than to clarify airspeed and PIC experience. The official Probable Cause is “A loss of main rotor rpm for undetermined reasons.”

Update, March 17, 2012: Just found another accident report with someone else using autorotation as a cure for low rotor RPM. He crashed, too.

PhotoJeeping: A Trip to Dragon Mine

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I’m almost surprised we found it.

The wildflowers in the Sonoran desert around Wickenburg have been amazing lately — too amazing to ignore. So yesterday afternoon, I decided to tack a little PhotoJeeping excursion onto the end of my errands. Along the way, I picked up my friend Janet, who is an artist and likes photographing the desert almost as much as I do. We also squeezed in Jack the Dog and Janet’s dog, Maggie; they sat on the back seat beside the recycling bins.

Backlit Lupines

Lupines, backlit with late afternoon sunlight. (Click for larger view.)

At first, I’d considered another trip up Constellation Road. The last two times I was up there, the flowers hadn’t been blooming yet. Surely they must be blooming now. But when my errands called for a stop at the Shell gas station just south of town (they stock AeroShell aviation oil, if you can believe that), I thought about the desert southeast of Wickenburg. Dragon Mine was an old mine site I’d visited by Jeep years before with some friends. I thought that perhaps the juxtaposition of mining ruins and wildflowers might make a good subject.

Trouble was, I didn’t remember how to get there and hadn’t brought along my GPS.

So after one wrong turn that dead-ended in a subdivision, we tried another left turn off Grand Avenue and headed eastbound. The road wound through a subdivision and, at its east end, we spotted a dirt road winding down the side of a shallow canyon wall into San Domingo Wash. I followed the road.

Although this particular road had tire tread prints on it, the tracks were very close together. It wasn’t a Jeep road, it was an ATV road. It was painfully narrow at places — so narrow that I almost turned back several times. But I squeezed the Jeep through one narrow place after another, trying not to be bothered by the sound of branches scraping up against the side. I was glad I’d left the doors on; we would have been beaten up by thorny branches if I had taken them off. The floor of the canyon was rocky and then sandy and then rocky again, with short, steep climbs and tight turns. The Jeep, in 4H, performed admirably, as usual. The wheels spun just enough in those turns to give the illusion of a 90° turning radius sometimes. It was fun.

We stopped a few times to photograph flowers here and there. At one place, I captured a so-so image of lupines backlit by the sun, along with a shot of owl clover. The whole time, however, I was really looking for a trail that would take us out of the narrow track we were in. Something that would be easier to drive and get us to our destination — if we could find it — quicker.

Janet scouted ahead a one photo stop and found where the ATV trail climbed up a short hill to intersect with a nice dirt road. This was probably the road we were supposed to be on. I pulled up onto its relatively smooth and definitely wide surface, glad to be out of the wash.

We continued mostly eastbound, heading toward the low mountains in line with San Domingo Peak. As we drove, we kept a sharp eye out for the wildflowers we wanted to photography. The light was behind us and relatively low; it was nearly 5 PM and the sun would set in less than two hours. That gave us a great view of the scenes on either side of the road as we traveled east.

Strawberry Hedgehog Cactus

This “Desert Still Life” features a strawberry hedgehog cactus, the “skeleton” of a cholla cactus, a blooming creosote bush, and an iconic saguaro cactus, all under a perfectly blue Arizona sky. (Click for a larger view.)

I caught sight of a blooming hedgehog cactus about 100 feet off the side of the road and pulled to a stop. We got out and explored the area on foot. I’ve been trying hard to do all my photos with a tripod these days and although it’s a bit of a pain in the butt, I admit that I am getting used to it. After doing a few ho-hum horizontal shots of the cactus and its flowers, I scrunched down on the ground and took a look though the lens, holding it vertically. I liked what I saw. I made several shots, with and without a polarizing filter and at different angles to get the photo you see here.

There’s a certain feeling I get when I know I’ve captured a good image. I’ve felt it before, several times. I can see the image in the tiny video screen at the back of the camera, but as I age, my close vision is deteriorating so I can never really see it to be sure. It’s only when I get back home to my computer and can view it on a 24″ monitor that I know whether it’s good. I’ve been disappointed many times, but not this one. I’m very pleased with this image and think it might just be the best I’ve ever captured.

I didn’t know that for sure yet, so the rest of the trip was a slow drive toward our intended destination with me wondering whether I’d be disappointed. We made several stops and took more photos along the way. For a while, it seemed to me that the road was getting too close to the mountains. But then it swung to the north and we passed a big flat area that I remembered being south of the mine. A while later, we rolled up to the mine site and climbed out.

Marigold Steps

Desert marigolds bloom alongside the ruins of a long-abandoned mine. (Click for larger view.)

The shots I took there weren’t anything special. There’s a lot of concrete shapes, such as the stairs you see here, and plenty of metal and wood. There are two mine shafts — a vertical one at the top of a small hill and a horizontal one that enters the area from the small wash on the north side. They might join somewhere under ground; I don’t know and don’t plan on every finding out. (Exploring mines is dangerous, folks.)

