Tag Archives: airplanes

Shop Smart for Services: Avoid Dealing with Middlemen

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I cannot stress this enough.

As usual, I’ll use a story to illustrate my point. I’ll try to keep it brief.

The Flight

Today, Flying M Air did a 2-hour charter for two men from Texas. They’d come to Phoenix to do a rather unusual aerial survey. I don’t think it would be appropriate for me to go into details of what it was all about, but I can say that it required me to fly low and slow over a bunch of commercial properties all over the Phoenix area.

The flight was booked last minute in an odd way. I got a call from a local airplane charter company who told me that these two guys had shown up to charter a helicopter — which the airplane charter company did not have. Could I take these guys on a survey flight? I spoke to one of the clients, got a few quick questions answered — including their weights, which I needed to calculate a weight and balance for the flight — and told them my rates. Then I hung up and got ready to meet them at the airport in less than two hours.

I was just leaving when my phone rang. It was XYZ Company (not their real name), which I wrote about at some length here. The short version is that XYZ is a booking company that markets itself as a provider of aviation (and other) services but doesn’t own a single aircraft. Instead, it hires third party companies (like mine) to provide the services,

The XYZ person on the phone told me they were sending two clients to me. She then proceeded to describe the job I’d booked directly with the client.

I told her I’d already booked it with the client and that the client was going to pay me with a credit card at the conclusion of the flight. I was trying hard to keep XYZ out of it. It didn’t matter much to me — I’d get paid the same amount whether they were involved or not — but I simply don’t like the way XYZ does business. But the caller told me that the client already had credit with XYZ and that XYZ was willing to pay me for the 2 hours of flight time up front with a credit card.

I didn’t want the client to pay me and still be on the hook with XYZ, so I took the payment. I then called the client and told him what had transpired. He seemed happy enough.

I went to the airport and did the flight. It was far from an ideal setup. For some reason, the client expected me to know the addresses of the buildings we flew over. As if flying a helicopter 300 feet off the ground while watching for obstructions and other traffic and talking to an airport control tower wasn’t enough of a workload for me. They were completely unprepared to get the location information they needed — hell, a handheld GPS, which I could have provided with enough notice, would have been a real handy tool.

But the client seemed satisfied with the flight. It was a nice day to fly and I was paid up front. So how could I complain?

The Lesson to Be Learned

I do, however, want to use this story as a lesson to folks shopping around for services — perhaps for holiday gift-giving.

There are several points to be made about what transpired. Although these points deal specifically with XYZ, they also apply to similar organizations that act as booking agents for services:

  • XYZ Company makes money off every flight it books. It typically marks up my services by 30%. So yes, if you bought an hour of flight time from me, it would cost you $545. But if you bought the same hour of flight time with XYZ in the middle, it would cost you about $700. In today’s story, these guys spent $300 more than they could have for the same service.
  • XYZ Company does not give refunds. For any reason. If you need to cancel a flight, you get a credit for the amount you paid. You have one year to use it elsewhere. Since I don’t (usually) take payment in advance, when you book with me, you don’t need to worry about refunds or credits. So if XYZ had been unable to book the flight with me, these clients would probably be stuck with a credit.
  • XYZ Company charges a fixed price for the service you say you need. So if you want 2 hours of flight time, you’ll pay for it up front. If you fly only 1-1/2 hours, you’re out of luck since they don’t give refunds. But because I charge charter clients based on actual time flown, if they fly less than expected, they pay less than expected. In fact, I typically overestimate flight time so folks feel good when the final cost is less than they thought it would be.
  • XYZ Company can’t be relied upon to get a reservation handled correctly. This is a classic example: they booked an airplane when the client clearly needed a helicopter! These guys flew in from Texas for this survey — imagine if there weren’t any helicopter charter operators available to do the flight on such short notice. They would have made the trip for nothing. Another time, they booked a 5-hour survey flight for a client that required landing illegally in a wilderness area (which I was not going to do). And I can’t tell you how many phone calls it takes to arrange a flight for a client with XYZ in the middle. Right now, I’m waiting for a yes/no answer on a flight they’ve called me about four times already — and I still don’t know if it’s going to happen.

