Some Notes on My Jewelry Business

Surprisingly successful.

I started creating wire-wrapped jewelry back in January of this year. I’ve come a long way.

Getting Serious and Developing a Style

Labradorite Wrapped in Silver
My first wire-wrapped jewelry piece. Don’t laugh; I was proud of it back then. And I still think those are excellent swirls.

My first attempts were predictably amateurish. Cringe-worthy, in fact, when looking back on them. I learned from watching a few YouTube videos — which, in hindsight, I now realize were the wrong YouTube videos. But I had a lot of positive feedback from the people who saw my work, including some professionals. (I was in Quartzsite, AZ at the time and literally surrounded by rock hounds and lapidaries.) I realize now that they were probably just being nice. That early stuff was gawdawful, although I subsequently did manage to sell every single piece. (Go figure, eh?)

Montana Agate
Finishing this first piece in sterling silver was when I think I started getting serious. That was a really beautiful stone. It was one of the first pieces I sold.

In mid January, I got a lesson from a friend who is one of those professionals. Dorothy guided me to create my first piece in sterling silver. I think this was the point at which I realized that if I wanted to acquire nice stones, I needed to get serious about creating nice jewelry with them. The things I learned really helped put me on the right path.

At around the same time, I found another YouTube wire-wrap artist who showed me additional techniques, such as wire-wrapped bails, that I’d incorporate into my own work to develop my own style. That style now includes hand-formed swirls at the top of each piece, an occasional drop-down wire or two that end in tiny loops, and a pair of tiny loops at the back of the piece.

Since January, I’ve created well over 100 pieces of wire-wrapped gemstone jewelry, most of which are wrapped with silver. I’ve shifted slowly from the inexpensive stones I acquired in Quartzsite to more exotic, higher quality stones I get from gemstone dealers and at gem shows.

It’s All about the Stones

For me, it’s all about the stones. I’ve always liked beautiful stones but never had a reason to acquire them. Making jewelry gives me an excuse to buy stones. I put them on display in cases so I can look at them and choose one for my next piece. It seems silly to folks who don’t have a thing for stones, but if you do, I’m sure you know exactly what I mean.

Of course, these stones aren’t cheap and I really didn’t want to continue funding this — dare I say it? — obsession with stones. So I decided to try to sell my jewelry.

The Birth of ML Jewelry Designs

I did a few things pretty much all at once:

  • I came up with a company name. I needed a name so I could identify the company. I’m afraid I didn’t get very creative. I put about 10 minutes of thought into it. ML Jewelry Designs.
  • I registered a domain name. Honestly, I don’t know why so many businesses put their eggs in the Facebook basket. There’s nothing that gives a company more legitimacy than an address on the web. So MLJewelryDesigns.com was born.
  • I set up a Facebook page. (I later pretty much abandoned it when I decided that I’d had enough of Facebook. I did the same for my other company, Flying M Air, LLC.)
  • I set up a Twitter account for the company. I wanted a way to tweet only company news, including photos and links to new pieces.
  • I registered my business with the state. I knew I’d have to collect and pay sales tax.
  • I built a website with WordPress. What else was I going to use?
  • I started photographing my jewelry and adding it with descriptions to the website.
  • I set up WordPress to automatically tweet posts about new pieces.
  • I set up Square to accept credit card payments and, more importantly, an online store.
  • I designed and bought materials for unique packaging that included clear pillow boxes and card inserts.

All this took less than a week. Maintaining the website and online store to add jewelry pieces would take a few hours every week.

I got my first online sale within a week. It was to a Twitter friend who lived overseas. (Thank you, mdy!) As I packed up the piece, I found myself kind of sad to see it go. But I felt less sad when I saw the money in my bank account and placed another order for stones. It’s all about the stones!

Selling in Person

The one thing I knew for sure is that the photos of my work that I was putting online did not do the pieces justice. They look way better in real life. That was confirmed when I showed photos to several shop owners and got a lukewarm response. (I don’t do that anymore. I tell people I don’t have photos with me.) One of those shop owners saw them in person yesterday and was very impressed.

I knew that Pybus Public Market, a local shop/restaurant/farmer’s market venue on the Wenatchee waterfront, had “day tables” for vendors. The rates were affordable. Some friends of mine were already selling handmade furniture and other woodworking items there on Saturdays. I decided too see if I could get a table there.

AtPybus
My first table at Pybus Public Market. I now use a black tablecloth and have really improved my display.

It was remarkably easy, especially in the spring when there wasn’t much of a demand for space. I set up one Saturday for the first time. My table consisted of several jewelry display busts with pendants hung around them and black burlap-covered boards with the pendants on display. I had the stones on display, too, all priced so folks could buy stones to take with them or have me wrap for them.