It was nearly 6 PM when we were ready to move on. I was hoping to take a different and better route back. So we continued along a road that headed west from the mine. I was pretty sure it was the road I’d taken back on our last visit years before. But it swung around to the north and then the northeast. This was wrong. We wanted to head west or northwest. My gut told me to follow it, but my brain reminded me we were headed in the wrong direction. Sunset was in less than an hour and the light wouldn’t last long afterward. I told Janet that she should never allow me to take her out in the desert again without my GPS.

We followed the road for another five minutes. It headed east and north and northeast. Just when I was getting ready to turn around, it intersected with a broad, sandy wash. The tire tracks of previous travelers headed up and down the wash. Down the wash was west, so we made the left turn. I threw the Jeep back into 4H and we sped down the wash.

Topo Map

This topo map offers an overview of the path we took. I was able to map it pretty well using the points plotted by my GPS data logger. (Click to see a larger view.)

It was a long drive — maybe as many as 5 miles. The wash twisted and turned, but always headed mostly west. The sun, now very low in the sky, cast long shadows that shielded our eyes from the glare when the canyon walls were high, then blinded us when the canyon walls dropped. It turns out that we were in Monarch Wash. We passed through a gate that had been left open — without a “Keep Gate Closed” sign, we left it that way — and eventually wound up on Grand Avenue, about a mile north of where we’d turned off nearly three hours before.

It was a good little trip that might have been made better by having my GPS along. (Frankly, I still can’t figure out why so many people depend on them when traveling on paved roads with signs. But that’s another blog post.) Best of all, I managed to capture one of the best images I’ve made so far. That’s plenty of reward for the dust in my hair and clothes.

The Trouble with Troubleshooting

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I troubleshoot a Photoshop CS3/Mac OS X 10.6.3 problem.

Yesterday, after composing a blog post on my MacBook Pro, I went into my office with an SD card full of photos with every intention of choosing one or two to include in the post. I copied the photos to my hard disk along with my GPS track log and geotagged the ones I could tag. Then, after using QuickLook to make a preliminary selection, I opened five images with Photoshop CS3.

Or at least I tried to.

The problem was that Photoshop wouldn’t launch. It kept “unexpectedly quitting.”

And so began more than 2 hours of troubleshooting that culminated with my making an appointment today to visit the Arrowhead Apple Store down in Peoria, 50 miles from my home.

If you’re having this problem and are looking for a solution, read this post that I wrote this morning for Maria’s Guides.

This post is mostly about what a pain in the butt troubleshooting can be.

My troubleshooting process began with a Google search for Photoshop CS3 with Mac OS 10.6.3. I suspected the problem had to do with my update to 10.6.3 the previous week and I turned out to be right. There were discussions going on in the Apple forums about the problem. The most promising was titled “Installed 10.6.3 and now Photoshop CS3 won’t open.” The thread originator posted a quick description of the same problem I was having and got (so far) 167 responses.

Sadly, the responses were distributed over 12 individual pages, so I’d scan a page, click Next, and wait for the next page of responses to load before I could continue scanning. I don’t have a fast Internet connection in Wickenburg, so it was time consuming and tedious.

But it’s the content of the responses that I have a problem with. Only about 1/3 of them were of any use. The rest fell into one or more of the following categories, listed here with my comments.

  • Did you restart your computer? A person who can find and post a request for help in an Apple forum is likely smart enough to try restarting the computer before looking for outside help.
  • I’m using Photoshop CS3 with Mac OS 10.6.3 and I’m having that problem, too. Okay, what else can you tell us to help us troubleshoot?
  • I’m using Photoshop CS3 with Mac OS 10.6.3 and I’m not having that problem. So the rest of us are imagining it? Why not provide some info so we can learn how our systems differ from yours?
  • Did you try doing ABC? This comment might be helpful the first time ABC is suggested, but when it’s suggested a half dozen times and people have already reported that it doesn’t resolve the problem, it is a waste of time. Please read all the suggestions and the responses before adding your own.
  • It’s Apple’s fault. They don’t test updates. Don’t waste my time with this bull.
  • It’s Adobe’s fault. Their software sucks. Don’t waste my time with this bull, either.
  • It’s because you’re using a Mac. This problem doesn’t happen on Windows. What the hell are you doing on an Apple forum? Go play with Bing.
  • XYZ Program is better for photo editing than Photoshop. You expect me to toss a costly program I’ve been using for 15 years just because of a [likely minor] incompatibility issue? Get real.

It would be great if Apple’s forums had a way to vote down unhelpful comments so only the helpful ones appeared. I think we could have weeded out at least 100 of the comments that hid the solution. Or, better yet, offer some way to flag the comment that actually contains the “answer.” After all, the discussion thread was marked “answered,” so someone must have recognized one of the posts as a solution.

Adobe’s Web site had a TechNote that offered three possible solutions. One, which suggested turning off Rosetta, did not help me, since Rosetta was not enabled for Photoshop. I’m pretty certain the problem is related to an incorrectly entered serial number after having my logic board replaced two years ago. That’s what’s taking me and my 40 pound, 24″ iMac down to Peoria in two hours. Evidently, there’s no way for an end user to fix a serial number issue.

The net result of all this is that I lost two hours of my life to a troubleshooting exercise and will lose another three hours making a trip down to the Phoenix area to get a problem fixed on my Mac that was introduced by Apple.

Side benefit/drawback: I will get my hands on an iPad so I can give it a test drive. If they’re in stock, I’ll likely walk out of the store $500 poorer.