Yet time after time, people turn to companies like XYZ, relying on a middle man who knows nothing about the provider’s capabilities or operations. The chain of communication is never properly established, services are misrepresented, clients and providers get unpleasant surprises at job time.

And the buyer of the services is paying a 20% to 40% premium.

What are they getting for this extra cost? Well, they don’t have to call more than one company that appears in Google’s search results.

You see, that’s how these companies get the calls. They buy up domain names and Google AdWords. They set up generic websites for local helicopter tours or airplane tours or balloon rides or skydiving. You search and they come to the top. You look at their site and you think they’re some big adventure travel company with airplanes and helicopters and hot air balloons all over the country. You call and they assure you they can help you. So you stop looking and let them do the work.

Is that worth 30% more than you could pay?

If you think so, fine. Like I said: it doesn’t affect me. I get paid the same amount, whether you book through me or them.

But in a day and age when everyone is so hot for deep discount deals like the ones Groupon offers, it seems so very strange to me that people would be willing to give money away to a middleman just because he knows how to dial a phone.

Why Are We Still Powering Down All Electronic Devices on Airliners?

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There’s no real reason for it.

A Twitter/Google+ friend of mine, Chris, linked to an article on the New York Times website today, “Fliers Still Must Turn Off Devices, but It’s Not Clear Why.” His comment on Google+ pretty much echoed my sentiments:

I do all my book reading on an iPad, and it’s annoying that I can’t read during the beginning and end of a flight, likely for no legitimate reason.

This blog post takes a logical look at the practice and the regulations behind it.

What the FAA Says

In most instances, when an airline flight crew tells you to turn off portable electronic devices — usually on takeoff and landing — they make a reference to FAA regulations. But exactly what are the regulations?

Fortunately, we can read them for ourselves. Indeed, the Times article links to the actual Federal Aviation Regulations (FAR) governing portable electronic devices on aircraft, 121.306. Here it is in its entirety:

121.306 Portable electronic devices.

(a) Except as provided in paragraph (b) of this section, no person may operate, nor may any operator or pilot in command of an aircraft allow the operation of, any portable electronic device on any U.S.-registered civil aircraft operating under this part.

(b) Paragraph (a) of this section does not apply to—

(1) Portable voice recorders;

(2) Hearing aids;

(3) Heart pacemakers;

(4) Electric shavers; or

(5) Any other portable electronic device that the part 119 certificate holder has determined will not cause interference with the navigation or communication system of the aircraft on which it is to be used.

(c) The determination required by paragraph (b)(5) of this section shall be made by that part 119 certificate holder operating the particular device to be used.

So what this is saying is that you can’t operate any portable electronic device that the aircraft operator — the airline, in this case — says you can’t. (Read carefully; a is the rule and b is the loophole.) You can, however, always operate portable voice recorders, hearing aids, heart pacemakers (good thing!), and electric shavers (?).

So is the FAA saying you can’t operate an iPad (or any other electronic device) on a flight? No. It’s the airline that says you can’t.

Interference with Navigation or Communication Systems

In reading this carefully, you might assume that the airline has determined that devices such as an iPad may cause interference with navigation or communication systems. After all, that’s the only reason the FAA offers them the authority to require these devices to be powered down.

But as the Times piece points out, a 2006 study by the Radio Technical Commission for Aeronautics found no evidence that these devices can or can’t interfere. Sounds to me like someone was avoiding responsibility for making a decision.

In the meantime, many portable electronic devices, including iPads, Kindles, and smart phones have “airplane mode” settings that prevent them from sending or receiving radio signals. If this is truly the case, it should be impossible for these devices to interfere with navigation or communication systems when in airplane mode. And if all you want to do with your device is read a downloaded book or play with an app that doesn’t require Internet access, there should be no reason why you couldn’t do so.

And can someone really make the argument that an electronic device in airplane mode emits more radio interference than a pacemaker or electric shaver?

And what about the airlines that now offer wi-fi connectivity during the flight? You can’t have your device in airplane mode to take advantage of that service. Surely that says something about the possibility of radio interference: there is none. Evidently, if you’re paying the airline to use their wi-fi, it’s okay.

What’s So Special about Takeoff and Landing?

Of course, since you are allowed to use these devices during the cruise portion of the flight, that begs the question: What’s so special about takeoff and landing?

