Best of [Fill-in-the-Blank] Award

This scam targets small business owners in a particularly cruel way.

Stuff like this really pisses me off.

Today, among my usual crop of penis enhancement, prescription drug, and wristwatch spam, I got this gem from “Board of Review” with the subject “Flying M Air Receives 2011 Best of Wickenburg Award”:

Fake AwardI am pleased to announce that Flying M Air has been selected for the 2011 Best of Wickenburg Award in the Helicopter Charter & Tours category by the US Commerce Association (USCA).

I’m sure that your selection as a 2011 Award Winner is a reflection of the hard work of not only yourself, but of many people that have supported your business and contributed to the subsequent success of your organization. Congratulations on your selection to such an elite group of small businesses.

In recognition of your achievement, a special 2011 Best of Wickenburg Award has been designed for display at your place of business. You may arrange to have your award sent directly to Flying M Air by following the simple steps on the 2011 Best of Wickenburg Award order form. Simply copy and paste this link into your browser to access the order form: http://www.uscanotify.com/AC86-MHP4-XXX

The USCA “Best of Local Business” Award Program recognizes outstanding local businesses throughout the country. Each year, the USCA identifies companies that we believe have achieved exceptional marketing success in their local community and business category. These are local companies that enhance the positive image of small business through service to their customers and community.

Also, a copy of the press release publicizing the selection of Flying M Air is posted on the USCA website. USCA hereby grants Flying M Air a non-exclusive, royalty-free license to use, reproduce, distribute, and display this press release in any media formats and through any media channels.

In order to provide you with the best possible service, you have been assigned an award code that can be used on our website for quick access to your award information and press release. If you have any questions or comments, please include this code with your correspondence.

Your Award Code is: C86-MHP4-XXX

To place your order over the phone – please call us at: 646-355-XXXX and select option 1.

Sincerely,

Kelly McCartney
Board of Review
US Commerce Association

The intended recipient of this notification is the Marketing Director for Flying M Air. If you have received this email in error please forward it to the intended recipient. If you do not wish to receive further advertisements from USCA, please mail a written request to: US Commerce Association, 5042 Wilshire Blvd #13854, Los Angeles, CA 90036 or simply click to opt-out.

Dig the groovy award image. Obviously, someone at the Board of Review knows how to use Photoshop.

This is a scam. No matter how legitimate the Web site for the “US Commerce Association” looks, the site exists solely to sell this idiotic award to businesses so desperate for recognition that they’ll believe and buy anything.

How do I know this? Well, explain to me how my company can be “best” of anything in a town where it doesn’t even operate anymore? A town where it was the only helicopter operator ever based there?

Indeed, the only traces of my business in Wickenburg are the sign on my hangar, my FAA-required files, and my mailing address. Even my helicopter is there less than half the year. I haven’t done a tour out of Wickenburg in over a year. My business is licensed in Phoenix.

I especially like the line “I’m sure that your selection as a 2011 Award Winner is a reflection of the hard work of not only yourself, but of many people that have supported your business and contributed to the subsequent success of your organization.” Local support for my business? In Wickenburg? I cannot tell you how many times I was screwed over by the local Chamber of Commerce and people at Town Hall every time I tried to do something to grow my business or help the community. From participation at the annual Fly-In event to the construction of an office on the airport premises, the town has fought me tooth and nail, showing me just how much they didn’t want me or my business in town. Even when I got the contract for the airport FBO back in 2002, they tried to tell me how to run my business — even going so far as to tell me what I could and couldn’t blog about. Can you say censorship? And when I did a golf ball drop without pay to help raise money for football uniforms, the person who hired me had the nerve to ridicule me behind my back at a Rotary meeting because it took us two tries to get the balls near the cup.

I got the hint. I only wish I’d gotten it sooner; I’m doing much better now that I’ve left Wickenburg’s bullshit behind.

And that line only proves how unreal this whole award is. It’s not based on anything. It’s fiction, written for gullible people who want to believe it’s true.

Yet across the country, thousands of other small business owners have probably received virtually identical email messages this morning. Many of them are struggling for survival in a tough economy. Some of them will seize upon this award as a chance to differentiate themselves from their competition. Many of them won’t even question the likelihood of this being real —they’ll take it on face value, buy the award (or maybe several of them to place in strategic places around the office), and feel like they’ve actually achieved something. Meanwhile, nothing will change except their bank account balances; they’ll continue to struggle, just like before. And the money that they spent on that award could probably have been used for better purposes, like paying suppliers and employees.

So yes, this morning’s scam pissed me off. It reminded me not only of my bad decision to move to and set up shop in Wickenburg, but the desperation of small business owners in general, and the slimy bastards that prey upon them.

You want an award like this? Go to a trophy shop and have one made. It’ll be just as legitimate as this one — and a hell of a lot cheaper.

How to Lower Gas Prices

Use less fuel.

Arm and a LegYesterday, during the brief time I was in the Jeep running errands in town, I caught part of an NPR interview with someone about the current fuel price situation. His take was that the fuel companies are gouging us — they’re obviously charging far more than it costs them to produce and deliver fuel.