And I sold three pieces of jewelry.

Now that might not seem like a lot, but I’m not making cheap stuff. My prices range from $49 to $59 for most pieces, with a few cheaper ones (clearance items and quick wraps for folks on a budget) and a few more expensive ones (especially lately with the high quality stones I’ve been acquiring). The cost of the table was cheap enough that if I sold just one piece, I’d be ahead of the game. I considered three a good day.

I came back other Saturdays with mixed results. None of the Saturdays were bad, but some were better than others.

After talking to other vendors, I decided to try Fridays. With the exception of one day that no one did well — they didn’t even charge our table fees that day — I did fine.

Saturdays got busier when the Wenatchee Valley Farmer’s Market started up outside. That didn’t necessarily mean more people were spending money indoors, though. It was hit or miss, but never a complete failure. It did start getting better when the Seattle weekenders started coming in.

When the Wednesday evening farmer’s market started last week, I started coming on Wednesdays, too. I sold two pieces the first time — and I had to leave at 2 because of weather. (I’m still cherry drying pilot.) I sold four this past Friday. And I sold five yesterday.

Although I sit there making jewelry as I chat with shoppers, vendors, and employees, I often sell more pieces than I can make in the same time. Sometimes the jewelry I’m making is a special order for someone who really liked a stone in one of my cases and wanted a jewelry piece made from it.

I get lots of complements from everyone who stops to look, even if they don’t buy. (After all, I know that not everyone is interested in wearing a pretty rock on a cord around their neck.)

And a shopper yesterday, as I gave her my usual spiel — “I buy the stones already cut and polished. I do all the wire work to make the pendants and earrings in sterling silver, copper, or both.” — said, “I know. My friend told me about you.”

Whoa. Word of mouth. How cool is that?

The Gallery

Of course, a better way to sell my jewelry was to have someone else sell it for me. So I continued looking for places that might take my work.

I quickly learned not to use the phrase “wire wrap” when describing my jewelry to a shop owner. And not to show photos. The best way to approach a shop owner was to go in when it wasn’t crowded with my case of finished pieces.

You see, I store all my pieces in a glass-topped jewelry display case when it’s not on display on the labeled board at Pybus. The case has dividers and each piece fits into a slot on black velvet. It looks neat and impressive.

Native Silver
This piece of Native Silver sold at the Two Rivers Art Gallery last week.

And that’s what I took into the Two Rivers Art Gallery when I went to ask if they’d display them — despite the fact that the manager told me they had no room for me when I called him on the phone. They were suitably impressed and they made room. I’ve got a whole shelf in a locked case in one of the front rooms. And last week, I got a check for the sale of two pieces of jewelry, including my most expensive piece (Native Silver), which sold for $89.

But I’m not done. I’m hoping to get my jewelry into a handful of other stores in the area and beyond. (If you’re reading this and am interested in helping me sell my work in your store, please get in touch.)

Looking Ahead

I’m always looking for ways to improve my display with the goal of increasing sales at events.

Jewelry on Display
Here’s my current display board with some of the cabochon cases in front of them. (And yes, it’s a terrible photo.)

Over time, I modified my display to include a bigger board, labeled hooks that included the name of the stone and the price (so people wouldn’t have to fumble with the tag or unnecessarily touch anything), and lights. There was an easel to lift and tilt the board without having to depend on boxes behind it. My selling junk (iPad, Square, packaging, etc.) is hidden behind the easel, leaving the table neat. The three gemstone display boxes, which have plexiglas tops, are unsnapped so they can be easily opened to remove a stone for inspection by someone who is seriously interested, while keeping kids and light-fingered passersby from touching or taking home souvenirs. Not perfect, but better.

I’m also looking into other venues, specifically one where artwork is displayed and sold. I have a lead on an “Artisan’s Booth” at the Grant County Fair in August and am still sitting on the fence about it. I suspect I’ll give it a try just to see what it’s like, even though I don’t think it’s the kind of crowd my work would appeal to.

I’d like to get into some events in a metropolitan area like Seattle where people are willing to spend more money.

Meanwhile, I’m buying more rocks. I can’t tell you how many complements I get on my selection of stones.

Shiva Shell
The second Shiva shell piece I made yesterday sold, too.

And since I’m starting to learn what sells best, I’m making sure I always have pieces using those stones in stock. Kingman turquoise, Shiva shell, rose quartz, lapis lazuli, and K2 are nearly impossible to keep in stock. On Thursday night, I made a Shiva shell piece and it sold on Friday. On Saturday, I made one and it sold before I was finished. I made a second one and it sold before I packed up. I have one on order for my best customer and need to make at least two more — one for the gallery and one for Wednesday at Pybus. So you can guess what I’ll be doing this evening — or this afternoon when the wind invariably kicks up. (What is it with the wind this year?)