As a pilot, I can assure you that the pilot’s workload is heavier during the takeoff and landing portions of the flight. There’s more precise flying involved as well as more communication with air traffic control (ATC) and a greater need to watch out for and avoid other aircraft.

But in an airliner, the pilots are locked in the cockpit up front, with very little possibility of distractions from the plane full of seat-belted passengers behind them — even if some of them are busy reading the latest suspense thriller or playing an intense game of Angry Birds.

Are the aircraft’s electronics working harder? I don’t think so.

Are they more susceptible to interference? I can’t see how they could be.

So unless I’m wrong on any of these points, I can’t see why the airlines claim that, for safety reasons, these devices need to be powered off during takeoff and landing.

It’s a Control Issue

I have my own theory on why airlines force you to power down your devices during takeoff and landing: They don’t want their flight attendants competing with electronic devices for your attention.

By telling you to stow all this stuff, there’s less of a chance of you missing an important announcement or instruction. Theoretically, if the aircraft encountered a problem and they needed to instruct passengers on what they should do, they might find it easier to get and keep your attention if you weren’t reading an ebook or listening to your iPod or playing Angry Birds. Theoretically. But there are two arguments against this, too:

  • You can get just as absorbed in a printed book (or maybe even that damn SkyMall catalog) as you could in an ebook.
  • If something were amiss, the actual flight/landing conditions and/or other screaming/praying/seatback-jumping passengers would likely get your attention.

But let’s face it: airlines want to boss you around. They want to make sure you follow their rules. So they play the “safety” card. They tell you their policies are for your safety. And they they throw around phrases like “FAA Regulations” to make it all seem like they’re just following someone else’s rules. But as we’ve seen, they have the authority to make the rule, so it all comes back to them.

And that’s the way they like it.

How Cell Phones Fit Into This Discussion

Cell phone use is a completely different issue. In the U.S., it isn’t the FAA that prohibits cell phone use on airborne aircraft — it’s the FCC. You can find the complete rule on that in FCC regulation 22.925, which states (in part):

22.925   Prohibition on airborne operation of cellular telephones.

Cellular telephones installed in or carried aboard airplanes, balloons or any other type of aircraft must not be operated while such aircraft are airborne (not touching the ground). When any aircraft leaves the ground, all cellular telephones on board that aircraft must be turned off.

There are reasons for this, but an analysis of whether or not they’re valid is beyond the scope of this discussion.

I just want to be able to read books on my iPad from the moment I settle into my airliner seat to the moment I leave it.

Three Tips for Becoming a Better, Safer Pilot

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My take on some advice offered by the FAASTeam.

The Deer Valley Pilot’s Association (DVPA) held its annual membership drive at Deer Valley Airport (DVT) in Phoenix yesterday. I’d joined the group earlier this month, when I discovered that membership entitled me to a $1.10/gallon discount on 100LL fuel at my preferred FBO there, Atlantic Aviation. One top-off was enough savings to pay the cost of a year’s membership.

DVPA EventI was so appreciative that when I heard about the event and the fact that a few aircraft would be on static display, I offered to put my helicopter on display. So yesterday morning, at 8:15 AM, I parked on the ramp in front of the terminal building to give attendees just one more aircraft to look at. I even hung out for a while and let kids climb into my seat.

FAA LogoThere were other organizations on hand, with tables set up under a big shade. The FAA’s Safety Team, which sponsors the WINGS pilot proficiency program, was one of them. They had a table full of informational flyers. Because of my general interest in helicopter accidents — which, by the way, I’m starting to think isn’t exactly healthy — I picked up a flyer titled “Helicopter Training Accidents.” Later, back home, I gave it a quick read.

The pamphlet focused on two areas of training accidents: autorotation and dynamic rollover. It provided a lot of bullet points under headings like “Autorotation — Common Errors” and “Dynamic Rollover Precautions.” It was pretty basic stuff, but good to read just to refresh my memory. I wish I could link to it here for reference, but I simply can’t find it online. I’ve scanned it; you can download it here. And believe me, there’s lots of online reference material available at their Web site.

But the most useful content — especially for new pilots or pilots falling into the complacency trap that can catch you at any experience level — were the bullet points under “Cockpit Resource Management and Personal Readiness.” Three of these points jumped out at me as great topics for discussion in a blog post. Here they are.