My response to that: What the hell do you expect them to do?

Addicted to Oil

As one of my least favorite presidents so accurately quipped years ago, “Americans are addicted to oil.” (That may have been one of the few truthful things he uttered during his eight years reign.)

I agree. We are addicted to oil.

Look at it this way: the oil companies are drug dealers. They hook us on their product by making it relatively affordable — the U.S. still pays far less for gas than Europe and most of the rest of the world. The car companies help the process by selling us vehicles that are impractical for most people but have lots of “style” or “status” — which insecure people apparently need. Cities like Phoenix and Los Angeles further encourage us with their urban sprawl and insufficient mass transit, forcing us to drive to work from our dream homes in distant subdivisions.

So we settle in, like junkies, burning our daily fix of fuel. We drive everywhere in vehicles that are far bigger and more costly to operate than we need: trucks and SUVs instead of more fuel efficient sedans. We live in the ‘burbs and commute, alone in our cars, to our workplaces, which are sometimes thirty miles away or more. We’re too lazy to walk anywhere — we’ll often drive across the street from one shopping center to another.

When we’re good and hooked, the prices start coming up.

Bravo, oil companies! You sure know how to work that bottom line!

Hypocritical Whiners

In Wickenburg, I’ve been listening to people whining about fuel prices for the past ten years. They never seem to shut the hell up about it.

It’s the same complaint: local filling stations are gouging them on fuel prices. Wickenburg pays at least 10¢ more per gallon than they do in Phoenix. Funny thing is that these complaints are coming from the same people who think nothing of doing their grocery shopping down in Surprise, 35 miles away. So not only are they driving far more than they need to, but they’re likely buying their fuel where it’s cheaper anyway.

Still, they think our government should somehow intervene and cap fuel prices.

That’s the kicker. The same people who are complaining about fuel prices are the ones who voted in Republican congressmen and senators who are pro big business. The ones that are right behind tax breaks and other incentives for the oil companies. And they’re the same people who are saying we need smaller government and less regulation.

Guess what, folks? You can’t have it both ways.

We Have Empowered Them

I can’t complain about the fuel companies gouging us — which I agree that they probably are. Why can’t I complain? Because I recognize the right of a business to maximize its profit any way it legally can. If that means charging as much as the market will bear, so be it.

You see, there’s this little economic theory called Supply and Demand. As long as there’s demand for a product the provider of that product can charge as much as it wants — or as much as it can get away with. There comes a point, however, when the amount they charge is just too much and demand falls off. As supplies increase, prices go down.

This is basic economic theory.

So as long as we keep buying fuel, they’ll keep selling it to us at the highest prices they can squeeze out of us.

And I can’t fault them for that. We’ve made it possible for them to gouge us.

You Are the Solution

But we also have the power to make it stop.

Instead of complaining about it and carrying on like usual, do something about it. Want some ideas? Try these:

  • If you have a big fat SUV or truck or full size sedan, replace it with something more fuel efficient. There are lots of great options out there and, in some states, hybrid or electric vehicles also come with tax incentives.
  • If you need a big vehicle now and then to haul people or stuff, get a second, fuel-efficient vehicle for other driving. You might find that over time, you’ll save enough in fuel to pay for that vehicle. Or if two vehicles are completely out of the question, consider renting the big truck when you need it.
  • If you commute to work, carpool. Yes, I know this means sitting in a vehicle with other people while driving to and from work. But is that so bad? I carpooled to college for a semester during the first energy crisis and lived to tell about it. You can, too. Best of all, you can drive in the HOV lanes, which will get you there faster.
  • If you have an office job, telecommute. This might be a tough sell to your company, but why not try? Telecommuting not only saves you time and money, but it saves your employer money. How? Well, for starters, the more telecommuters they have on staff, the less office space they’ll need. Sure, you won’t get an office or cubicle with your name on it — you’ll likely have to use a shared space on the days you do come in — but think of going to work with your slippers on — and not having to fill your car with gas twice a week.
  • If you live too far from the office, move. Okay, so this isn’t easy to do, but you have to admit that it is possible. Right now is a great time to buy real estate, too — if you can afford it. Here’s a not-so-secret: Because there aren’t any good jobs in Wickenburg, where we’ve been living for 14 years, my husband works 55 miles away in Phoenix. We bought a cheap condo down there so he wouldn’t have to make the long drive every day. And guess what? He has a roommate who is in the same boat!
  • If you live too far from work, change jobs. Okay, so this isn’t too easy either, but again, it is possible. (Unless you live someplace with no jobs.)
  • If you often drive more than 10 miles to shop, shop online. I’m not talking about groceries here — I’m talking about the other things you might need to buy. The closest bookstore, tech store, and full-blown department store are 35 miles from my home. This might explain why Amazon.com gets so much of my business. And don’t try to say that they’re burning UPS/FedEx fuel. Those carriers are coming to Wickenburg anyway, so the incremental fuel cost is minimal.

These are just a few basic ideas. Surely you can think of more.

And before you start spouting excuses why you can’t do any of these things, why not do a little research to see if you can?