Black Pyrite
This little piece of black pyrite came out a lot better than I expected it to and is currently my favorite piece.

I need to stress that I enjoy making the jewelry. I find it strangely relaxing and rewarding, especially when a piece comes out better than I expected it to. I’ve never felt so creative before. Artistic, even. And although I’m kind of sad to see a piece I really like get sold, I’m also thrilled every time I make a sale. I’m creating something visual (as opposed to the millions of words I’ve sold as a writer) that people want to buy. How cool is that?

So at this point, I think it’s safe to say that this is not just a passing phase for me. I feel invested and rewarded and even still excited about this work. I’m looking forward to continuing and improving my technique and style for years to come.

Another (Brief) Facebook Rant

This might be enough to get me to completely pull the plug.

I’ll admit it: the only reason I haven’t completely pulled the plug on my Facebook account is because I use it to promote two businesses: Flying M Air and ML Jewelry Designs.

Flying M Air has been on my Facebook account for years. For a while, I tried hard to use Facebook to share information about what the company is doing through events, offers, galleries, and plain old posts. I was checking in daily to stay on top of messages. Flying M Air’s website has an annoying pop-up window that invites visitors to like us on Facebook. (I’m still trying to figure out how to turn that off.) The only thing I didn’t do was pay money to promote a Facebook post.

And here’s the rub. Flying M Air’s Facebook page has over 1000 likes. That means that over 1000 Facebook users have indicated that they want to see new content. I don’t post much anymore — heck, there are only five or six new posts since July — so it isn’t as if I’m bombarding page followers with content. It doesn’t matter, though. Facebook isn’t showing this content to the people who want to see it. Indeed, one of my posts from last summer “reached” only seven people.

Yeah. Seven out of over 1000.

Facebook Post
This post came out two days ago, yet was shown to only ONE person. For all I know, it could be me.

Against my better judgement, I set ML Jewelry Designs up on Facebook, too. I figured: why not? But rather than put a lot of energy into keeping its page up-to-date with new content, I set up new posts on its WordPress-based website to automatically post to the ML Jewelry Designs page on Facebook. This means the page gets new content just about every day. (I schedule posts so no more than one new item appears each day.) Now the page is less than a month old and has only 20 followers. But I’m getting the same ridiculous low reach numbers I get with Flying M Air.

So here’s the situation. Facebook users have indicated that they want to see the content posted on certain pages. But the Facebook algorithm has decides what they should and shouldn’t seen. My two business pages don’t pay for “promotion” so they’re pretty far down on the list of what gets shown. As a result, my content doesn’t appear for anywhere near the number of people who have indicated they want to see it.

So why bother posting it?

And what about the people who like a page because they want to see all of its new content? How many of them think there just isn’t anything new because it doesn’t appear in their newsfeed?

Can you see why I’m just so done with Facebook?

On Free Rides

Stop asking for them.

Yesterday, I flew for an hour at an event I do every year. It was only an hour because the wind came up, as forecasted, and the turbulence was getting bad enough to start getting me sick. I pulled the plug after only three flights.

River Reflections
The best part of yesterday’s event was the flight to my landing zone in the park before the wind kicked up. The Columbia River was smooth as glass and the few clouds reflected perfectly on its surface.

One of my passengers was a guy who’d been calling me periodically for over two years. He’s handicapped and moves around in a wheelchair. Back when he first called me, he told he only had a few months to live. One of the things on his bucket list was to go flying in a helicopter with his young daughter. Trouble was, he couldn’t afford the $545/hour rate I charged for tours.

News flash: most people can’t. Hell, even I can’t afford that. But that’s the rate I have to charge if I expect to cover all my costs and make a living.

The One-Hour Minimum

I normally have a one-hour minimum for my flights. There’s a good reason for this.

First, you need to understand that I don’t have an office or hangar at the airport that I sit in every day. That would be a huge waste of time and money since there simply isn’t enough business in this area to keep me busy. I’m lucky to get a few tourism-related flights a month — and that’s only during the spring, summer, and autumn. I make most of my living as a cherry drying pilot; if I had to depend on tours and photo flights to make a living, I’d be bankrupt in less than a year. Instead, I keep the helicopter in my garage at home and pull it out on the relatively rare occasion that a client books a flight with me.