Oh, and although I’m a helicopter pilot and use helicopter examples here, most of this applies to airplanes, too.

Know your limits and observe them.

I think that this is one of the biggest causes of accidents — although I’d expand it to read “Know your limits and the limits of your aircraft and observe them.” Many of the accidents I’ve discussed in this blog can be categorized as what I call ‘stupid pilot tricks.” In so many cases, pilots overestimate their own skills or the capabilities of their aircraft either in general or under conditions they’re not accustomed to.

So how do you discover what your limits are? The best way is by experience. If you’ve successfully performed a maneuver consistently over time, that maneuver is probably within your limits — in the conditions in which you’re have successfully performed it. But whenever conditions differ, you need to proceed carefully to test your limits. For example, perhaps you’ve landed quite a few times off-airport on dirt and gravel in light wind conditions. But now you need to land on terrain littered with big rocks. Don’t assume that it’s just as easy as any other off-airport landing. Consider the risks and proceed carefully. Leave yourself an out. Don’t commit to setting down unless you know you can do it safely and then take off again later. The same goes for making an off-airport landing in a strong crosswind or tailwind situation. Or in dusty or snowy conditions. Have you done it successfully before? Multiple times? Consistently? Then it’s probably within your limits. But if the situation is brand new to you, you can’t possibly know for sure whether it’s within your limitations. Proceed with caution!

Advanced training can also help. If you find yourself with a need to perform maneuvers that you’re not sure about, find an experienced CFI and go flying with him. Let him train you, let him give you the additional support you might need to practice it safely. Isn’t it worth a few hundred dollars to get the experience you need to safely expand your personal limits?

As for the limits of your aircraft, that’s pretty easy. Open the Pilot Operating Handbook and look them up. If you fly the same kind of aircraft often, you should have most of the limitations memorized, including a rough estimate of out of ground effect hover capabilities at various weights and density altitudes. And if you find yourself in a situation where you’re not sure if an operation is even possible for your aircraft, reach for that book and look it up to make sure. It’s required to be on the aircraft, so there’s no excuse not to consult it. I’m not ashamed to admit that I’ve done this several times. I even keep a copy of the book in my office to make sure I can handle unusual client requests before booking a flight.

Develop and use good habits (e.g., checklists).

The FAA loves checklists and I’ve been told by a few pilots that they won’t let you pass a check ride unless you use available check lists during the flight. While I agree that checklists are extremely helpful — I actually created my own for preflight, startup, and shutdown when I flew LongRangers at the Grand Canyon back in 2004 — I also feel that if you perform the same series of tasks in the same order without distraction more than 50 or 100 times, a checklist becomes a bit redundant. So if you’re expecting me to wax-poetic about checklists, I’m sorry to disappoint you.

What I will expound on, however, is the idea of developing good habits for all phases of flight. Here are a few examples from my own flying:

  • Always perform a preflight inspection in the same order.
  • When adding oil during preflight, always leave the cowl door open until the oil cap/dipstick is replaced. Do not close that cowl door unless the cap/dipstick is confirmed present and tight.
  • Just before stepping into the aircraft, always do a complete walk-around starting and ending at the pilot door. Use that walk-around to check for open cowling doors and fuel cap tightness one more time.
  • Always perform all parts of the startup procedure, from sitting in the pilot’s seat and fastening my seatbelt to loosening frictions just before bringing RPM to 100%, in the same order.
  • Always check to make sure all doors are secured before lifting up. (I can reach all doors from my seat and all their windows have fingerprints where I push on them before each flight.)
  • Always do a visual scan of the area before lifting up and then again before departing the area.

These things, when done regularly, become routine. I actually feel as if something is wrong if I neglect to perform one of these tasks. I have even gone so far to climb back out of the aircraft before starting up to check fuel caps if I can’t recall doing so.