And instead of complaining about the problem, why not be part of the solution?

Remember, the reason they’re gouging us with fuel prices is because they can. We have empowered them. The solution is not government regulation. It’s consumer lifestyle change. When they start to see consumption go down, they’ll know our addiction is faltering. Their logical course of action is to drop prices to get the hook in a little deeper again.

It’s happened before; it’ll happen again. Why not give it a try and see?

Why Groupon is Bad for Business…and Consumers

Do the math, think it through.

Yesterday, I got a phone call from a Groupon representative. He’d been trying to reach me for about a week and had left two voicemail messages, which I ignored. Yesterday, he reached me at my desk while I was working on the finishing touches for my latest book.

Groupon, in case you don’t know, is an up-and-coming business that has combined social networking with discounts. The idea is that they get a group of people to buy into a special discount offer. The people prepay for whatever it is they’re buying and get vouchers to redeem. They then take the vouchers to the merchant and get the products or services that were in the special offer.

Groupon makes its money by taking a cut of the amount it collects for the merchant: 30 to 60%. To feature a merchant offer, the merchant must discount its products or services by at least 50% off regular price. This can be a real attractive deal for people who want to save money.

There are Groupon clones popping up all over the place these days; Living Social is one that called me several months ago. Oddly, I got a call from yet another one yesterday as well.

Groupon’s Sales Pitch

Groupon cons businesses into signing up with them by pointing out that it’s risk-free advertising for the business. Indeed, it doesn’t cost a thing to list with Groupon. The cost comes when they start selling for you. So you’re only paying for results.

Yesterday’s Groupon guy pointed out that they have hundreds of thousands of subscribers in the Phoenix area, so my special offer would reach all of them. For free! According to him, this was great exposure for my business. People who bought Groupons would undoubtably come back for more of my great service. Even if someone didn’t take advantage of the Groupon offer, they’d learn about my business. According to him, it was win-win.

I’d already given this a lot of thought, so I was prepared. I let him do his whole sales pitch. Hey, if he’s going to interrupt my day, I may as well put him to work. It’s a good thing I did. Because along the way, he made it clear that he had no idea about the negative impact of a Groupon offer on my business.

He asked me what Flying M Air‘s most popular trip was. I told him it was my hour-long Phoenix Tour, which sells for $495 for up to three people. He asked how many helicopters we had and how many flights we could do in a day. I told him one and asked how many hours there was in a day.

As part of his pitch, he told me that Groupon normally wants 50% off the amount it collects for the offer. But because he “realized that there are a lot of costs associated with operating a helicopter, such as fuel and pilots,” they would take only 30%.

Fuel and pilots.

Doing the Math

It was right about then that I grew tired of the conversation. I could do the math; he didn’t even know what numbers to plug in. All he saw was a sweet deal for Groupon: $495 x 50% x 30% = $74.25 per voucher sold. Multiply that by, say 250 vouchers, and Groupon pockets over $18K — just by making a phone call and doing a bunch of things that are likely handled by its computer systems. Cha-ching! On to the next business!

On the flip side of that, I’d be pocketing $173.25 per voucher sold. For an hour of flight time.

To understand just how bad a deal this is for me, let’s talk a little about my actual costs. I won’t go into deep detail here; instead, I’ll just talk about my three biggest direct operating expenses. No, fuel is not number one and pilot expense doesn’t even make the list.

  • Reserve for Overhaul. Think of this as part of my maintenance expense. Every 2200 hours of flight time or 12 years, a Robinson helicopter has to go back to the factory (or authorized service center) for an overhaul. For my model of helicopter (R44 Raven II) that currently costs about $218,600 plus any required upgrades or other non-covered items. Let’s do the math: $218,600 ÷ 2200 hours = $99.36 per hour.
  • Fuel. You might get sticker shock at the fuel pump for your car or truck, but try filling up with 100LL at the local airport. On my most recent trip, I paid anywhere from $4.50 to $5.65 per gallon of 100LL. The helicopter burns about 16 gallons per hour. Using a conservative average of $5 per gallon, let’s do the math: $5 x 16 = $80 per hour.
  • Insurance. Think your car insurance is costly? Try insuring a helicopter for commercial operations. Last year’s insurance bill was $14,950. I fly about 200 hours a year. Let’s do the math: $14,950 ÷ 200 = $74.75 per hour.

Now let’s add all these numbers up: $99.36 + $80.00 + $74.75 = $254.11 per hour.

This does not include the routine maintenance that’s required to keep the helicopter safe and legal, such as oil changes, 100-hour inspections, and annual inspections. It doesn’t include the unexpected repairs like the starter and ring gear, auxiliary fuel pump, upper bearing, and countless other components that needed repair or replacement in the six years I’ve owned the helicopter. It doesn’t include hangar rent, charts and other documents required by the FAA, office expenses, or advertising expenses. It doesn’t include monthly loan payments for the helicopter — which is twice as high as my mortgage. This amounts to thousands of dollars every year.

And no, it doesn’t even include a salary for the pilot — me.