Before every flight, I spend about 20 minutes preflighting the helicopter. Then I spend 10 minutes dragging it out of the garage, 2-3 minutes warming it up, and 3-4 minutes flying to the airport before taking another 2-3 minutes to shut it down. If you’re doing the math, you can see that I’ve already had the engine running — burning fuel and oil and clicking the Hobbs meter — for 7 to 10 minutes — without getting paid. Now I wait 10 to 30 minutes for my passengers. I still haven’t seen a dime. I greet my passengers, give them a preflight briefing, and get them on board. Maybe that’s 5 minutes. Now another 2-3 minutes to start up. I do the flight. I come back. 2-3 minutes to shut down. I go inside the airport terminal with them. I collect the money they owe me. They leave. I go back outside. 2-3 minutes to start up, 3-4 minutes to fly home, 2-3 minutes to shut down. Another 10 minutes to drag the helicopter back inside and another 10 minutes to do a post flight inspection.

Have you been paying attention to the numbers here? My time — not including the actual flight — adds up to about 60 to 80 minutes. This is all time that I’m not compensated for. In fact, if the passenger doesn’t show up at the airport at all, I’ve just wasted all that time, as well as the additional time I’ve waited in case they were late.

And the uncompensated helicopter time — time when I’m actually spending real money to have the helicopter running — is 14 to 20 minutes.

Now imagine that the actual ride I gave was only 15 minutes, as so many people have requested. Say they pay me 1/4 of my $545/hour rate or $136. If we round that uncompensated running time to 15 minutes and add it to the compensated running time of 15 minutes, that means I’m getting $136 for a half hour of running time or only $272 per hour.

That’s less that my operating costs, so I’m losing money.

And isn’t my time worth something?

So no, I don’t do flights less than an hour long — except for certain circumstances.

Special Half-Hour Tours

Half-hour tours are a special circumstance. I sometimes offer these on days when I know I’m going to be out with the helicopter.

Suppose someone books a winery tour at 11 AM on a Saturday. I know I have to be at the airport with the helicopter at 11, so I can offer half-hour tours, perhaps starting at 9 AM, for $295 (slightly more than what a half hour would cost). With up to three people on board, that’s a lot more affordable for most folks. And since I have to be at the airport anyway for that other flight, it doesn’t take any additional uncompensated time. Well, maybe waiting time, but not with the engine running.

So I make the offer on my company website or Facebook page. I figure that if folks are serious about going for a flight, they’ll be watching for special offers. But I’ve only sold a few so far, so half the time, I don’t even bother offering them.

Rides at Events

The other thing I do is rides at events. I have a few events I do every year, including the Wenatchee Wings and Wheels car show in East Wentachee that I did yesterday.

These are advertised events and, in many cases, helicopter rides is a main draw. People will come just for the ride. I usually (these days) charge $40/person for a ride that’s 8-10 minutes long. I can make this work financially by not flying with less than 2 people on board and doing a lot of rides. If my ground crew is good and there’s a big crowd of people, I can sometimes average more than my usual hourly rate. It’s not my favorite kind of flying to do, but I really do enjoy being able to take kids flying — this is often the only way it’s affordable for their parents.

And that’s what I kept suggesting to my wheelchair-bound caller. I gave him information about the next upcoming event each time he called. I guess that after a while, he realized that being in a wheelchair didn’t mean I’d do a special flight just for him. (Let’s be real here: if I did a special flight for everyone who called me with a sad story, I’d be broke and have my own sad story.) I didn’t hear from him for a while and, in all honesty, forgot about him. But when I saw him roll up yesterday, I made the connection. He was finally getting his ride with his daughter at a price he was willing and able to pay. He told me numerous times during the flight how much it meant to him and I was happy for them both.

Before his son lifted him out of the helicopter seat to get him back in his wheelchair, he leaned in toward me and said, “You know, I only have six months to live.”

Some People Don’t Give Up

They hung around while I did the few other flights. When I shut down for the day and helped my ground crew load signs and chairs into their SUV, he followed us.

“You know, if you ever go flying and want company,” he started.

Oh, how I wish I had a dollar for everyone who said that to me!

He went on to say that he’d tell all the people in his “group” about it and it would “blow up.” I think he was trying to say that he would promote my services to his group of — well, I never did find out what his “group” was — and they would all come flying with me. But would they be looking for free flights, too? Did he think I wanted my phone to start ringing with more people looking for free flights with me?

How can I run a business if everyone thinks they can get my services for free?

What he doesn’t understand — and what most people apparently don’t understand — is that it costs money to fly the helicopter.