What’s a bad habit? How about storing papers, pens, or other items in the area beneath the collective? While some aircraft have ample storage space there, many do not. Don’t place anything there that could prevent you from getting the collective down in a hurry if you need to. How about leaving dual controls in when non-rated passengers are on board? Do you really want to worry about some idiot pushing the cyclic, resting his feet on the pedals, or having his fat butt blocking the collective when you’re trying to pull pitch? Pull those controls out if you don’t want the person beside you able to mess with them. Or how about glazing over or skipping your passenger preflight briefing? Do you know how you’d feel if your passenger were trapped in the aircraft after a mishap because you neglect to tell him how to open the door?

Think about the things you do when you fly. What good (or bad) habits have you developed? Get rid of the bad ones — they’re not going to help you become a better or safer pilot. Instead, think about the things you need to do or be aware of when you fly and incorporate them into your workflow or cockpit management.

Be constructively critical of each flight.

This is my favorite of the tips, the one that made me think this was a topic to blog about.

The trouble is, too many pilots are head cases who think they can do no wrong. No matter how well or poorly they fly or complete a mission, they’re too full of themselves and confident in their own capabilities to review what they’ve done and think of how it could have gone better.

The Pick Up/Set Down Challenge

I must have written about this elsewhere, but I can’t find it so here it is.

When I flew at the Grand Canyon in 2004, I averaged 10-14 flights a day. The flying itself was rather tedious, with only two extremely well-defined routes and no room for deviation. There wasn’t any opportunity to make it more interesting — other than the challenges Mother Nature threw in our way — so I decided to focus on the part of the flight where there’s always room for improvement: those 10-14 pickups and set downs.

From nearly day 1, I concentrated on that part of the flight, working hard to make every single pick up or set down as smooth as I could make it. Then, right after each one, I’d give it a score from 1 to 10, with 10 being the kind of pick up or set down where you didn’t even feel the aircraft make or lose contact with the ground. I didn’t have many 10s — I’m a tough scorer — but after a few weeks and months, I didn’t have many below 6 either.

To this day, I do the same thing with pick ups and set downs. The result: I’m pretty sure that few fellow pilots would find much fault in most of my pick ups or set downs. The passengers think they’re great no matter how low I’d score them — but what do passengers know?

Have you ever considered doing something like this for your flying? Challenging yourself for no other reason than to improve yours own skills? If not, why not?

The reality is that anyone can improve at least one aspect of any flight or mission. Just think about everything you did and focus on what wasn’t perfect. Then think about what you could have done to make it perfect — or at least closer to perfect.

Here are some examples:

  • During preflight, did you miss any inspections you should have done because you were distracted? If so, how could you prevent future distractions? (A friend of mine will restart a preflight inspection from the beginning if anyone interrupts him while he’s doing it.)
  • Did startup go smoothly? If not, what could you have done to make it better next time? (I’ve gotten to the point where I usually know how long to prime the engine before starting based on the ambient temperature.)
  • Was your departure smooth and within height-velocity diagram recommendations (if possible)? If not, what could have improved it?
  • Were your radio calls well-timed, concise, and correct? Is there anything you could have done to make them better?
  • Did you choose the best route to your destination? If not, what route might have been better and why?
  • Was your approach to landing suitable? If too steep/shallow, fast/slow, or with a tailwind, what could you have done to make it better or safer?

I can go on and on with examples, but you get the idea. Review each flight or mission and make mental notes about how it could have been better. Then, the next time you fly, act on those mental notes as appropriate. Not only will this make you a better, safer pilot, but it could help you develop some of those good habits I discussed earlier.

The point is, no matter how much experience you have and how great a pilot you think you are, you are not perfect and no flight is perfect. There’s always room for improvement. It takes a good pilot who is genuinely interested in becoming a better pilot to recognize this and work hard to get better. And better. And better.

Only You Can Make Yourself a Better, Safer Pilot

Not only is it within your control and capabilities to make yourself a better and safer pilot, but it’s your responsibility to do so. These three tips are a good place to get started.

What do you think?

Airlines are Still the Best Deal for Point-to-Point Travel

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Seriously; their planes might be bigger and costlier to operate, but there are more people footing the bill.

It happened again this weekend. I got a call from a guy here in Phoenix looking for a charter flight. He started by saying that his dad had died in Salt Lake City and that he couldn’t afford the $600 airfare to get up there.

I replied with two very truthful things:

  • I was sorry that his dad had passed away.
  • The airlines were the best deal for a flight from Phoenix to Salt Lake City.