But we’ll put all that other stuff aside for a moment and go with the three biggest direct operating expenses summarized above. They add up to $254.11 per hour. The Groupon deal would pay me $173.25 per hour-long flight. That means that on every flight, I’d lose at least $80.86. Multiply that by, say 250 vouchers sold, and I’d lose at least $20,215.

And again, this doesn’t include the other direct and indirect operating expenses of my business. Add those and this loss number would likely increase by at least 50%.

The Non-redeemer Argument

When I pointed out on in Twitter in basic terms how bad a deal this would be for me, one of my Twitter friends responded:

But you factor in those who pay and never cash in the coupon, no?

Many businesses do this. Groupon was very careful not to suggest this was a possibility, although most Groupon proponents say to expect at least 20% no shows.

But look at it this way: if you paid $10 for a $20 voucher toward a meal at a restaurant across town, using that voucher might not be very high on your priorities list. Over time, you might forget you have it or even lose it. No big deal. It’s $10 out of your pocket.

But if you paid $247.50 for a $495 helicopter flight, how likely are you to forget about it? Very unlikely. I sell gift certificates every year at Christmas time. They all expire at the end of March. Around mid-March, my phone starts ringing. By month-end, I’ve done all the rides paid for at Christmas time. People who are looking for discounts don’t forget expenditures that large. I’m sure I’d redeem at least 95% of the ones sold on Groupon.

The Return Customer Argument

Another Twitter friend said:

The hope with Groupon is that the resulting customers would be repeat customers at the full price in the future.

Indeed, that’s what Groupon is suggesting. They’re pushing themselves as a means of advertising. They seem to think that once the customer knows about your business, they’ll keep coming back for more.

I think that in most cases — and certainly in the case of my business — this is simply not true.

Look at it this way: the people who subscribe to Groupon’s service are willing to spend time every day reading e-mail messages from Groupon that summarize the daily deals. These are people who are very interested in saving money. They’re buying because of the 50% off dealnot because they want the product or service. True — that Groupon voucher will get them in the door. But are they likely to come back and pay regular price for the same goods or services in the future? When they know that they could wait around and probably get another Groupon deal for the same product or service there or elsewhere in the future? I seriously doubt it.

As if to re-enforce this notion, a Twitter friend said:

So your saying to not take advantage of the deal that is offered?

I replied:

Yes, that’s what I’m saying. I’m saying to STOP using Groupon unless you want to HURT a business.

To which he replied:

This could get into a lengthy conversation so I’ll just drop it now. I’ll just say that I wish I could always afford to pay retail.

This confirmed my suspicion: that Groupon users are only interested in buying at discount. This particular Twitter user likely has no intention of being a regular customer for any Groupon merchant. He’s just in it for the deals.

And how many repeat customers do they honestly think a helicopter charter operator would get among the kinds of people who buy only when prices are 50% off? How many helicopter tours of Phoenix does a person need? And that’s my lowest price item — if these people were only willing to open their wallets for $247.50, would they do the same for a $795 Moonlight Dinner Tour or a $1,095 Sedona Tour or Day Trip? If I had 1% repeat customers I’d be shocked.

A helicopter operator friend of mine saw the harsh reality of a Groupon deal. He runs a flight school and offered introductory flights at $69 (regular price $225), with the thought that buyers would come back and take flying lessons. He had to “beg” Groupon to stop selling them when they reached 2,600 vouchers sold. True, he’s operating smaller, less expensive equipment than I am, but even if his intro flight times are only 30 minutes, he’s still losing money on every flight — all 2,600 of them. He goes on to say:

A huge number of customers telephoned the office to ask if they could buy the $69 intro lesson deal directly from us. We tried gently to explain that we weren’t quite sure how we were going to serve 2600 customers and that adding a 2601st would not help. We then offered them the $225 standard intro lesson price, which is already discounted to some extent. Nobody was interested at that price. So unless we can figure out how to sell them 2nd, 3rd, and 4th lessons at $69, perhaps this will be the first and last flight for nearly all of these folks.

And how many of these people are going to shell out $8K or more for a private pilot license?

As another Twitter friend said:

Good for you – from what I can tell Groupon can be a disaster for small businesses.

I’ve seen reports of small busiensses that went under after doing Groupon. Losing $$ on large volume of one-timers isn’t good.

What if I’d done it and sold 2,600 vouchers? I shudder to think about it.

The Exception: Fixed Cost or High Margin Businesses

Of course, this is just my business and another one similar to it. Clearly, businesses that have fixed costs or high profit margins can afford to get only 25¢ or 35¢ on the dollar for their products or services.

One guy who contacted me the last time I wrote about Groupon or Living Social has a rock-climbing business. He already has the equipment and the storefront. His operating costs don’t change based on the number of people who show up to use his facility. The extra few dollars per person he received through his deal could actually help him make ends meet. People paid $8 for a $16 service; he got $3.60 per voucher. He told me he expected 20% to 40% no shows and was happy with his deal. Of course, he only sold a few hundred.