And no, it’s not just gas. It’s oil ($7/quart every 5-8 hours), it’s maintenance (like $300 for an oil change every 50 hours), it’s 100-hour inspections (about $2500 if I’m lucky and they don’t find any problems). It’s a radio altimeter and ADS-B required by the FAA at a cost of $15,000 and $4,000 respectively. It’s insurance at about $15,000 per year. It’s an overhaul every 12 years or 2200 hours at a cost of $220,000. And let’s try to remember that none of it would be possible if I didn’t cough up $346,000 in 2005 to buy the helicopter in the first place.

That’s a shit-ton of money. Maybe it helps explain why I get so pissed off when people expect me to fly them around for free or the cost of fuel?

If I’m going to fly for pleasure, I’m not going to fly it with a pushy stranger full of empty promises. I’m going to fly with a friend or someone else I really like. Or I’m going to fly alone.

I’ve blogged about this in various ways before. I’m not sure if I was ever this blunt. Maybe I’m in a bad mood because I took a loss for yesterday’s event.

Or maybe I’m just sick and tired of people trying to get me to spend my hard-earned money giving them something for free.

In any case, thanks for reading. Rant over.

About Helicopter Fuel Consumption

It’s only part of the cost of operations.

Among the stats recorded for this blog are the search phrases people use to find content here. I can’t tell you how many times I’ve found search phrases related to “helicopter mileage” or “helicopter miles per gallon” or “helicopter fuel burn.” It seems that a lot of people are really interested in learning how much fuel a helicopter burns.

It’s not just the blog, either. I get related questions every time I do a rides gig. I’d say that 1 out of every 10 adult passengers wants to know how many miles per gallon my helicopter gets or gallons per hour my helicopter burns.

Of course, a helicopter’s fuel burn varies based on its make and model — just like an SUV will burn more fuel than a compact car. Bigger engines burn more fuel.

Fuel burn also varies based on conditions, again just like a car. If I cruise alone on a cool day near sea level, the helicopter will be operating efficiently with a light weight to carry and burn less fuel than if I operate near maximum gross weight on a hot day. This is similar to a car’s “highway” and “city” MPG ratings.

Ready for my answer to the question?

My helicopter burns roughly 15 to 17 gallons per hour, depending on conditions.

Helicopters generally take one of two different kinds of fuel. Some helicopters with piston engines, including mine, burn AvGas, which is also known as 100LL, a high-octane, leaded fuel similar to what you might put in a car. (I actually “dispose of” spoiled AvGas in my lawnmower and ATV once in a while. My understanding is that the lead will damage a car’s catalytic converter so I’d never put AvGas in my Jeep or Honda.) Other helicopters with turbine engines, like a JetRanger, burn JetA, which is the same stuff they put in jet airplanes. (It’s also remarkably similar to diesel, although I’ve never put JetA in my truck.)

Aviation fuel prices vary the same way auto fuel prices vary. AvGas and JetA seldom cost the same. These days, my local airport sells AvGas for $5.14/gallon and JetA for $4.04/gallon. The least I’ve ever paid for AvGas was $2.43/gallon way back when I first started flying. The most was around $9/gallon when I needed to refuel at an airport with a fancy FBO that normally caters to business jets. Ouch.

R44 Gauges
I have two tanks that supply the engine with fuel from a single feed (so there’s no need to switch tanks in flight) for a total of 46.5 gallons of usable fuel. (The Master switch is on but the engine is not running in this photo.)

My helicopter can hold about 46 gallons of fuel. I can fly for 2-1/2 to 3 hours on that, depending on conditions. If you figure I average about 100 knots when cruising — that’s 115 miles per hour or 185 kilometers per hour — I can cover about 300 miles on a full tank. Of course, that also depends on wind conditions; I’ll fly fewer miles with a headwind than with a tailwind or no wind.

One more thing. The reason most people seem interested in learning about fuel consumption is because they’re trying to figure out what it costs to fly a helicopter. (At rides gigs, they’re usually trying to figure out my profit.) What they fail to understand is that fuel is only a small part of what it costs to fly. I’ve blogged about this extensively here. Fuel currently accounts for less than a third of my operating costs.

So you can imagine how annoyed I get when people offer to just “pay for fuel” if I fly them somewhere. As if I’m interested in picking up two thirds of the cost of giving them a ride and throwing in my time for free, while forgoing any possibility of a “profit” to help cover the cost of operating my business.

(And what about the $14,000 I need to spend later this year to install a radio altimeter that I’ll never need?)

Anyway, I’m hoping that this post comes up in those searches now. It answers the question succinctly in a way that most people can’t fail to understand.

An Insider’s Look at Helicopter Spray Operations

Fascinating work with a lot of very specialized equipment.