I gave him some numbers to back up that second fact. I get about $500/hour for charter flights. Salt Lake City is at least a 4 hour flight from Phoenix. I had to be paid for the trip up there and the trip back. So he was looking at at least $4,000 plus any overnight fees to keep me there until he was ready to come back.

Sure beats $600, no?

And I don’t have a beverage service or rest rooms.

He then proceeded to ask me if I knew anything about a charter operator who flew out of Scottsdale to Salt Lake City. I didn’t.

He then told me he figured he could find someone with a small plane, “like a Cessna,” who’d take him up there for $150. I told him that was very unlikely.

It was difficult to extract myself from the conversation without being rude, but I managed.

I get calls like this pretty often. I’ve had calls for flights to Albequerque, Las Vegas, San Francisco, Los Angeles, San Diego, Houston, and even Montreal (which I still can’t believe; do you know how long that flight would take?). People assume that because my aircraft is smaller than an airliner, it would be cheaper to fly with me than with Southwest or United. This is not the case.

The simple truth of the matter is that airlines are the cheapest way to fly point-to-point if you need to go from one airline-serviced city to another. There are several reasons for this, the main reason being that the cost of the flight is covered by the 100+ people on the plane.

Yes, the cost of flying my helicopter between PHX and SLC is lower than the cost of flying a Boeing 737 between PHX and SLC. But I can carry 3 passengers; the B-737 can carry more than 150. So even if it costs me $3,000 and it costs the airline $30,000, $3,000 ÷ 3= $1,000 per person and $30,000÷150 = $200 per person. Doing the math, you can clearly see that the cost per passenger is considerably lower for the larger aircraft.

And that’s not even counting the money the airline is collecting for hauling mail and cargo on the same flight.

So folks, the next time you need a cost-effective way to travel 200 miles or more between two cities serviced by the airlines, just bite the bullet and buy the plane ticket. You won’t be saving any money with me.

Or if you’re that cost conscious and have a car that gets good mileage, just drive.

LogTen Pro

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A mini software review for pilots.

LogTen ProAt the end of 2010, nudged by the availability of a coupon code for 30% (I think) off, I purchased the Mac and iPad versions of LogTen Pro. This program, published by Coradine Aviation Systems, is designed primarily for airline pilots to log their flight time, trips, duty time, expenses, and other data. It can then generate any number of reports, including FAA-approved logbook pages and duty sheets. Of course, pilots with Macs don’t only live in the US, so LogTen Pro supports multiple countries and the reports needed to satisfy their own FAA-equivalent organizations.

Although, on the surface, LogTen Pro seems like overkill for logging pilot hours, its true power lies in the fact that you don’t need to log everything it lets you. For example, LogTen Pro enables you to log flight date, aircraft N-number, duty time in, hobbs out, time out, from airport, to airport, time in, hobbs in, and duty time out. That’s the kind of information an airline pilot might need or want to log. But, in reality, how many people really track that much information about their flights? LogTen Pro is perfectly satisfied just taking the flight date, N-number, from airport, to airport, and total time flown. And of course, you can log day vs. night time, VFR vs. IFR time, etc.

In other words, you can log as little or as much information as you like.

iPad version of LogTen ProOf course, the iPad version (shown here with a screen shot of all my 2010 activity) syncs with the Mac version, so I can log time on the go and sync it all up when I get back to my office. Or I can pull old log entries out of my paper logbook and enter them in my Mac and then sync it all to my iPad.

While LogTen Pro is a bit weak on logging helicopter flight time — for example, it supports the Rotorcraft category but did not include a Helicopter class (although, for some reason, it did have gyroplane; go figure) — it is highly customizable. I simply used one of the undefined Class fields to create a Helicopter class in my copy of the software. Although this is calculated properly in the logbook reports as is, I can also create custom log book pages that eliminate columns I don’t need and expand on ones I’m interested in tracking, such as High DA/Mountain (another custom field I created) or Turbine helicopter.

I could go on for thousands of words about this software — there’s a lot to it. But it would be better to let you view the Guided Tour and just try the software for yourself. If you’re a pilot with a Mac, iPhone, or iPad, download the demo version of the software and see what you think. If you’re geeky and love stats like I do, I think you’ll be sold.