Restaurants might also do well, since they often have high profit margins. (What does it really cost to make a latte?) But at least one restaurant owner suffered badly after a Groupon deal, primarily though larger crowds than she could handle, people using multiple Groupon vouchers to pay for an entire meal, and gratuities to servers based on the discounted amount rather than the full price (which didn’t make the staff very happy at all).

I wonder how many others have had similar experiences but just haven’t blogged about it.

Fiddling with “Regular” Price

Of course, one way to guarantee that you make money on every item sold is to fiddle with your “regular” price and make sure your profit margin is high enough to cover the discount and Groupon cut. Yes, I mean inflating your retail price.

I admit that I tried this last year. My problem was that in order to get hotel concierges to book flights for their guests with me, I had to give them a 20% commission. My margins really are small — I’m not just blowing smoke here. If I paid them 20%, I wouldn’t make any money at all. And hotel guests are definitely not return customers. So in order to make enough to pay them the commission and earn a little money (but still not as much as the concierges would), I raised my prices. This turned out to be a mistake because it (1) made me too expensive for the average customer and (2) made my services more costly than my competition’s. So this season, my prices returned to normal and I simply cut the commissions I’d pay the hotel concierge staff.

But you have to wonder how many businesses are making Groupon — and other deep discount deals — work by inflating their prices. And what does that do for them — and the consumer?

Basic economic theory proposes that the more expensive something is, the fewer people will buy it. (As I saw, raising prices turned off “retail price” customers, thus reducing the total amount of business.) There comes a point where the additional unit revenue for the higher prices won’t make up for the unit sales lost because of higher prices. If the only customers are those buying at a discount, the net effect is a reduction in revenue.

Let’s look at an example. Suppose an item costing $20 normally sells for $75 for a $55 per unit profit. The merchant sells an average of 100 units a week for a total profit of $5,500.

To ensure a profit when selling through Groupon, the merchant raises the “regular” price to $100. For each item sold through Groupon, the merchant gets $25 so he’s making $5 profit from them. Regular retail customers are paying $100, so he’s making $80 profit from them. At the Groupon price, he could sell 1,000 units in a week, but his retail sales drop to just 20 units a week because his competition sells the same item for a lower price. Total take: $5,000 from Groupon sales + $1,600 from retail sales = $6,600. Looks good, right?

Now suppose the Groupon deal is over and there are no more discounted sales. He’s still selling just 20 units a week for $1,600 in profit. Not so good anymore, is it?

Of course, these are just numbers pulled out of thin air. You can play what-if forever and never get an accurate indication — until you try it.

Deep Discounts Hurt Consumers, Too

As more and more businesses inflate their prices to cover the costs of discounts and special offers, the average prices of goods and services rise. Ironically, this means that the consumer’s thirst for deep discounts could be causing overall price increases that make items unaffordable without the discount.

Think of my Twitter friend wishing he could afford to pay retail. He later tweeted:

It would be nice if prices were just fair and coupons didn’t exist. Making purchasing decisions would be simple.

News flash: coupons aren’t going to go away if people keep using — and relying on — them.

In addition, the demand generated by oversold vouchers can exceed the merchant’s ability to redeem them. Overcrowded restaurants, out-of-stock items, long delays in scheduling — I still wonder how my friend will schedule 2,600 intro flights, given that each one requires at least 30 minutes of ground school and 30 minutes of flight time. Not only is this a nightmare for the merchant, but it certainly does not make for good experiences for customers.

What consumers don’t seem to realize is that their thirst for deep discounts can be fueling a market trend that is, over the long term, destructive.

  • Businesses desperate for sales and willing to take a loss on deep discount sales will fail when repeat business does not materialize at regular prices. This means fewer businesses and less competition in the market.
  • Businesses that manipulate regular prices to ensure profit on deep discount sales will inflate retail prices beyond what many consumers are willing to pay. This means less affordable products and services.
  • Business that oversell deep discounted products or services may fail to provide products and services timely or satisfactorily. This means a lower level of service.

How does any of this benefit the consumer?

Crap Offers to Get Customers in the Door

Of course, the really savvy businesses will try to use Groupon as a means to get customers in the door by offering nearly worthless items at a discount. Another one of my Twitter friends alluded to this:

I signed up for Groupon and not impressed. Feels like daily spam with nothing of value.

Could it be that some businesses are getting wise to the pitfalls of using Groupon? Could it be that the ones that aren’t desperate for customers are keeping clear?

Why I’m So Passionate about This

As you’ve probably figured out by reading between the lines, I’m angry about this Groupon thing. (And not just Groupon; all of its copycat companies, too.) It took me a while to figure out why.

  • Groupon is misleading business owners. Groupon pushes itself as a marketing tool that you pay for only when you get results. But a true marketing tool would get long-term results, not one-time results.
  • Groupon is extremely expensive. Don’t just look at the 50% commissions on the sale price. Instead, look at the whole cost, which is 75% of the retail price. Offering a Groupon deal is the same as giving customers 75% off.
  • Groupon is making a lot of money — far more than its clients. Is it right that any advertiser should make more on a business’s products or services than the business itself?