My friend Sean runs a helicopter spraying operation. (You might know about this kind of work by another name: crop dusting.) The business is highly regulated not only by the FAA to ensure that operators and pilots have the skills and knowledge to do the work safely from an aviation perspective, but also by state and local agencies concerned with the safety of the chemicals being sprayed. It also requires a ton of very costly specialized equipment, from spray rigs that are semi-permanently installed on the helicopter to navigation equipment that helps the pilot ensure chemicals are spread evenly over crops to mixing and loading equipment to get the chemicals into the helicopter’s spray tanks.

Sean's Helicopter with Spray Gear
Sean’s helicopter with spray gear. He was running rinse water through the system on the ground here.

A lot of people have asked me why I don’t go into this business. Although I’d love to fly spray jobs, I have absolutely no desire to invest in the required equipment, start selling spray services to potential clients, or deal with the government agencies that need to get involved for each job. Or have employees again.

Sean is just getting his business off the ground (no pun intended) after over a year of spending money on equipment and jumping through hoops with the FAA. While I wouldn’t say he’s struggling, he’s certainly motivated to complete contracts and collect revenue. Unfortunately, it’s not the kind of work a pilot can do cost effectively without help. He needs at least one person on the ground to mix and load chemicals, refuel the helicopter, and keep the landing zone secure.

Sean was having trouble finding someone to do the job. It’s not because he isn’t paying — I think he’s paying pretty good. Trouble is, a lot of folks either (1) don’t want a job that doesn’t guarantee a certain number of hours a week or (2) don’t like physical labor. Because the job depends on when there’s a contract to fulfill and what the weather is like when the job needs doing, hours are irregular. And it is tough physical work.

Spray Gal
Here I am in my coveralls, hamming it up for a selfie between loads.

I know because I stepped up to the plate to help him with his first two big jobs. I thought I’d spend a bit of time talking about this work from the loader’s point of view.

The Job

The pilot’s responsibilities are to spread the loaded chemicals over the crops to be sprayed using the tools in and on the helicopter. I can’t speak much about that because I haven’t flown a spraying mission. I can tell you that in a light helicopter like the Robinson R44, the pilot is doing a lot of very short runs — sometimes only a few minutes — and is often spending more time getting to and from the spray area than actually applying the spray. For that reason, the landing/loading area needs to be as close to the crops as possible — usually somewhere on the same property. The pilot is taking off near max gross weight for most flights and landing relatively light. And there are a lot of take offs and set downs. As I told Sean the other day, doing spray runs is a lot like doing hop rides at fairs and airport events — you just don’t need to talk to your passengers.

The loader’s responsibilities — well, that’s something I can address since I’ve been wearing that hat for the past two weeks.

When the pilot is warming up the aircraft for the first flight of the day, the loader is mixing the first batch of chemicals. Sean’s current setup includes a mix trailer that holds 1600 gallons of fresh water, a Honda pump, a mix vat, and a dry mix box. With the pump running, I turn valves to add 50 gallons of water to the vat, which is constantly mixing. Then I add about 4-6 capfuls of an anti-foam agent (which is not HazMat) to the vat, followed by a specific amount of chemical provided in 32-ounce bottles.

Mix trailer
Sean’s mix trailer onsite at an orchard near Woodland, CA. This is the “business end.” The mix vat is on the left.

Luna Sensation
This is how the chemical we’re using is shipped: in 32-ounce bottles.

The chemical we’ve been using is a “broad spectrum fungicide for control of plant diseases” made by Bayer (yes, the aspirin people). It is highly regulated and must be kept under lock and key when not in use. It looks a lot like Milk of Magnesia, which was a constipation remedy my grandmother gave us when I was growing up. It doesn’t smell as good, though. (And I’m certainly not going to taste it.) If you’re not familiar with that, think of an off-white Pepto Bismol. We’re spraying this stuff on almond trees and there’s a definite deadline to getting it done.

Here’s where some math comes in. The guy who wrote up the specs for our client’s orchard wants 6.5 ounces of the stuff applied per acre. The helicopter can take 50 gallons of chemical mix at a time. That 50 gallons covers 2.5 acres. So how much do I need to put into the vat for each 50 gallon load? 6.5 x 2.5 = 16.25. Round that down to the nearest whole number for 16. This is an easy mix because the chemical comes in 32 ounce bottles and there are measuring tick marks on the bottle at 8, 16, and 24 ounces. That makes it easy to add half a bottle and get it right. But if it didn’t work out so smoothly, we could use a big measuring cup Sean has to get the right amount.

So I add the chemical and the mixer mixes it up. If I’ve finished the bottle, I need to rinse it, which I do by dipping it in the mixer and then swishing it around a few times before dumping it into the mix. Then I put the empty bottle away in a box; even the empties are accounted for at the end of a job.