It bothers me that so many small businesses are being hurt by Groupon-like deals. In many cases, these are companies that are cash-starved and desperate for revenue. The idea of selling a 1,000 vouchers at $50 each — $50,000 cash up front! — is extremely appealing to these people. They don’t think about what it will cost them to redeem these vouchers: products, equipment, services, employees, scheduling. They don’t think about how crowds and word of the discount might affect their relationship with current customers.

And Groupon doesn’t do a thing to enlighten them about the potential drawbacks.

It also bothers me that so many consumers who are obviously clueless about the costs of running a business will snap up these Groupon deals with no intention of becoming loyal customers — paying retail, imagine that! — of any Groupon merchant. Don’t they see how they’re potentially hurting the businesses they visit with their Groupon voucher? Don’t they care?

And finally, it bothers me that Groupon called me three times before finally making contact, told me they wanted to “feature” me on their site, and had no idea about how my business operates or what my services cost. It bothers me that later the same day, a Groupon copycat company also called me and tried to reel me in on the same deal with the same lack of knowledge. Or that yet another copycat company called me months ago, also trying to sucker me in. Blood-sucking leeches doesn’t seem so far off-base.

The Final Straw

What really got me angry yesterday, however, was an article I read online called “Groupon gripes: Are daily deals headed for disaster?.” In it, the author discusses the problems that Groupon causes for businesses. He admits that many businesses “don’t even break even.” Yet he finishes up the article by encouraging consumers to take advantage of Groupon deals:

Skeptical as I may be, the limited funds in my bank account make me a consumer first and an observer second. As companies line up to split prices in half and make them even easier for consumers to find, I’ll be there right alongside soaking up the deals. I did, after all, milk AllAdvantage for triple digits before the goons running the place depleted their venture capital and shuttered the place for good.

In other words, if this ship’s going down, I’m raiding the buffet before hitting the lifeboats. Join me for an oyster?

Or: Fuck the businesses and the economy that they fuel. Suck up all the cheap deals you can while the businesses stupid enough to offer them are still around.

Not exactly the kind of insightful commentary I expect from a journalist.

And the Winner Is…

As one of my Twitter friends said:

“The only one who wins with Groupon is Groupon itself.”

I couldn’t agree more.

One more thing: If you plan to comment on this piece with some sort of defense of Groupon or its copycats, be prepared to back up your opinion with facts. If you’re a business owner and it helped you, share some real numbers about profits/losses, repeat customers, and how you benefited. If you’re a consumer, share some experiences about saving money, positive redemption, and becoming a repeat customer. Simply throwing opinions that aren’t backed by facts isn’t going to convince me or anyone else.

My Epiphany about Clients and Jobs

I finally realize that the key to success in my business is good clients with good jobs.

At Boulder City
N630ML at Boulder City, NV during a recent charter flight.

I’ve owned my helicopter charter business since October 2001, when I started it with a commercial pilot certificate and a Robinson R22 Beta II helicopter. In 2005, I got serious: I upgraded to a Robinson R44 Raven II and got a Single Pilot Part 135 certificate from the FAA. So I count January 2005, when I took delivery of the helicopter, as my serious start date.

But it was just this past week that I had an epiphany about my business and the key to its success.

Let me tell you about it.

My Original Strategy

Since day one of my business — even in the R22 days — my goal was to maximize flight time, with the idea that it would also maximize revenue time. This caused me to do several things that were really not in the best interest of my company:

    How Groupon Fits In
    I just had to add this side note because it really does apply. Groupon is perfect for businesses who want to sell a ton of products or services below their cost. (Why anyone would want to do that is beyond me.) Businesses justify the deep discounts that Groupon requires as an “advertising expense.” But it’s likely to be the most expensive and least effective means of advertising a business could try. Sure, you’ll get lots of customers, but will you ever see them again without a Groupon certificate in their hands? I wrote extensively about Groupon here and here.
  • Appeal to the lowest common denominator. I assumed that one way to maximize flight time was to make flights cheap enough for most folks to afford something. In the beginning, I actually offered 15 minute flights. Trouble is, it takes just as much time to preflight and postflight the aircraft for a 15-minute flight as a 2-hour flight. So I would spend two hours of my day to get 1/4 hour of revenue. (What was I thinking?) Later, I upped the shortest flight to 30 minutes.
  • Offer rides at outdoor events. This is part of the lowest common denominator concept, but in this case, I offered a bunch of short rides — usually 8-10 minutes each — during one or two day events. When things were good, I’d do great. We had lots of really good events. When things were not good, however, I’d lose money, sometimes spectacularly. I recall our Lake Havasu Spring Break disaster, which cost about $2K in setup, fees, and repositioning time for a total of 9 rides. I pulled the plug after just two days. (To this day I harbor bitter feelings about the little shit kids on spring break, interested solely in beer and boobs.)
  • Make “special deals” on pricing. I cannot tell you how many clients attempt to weasel down my pricing by telling me about their budget. Photographers and real estate people are notorious for this. For years, I’d “work with them” to keep my prices low, just to get their business.
  • Donate flights to charities in exchange for free advertising. Let’s face it, who really looks at sponsors in the booklets at those charity events? The last straw was when I discovered that my company was not mentioned in a sponsor booklet at all.
  • Spend money on ineffective advertising. I tried newspaper advertising, magazine advertising, tour guide advertising, and even foreign language tour guide advertising. I tried trifold brochures and rack cards in racks I had to pay to be placed in. I tried radio advertising. I tried Google Adwords and Facebook ads. Although I don’t have exact numbers, I am absolutely certain that I spent at least five times more than what I received in revenue through customers gained by these efforts. I didn’t even get that many calls. The few that mentioned the rack cards were either looking for a tour over the Grand Canyon (which I can’t do) or trying to buy a cheap (less than $50/person) helicopter ride.
  • Work with hotel concierge staff. Part of a concierge’s job is to find things for their guests to do. Helicopter flights are a good option. There are four drawbacks to working with hotel concierge staff:
    • No matter how much printed material you provide to describe your tours in detail, they never seem to understand what you can do. Evidently, once they file the 16-page, full-color Information Package I send them, they can’t be bothered to consult it.
    • If you’re not in their face every week or so, they won’t remember you. I don’t have time to schmooze 20 different concierges all over the Phoenix/Scottsdale area every week.
    • Staff changes; the person you schmoozed last week may have moved back to Minnesota this week, so now you’ll have to schmooze her replacement. Honestly, I can’t keep track of them all.
    • They won’t even consider recommending you unless they get a good sized piece of the action. Like 20% off the top. My margins are so thin that if I paid that, they’d make more money than me.

The underlying goal of all of this was to get any work I could, just to have work. This is how I thought it should be. Seems to make sense, no?

Strategies Change

As I’ve already hinted, I began to get smart about my strategy as time went on.

  • I stopped offering short, cheap flights. I now have a one-hour minimum for any flight.
  • I stopped doing rides at events unless the event is within 30 minutes flight time of my base or guaranteed to draw a good-sized crowd of families.
  • I no longer offer special deals. My price is my price. Take it or leave it.
  • I no longer donate flights to any charity. (Hell, it’s cheaper to just write them a check.)
  • I slashed my advertising budget. Now I rely on word of mouth, rack cards placed in free places, and a Web site that apparently Googles pretty well.
  • I cut concierge commissions to 10% and, other than sending out the Concierge Package at the beginning of the season and answering their occasional calls, I don’t contact them at all.

You’d think that drastic changes like these would reduce the amount of business I get. It didn’t. In fact, I seem to get more calls and more conversions of those calls to real business.

Think Different

Still, the amount of business I got was barely enough to support my helicopter operation. I certainly couldn’t quit my “day job” as a writer. There’s a lot of competition in the Phoenix area, with at least three helicopter flight schools that have many aircraft and qualified pilots at their disposal. Clearly, I needed to set myself apart from them.

One way I did this was by offering day trips and multi-day excursions. This was something my competition was not willing to do — they simply couldn’t take a helicopter offline for a whole day or multiple days.

Another way I differentiated myself from others was to agree to fly as needed for any kind of mission I was permitted to do. You need me to chase a race car around a track 50-100 feet off the ground? I’ll do it. You need me to fly alongside a cliff face at 20 knots? I’ll do it. You need me to fly sideways low over a golf course from tee to green? I’ll do it. The flight schools won’t. That’s “dangerous” flying and they’re not willing (or able due to insurance limitations) to let their pilots fly like that.

Just being willing to say yes, was a great way to increase my business. Still, my overall strategy was to fly as much as possible for whoever hired me to fly. That mean focusing on the quantity of jobs and not on the quality.

My Epiphany

Wildlife Survey

Nosecam image from one of my recent wildlife survey flights. The work is difficult and dangerous, requiring me to fly alongside cliff faces hundreds of feet off the desert floor.

And that brings us to this past week. I was hired by a client to do a four to five day wildlife survey. I’d flown for this client three times before, most recently in February. In each instance, it was a one-day job with some intense flying. But this year, the client hired me to fly multiple missions, some of which would last multiple days.

This week’s job lasted four days. It would have gone a fifth, but we worked our butts off to finish what could have been two days’ work in just one very long day. (I took off from my base before sunrise and returned after sunset.) In that four days, I flew 31.6 hours. That’s more than I normally fly in a month.

And guess what? I’ve got another three days for the same client company next week. And another one or two days in the beginning of April. And possibly another two or three days in May.

That got me thinking about how much revenue comes from a job like this. A very good amount.

And that got me thinking about similar jobs that bring in a good chunk of revenue from consistent sources, like my cherry drying work, which actually made my company profitable for the past two years in a row.

It also got me thinking about clients like this — repeat clients that call me out for jobs again and again. Like the aerial photography clients I work for at Lake Powell and the people they directly or indirectly send my way.

It got me thinking that although the work I do for these people is a hell of a lot more challenging than flying tours around Phoenix or taking a couple up to Sedona for the day, it’s this work that earns real money. The money to not only keep my company afloat, but the money to make it profitable.

And that got me wondering why I’m still chasing around the odd flying job, dealing with difficult one-time clients and their sometimes outrageous needs, and, in general, doing flying jobs I simply don’t want to do.