As you might imagine, I’m wearing protective gear: rubber gloves and coveralls. This particular chemical isn’t very nasty and I’m not likely to breathe it so I don’t need to wear a respirator or anything like that. (If I did, I probably wouldn’t be helping out.)

All this tank filling and mixing takes me less than 2 minutes.

Stopwatch
I timed one of our cycles. Lap 1 was skids down to skids up: my loading work. Lap 2 was skids up to skids down: Sean’s flight. Less than 4 minutes for a cycle.

When Sean is ready for chemical, I turn the valves on the trailer’s mix system to direct mixed chemical into a thick long hose with a specialized fitting at the end. I bring the fitting over to the helicopter, drop down to my knees (which is why I also wear knee pads), and mate the hose fitting to a fitting on the helicopter’s tank. I then turn a valve on the hose fitting to get the mix flowing into the helicopter. I watch the mix vat the whole time and turn the valve off when it gets near the bottom so I don’t run it dry. Then I get back up and use a pull cord on a pump on the same side of the helicopter to start up his pumping system. When that’s running, I give Sean a thumbs up and head back to the trailer, gently resting the hose fitting on the hose along the way.

I timed this once and it took just over a minute, but that’s because it took two tries to get the helicopter’s pump going.

Sean lifts off immediately — often while I’m still walking away — and I get back to work mixing the next batch. When I’m done with that, I wait until Sean returns. It’s usually less than 4 minutes. Then I’m turning valves on the trailer quickly, sometimes before he even touches down. My goal is to minimize load time so he can take off again quickly.

Landing
Here’s Sean coming in for a landing beside the trailer. And yes, his approach route for a while was under a set of wires. (The rest of the time, he was departing under them.)

I usually leave the pump on the whole time I’m in the loading area, although if Sean’s work area is more than a minute or two from the landing zone, I sometimes shut it off. I wear ear plugs or earbuds so I can listen to music while I work. I keep a radio in my pocket so I can hear Sean if he calls for something or warn him if there’s a problem with the landing zone.

Beyond Mixing/Loading

Every six or seven runs, Sean needs fuel. He often radios ahead, but if he doesn’t or if I don’t hear the radio, I can tell he needs fuel because he throttles down to idle RPM (65%) after landing or makes a hand signal. In that case, I’ll fill the chemical first and return the hose to its resting position, then turn on the fuel pump on his truck, and walk the hose over to the passenger side of the helicopter. Sean said fueling is usually done by walking around the back, but no one can pay me enough money to walk between a helicopter’s exhaust pipe and tail rotor while it’s running. So I walk around the front, dragging the hose under the spray gear to get into position. Then I pump fuel until he gives me a signal to stop. It seems to me that he’s half filling the main tank each time — that’s about 14 gallons less whatever he already has in there.

When I’m done, I cap the tank, carefully walk the hose around the front of the helicopter to the truck, and then go back to start that pesky helicopter pump. Thumbs up and he takes off. I usually remember to turn the fuel pump off. Then I mix another batch of chemical so I’m ready when he returns.

Occasionally his pump or mine needs fuel. He uses helicopter fuel — it’s just 100LL AvGas — for both pumps. He keeps a jug of it at the mix trailer. I do the fueling.

Keeping the landing zone secure is pretty easy. On our last job, we were in a nice concrete loading area for a hay operation. Trucks did come and go, but in most cases, they saw Sean landing or sitting in the landing zone and waited until he was safely on the ground or had departed. Twice I tried to signal trucks to stop when I saw him coming in but they didn’t — both times they didn’t see the signal until it was too late and Sean aborted the landing. In our current landing zone, which is a dirt patch at the edge of the orchard, there’s a truck that comes and goes to haul out dead trees cut into firewood; the driver of that rig seems to pay attention and stops when I signal him.

Getting Physical

The job is extremely physical. All day long I’m walking around the trailer, truck, and helicopter; climbing up and down on the trailer’s mix station and truck bed; and hauling heavy hoses, fuel jugs, and cartons of chemical. And dropping to my knees (and then getting up) when I load the helicopter. And don’t even get me started with the pull cord on the helicopter’s pump, which I apparently pull too hard half the time.

I move at a quick pace, but I don’t run. Running is dangerous. Too easy to trip on a hose or a skid. Too many very hard things to crack your skull on if you fall. Anyone who runs while doing this job is an idiot.

But it can’t be too physical, right? After all, I’m a 55-year-old woman and I’m not in the best of shape. And I’m doing it all — although I’m exhausted at the end of the day.

Hours and Break Time

The job is weather dependent. We can’t work if it’s raining or likely to rain. We can’t work when the wind is more than 7 or 8 knots. We didn’t work Sunday because it was raining on and off all day and very windy.

But when we can work, we start early. We’re typically at the landing zone about an hour before dawn. Usually, Sean gets there first since he has more to do to get ready. He fills his truck’s fuel transfer tank with 100LL from the local airport. That can take 20-30 minutes. Then he comes back to the landing zone and, if the water tank is less than half full, he hooks it up to his truck and drags it to his water source and fills it. That’s another 20-30 minutes. Then he brings it back to the landing zone and positions it based on the wind direction, slipping 4×4 pieces of wood under the trucks rear wheels to bring the front end of the trailer up.

By that time it’s nearly dawn and I’ve arrived. I prep my work station by setting out chemical and anti-foam bottles in the trays on one side of the trailer and boxes for the empty bottles on the other. I suit up in the coveralls and get my knee pads on. While he’s preflighting the helicopter, I’m mixing the first batch of chemicals so I can load as soon as he starts up.

We work pretty much nonstop until we’re out of water. More math: If the trailer’s tank holds 1600 gallons and we’re using 50 gallons per load, we can do roughly 32 loads (1600 ÷ 50) before we’re completely out of water. That’s two 8-bottle cases of chemical. It’s also 80 acres. If you figure an average of 6 minutes per spray run/loading cycle, that’s about 3-1/4 hours.

When we’re out of water, I get my break because Sean has to fetch fuel and water using his truck. There’s nothing too difficult about doing any of it, but since I can really use a break after working that hard for that long, I won’t volunteer to do it. Instead, I strip off my protective gear, wash my hands (if I can), and take Penny for a walk. (She waits in the truck while I’m working.) Or sometimes I run out and get a bite to eat. Or eat a snack I’ve brought with me. That break lasts about an hour. Then it’s back to work all over again for another 3+ hours.

At the end of the day, we run three rinse cycles through all the equipment. I “mix” batches with just water. The first one usually includes some anti-foam stuff because the foam really gets out of hand if I don’t. The second two are straight water. I purposely overfill the mix tank on the third run to make sure the water gets all the way up the sides. Each load gets pumped into the helicopter and sprayed out to clean the spray rig.

Container
The most difficult thing I did on Saturday was to get this container open so I could lock up two cases of chemical.

Then we wind up the hoses, secure the helicopter — or bring it back to base if Sean is near his hangar — lock up any unused chemicals and empty bottles, and call it a night. By that time, it is night; we often do the rinse cycles in the dark. I bring a lantern so I can see.

It’s long day. A very long day. I’ll start at 6 and finish by 7 with two hour-long breaks in the middle of the day. That’s 11 hours of active work.

On Saturday, we worked for most of the day. Yesterday was Sunday and we would have worked all day if the weather was right. There are no “weekends” in this line of work.

So yeah: this job wouldn’t be very attractive to someone who prefers to sit on his ass all day.

But I’m getting a great workout. I know I am because every single muscle in my body was screaming at me this morning when I got out of bed. No pain, no gain, right?

Right?

Why I’m Doing It

Although Sean is paying me for this work and the pay isn’t bad, I’m not doing it for the money. I’m doing it for two reasons:

  • Sean is a friend and he really needs to get this business off the ground. Without a helper, he’d have to mix and load by himself. He’d likely only get a fraction of the acreage done each day. The first orchard I helped him with was 1,000 acres and he did have another part time helper. This one is about 500 acres and there is no other helper. It would take him well over a week to do it by himself. Together, we’ll knock it off in less than 4 days.
  • I have a natural curiosity about how things work. The best way to learn about something is hands on. I know a lot more about the spray business now than I did two weeks ago and that’s a real motivator for me.

We’re down in Turlock, CA for this job. It’s 100 miles from Sean’s base near Woodland, which is also where I’m camped out for the next few weeks. Although I wanted very much to bring my camper down here with me and live in the orchard, Sean needed me to tow the mix trailer while he towed his helicopter.

Spray Gear
Here we are on Friday morning, just before dawn, ready to head down to Turlock with the mix trailer behind my truck and helicopter trailer behind Sean’s.

I’m very glad I let him have his way. We’re staying in very comfortable rooms at what’s probably the nicest Best Western I’ve ever stayed in. After months of mostly living in my camper, I admit that it’s nice to have a good, long, hot shower every day. So that’s a bonus.

And isn’t that what life is all about? Doing different things? Seeing different things? Experiencing different things?

That’s what it’s all about for me.

But I admit that I do hope Sean finds a new helper for his next job. I’m not staying in California much longer and I’m ready to hang up my spray loader cap.