These thoughts, one after another, formed my epiphany: a business like mine thrives on the work it does for a handful of good clients. Rather than trying to attract and please one-time clients, I should be working harder to find the good repeat clients who appreciate what I can do for them and rely on me to get the job done.

Now if you’re a business person and have already reached this conclusion, please don’t think poorly of me. Maybe I’m a little dense. Maybe I just didn’t see the big picture until now. But now that I’ve seen it, I’m looking at my business model in a completely different way.

Flying M Air’s Arizona season ends in May. Next season will be very different.

The Real Cost of Helicopter Ownership

Don’t believe what they tell you.

Looking for more up-to-date information?

Check out the livestream video I did on YouTube in July 2020 on this topic:

Twenty years ago, if someone told me I’d own a helicopter before my 40th birthday, I would have told them they were nuts. Yet on October 3, 2000, I took delivery of my first helicopter, a 1999 Robinson R22 Beta II. Four years later, on January 8, 2005, I’d traded it in for a brand-spanking-new, designed to my specifications, 2005 Robinson R44 Raven II.

N7139L
My first helicopter, a Robinson R22.

N630MLMy R44, parked out in the desert at a rides event.

I was making a lot of money as a writer back then. A handful of bestselling computer how-to books — yes, they do exist — and a few good real estate investments left me with an excess of cash. I live rather modestly in a home I can afford and although I own more than my fair share of motor vehicles, none of them are new, flashy, or expensive. In other words, I don’t live beyond my means. Although my income fluctuates wildly — especially these days — I could foresee the ability to own and operate an R44 into the future, especially with added income from a small Part 135 on-demand charter operation.

Fueling my opinion on this matter was a document published by Robinson Helicopter Company on its Web site. Titled “R44 Raven II Estimated Operating Costs,” it painted a rosy picture of an “affordable” helicopter (if there is such a thing). The conclusion at the end of the “Operating Cost-Per-Road Mile” section stated that the calculated 98¢ per road mile “…compares favorably with some expensive automobiles, and will usually be lower when the value of time saved is considered.”

The Underestimated Costs

I knew from the start that the document was overly optimistic for my situation. Some of the numbers just didn’t seem right.

  • Back then, Robinson was calculating labor at $55/hour. At the same time, I had one mechanic charging me $95/hour and another charging me $105/hour. Later, I had a mechanic who charged me $75/hour. The local airplane fix-it guy, who I sent to the Robinson maintenance course, was the least expensive, charging me $45/hour at first but then bumping it up to $55/hour. He didn’t have the experience or specialized tools for the helicopter-specific inspections and maintenance I sometimes needed. So Robinson’s labor estimate was understated by 30-40%. (Nowadays, Robinson estimates $70/hour, which is still very low.)
  • Robinson’s estimated fuel and oil costs were consistently lower than what I was paying. That baffled me. Robinson is based in California, which has some of the highest taxes on fuel around. Just crossing the border from Arizona to California, you can expect to spend 50¢ more per gallon on auto fuel. Yet even today, they’re estimating $4.50/gallon for fuel. Tell that to the folks at Grand Canyon, who hit me up for $6/gallon early this month. And 14 gallons per hour? Realistically, its more like 15-17 gallons per hour. And oil: Robinson estimates 50¢/hour. Where did that come from? The W100+ oil I use costs about $6/quart and I seem to be adding a quart every 5 hours or so. Do the math.
  • Robinson’s insurance costs are based on Pathfinder rates. Pathfinder has a special relationship with Robinson that keeps its rates low. The annual premium in the current estimated operating costs — around $11,000 — aren’t too far off from what I paid when I insured with them for my commercial operation. Unfortunately, however, Robinson prorates this fixed annual amount over 500 hours of flight time per year. How many private owners — the same guys buying the expensive cars Robinson is comparing its helicopters to — fly 500 hours per year? I run a business with my helicopter and still don’t fly more than 200 hours a year on average. (Most private pilots fly less than 100 hours a year.) Take that $11,000 and divide it by 200 and the hourly cost for insurance alone is $55 — not the $22 figure Robinson uses.

Still, when I made my purchase/ownership decision, I plugged in whatever known numbers I had and relied on Robinson’s numbers for the unknown — especially the cost of periodic inspections and unscheduled maintenance. The result was within my budget, so I became an owner.

The Hidden Costs

I started getting slammed with unexpected costs not long after purchase. The first major component to need replacement was the starter and ring gear. My personal opinion on the matter is that the starter was defective and did not fully engage with the ring gear on every start. It began breaking teeth off the ring gear. The situation got so bad that it all needed replacement.

The clutch down limit switch, an $8 part, cracked. Of course, to replace it, you have to pull the tail cone, then put it back on and rebalance the fan scroll. That’s about an 8-hour job.

The auxiliary fuel pump went after about 500 hours. And then again another 500 hours later. And then again about 100 hours after that. The pump costs $1,600 new and $800 overhauled. I know because I’ve bought them both ways. Fortunately, a good mechanic can replace it in less than an hour.

I suppose the magneto overhaul is included in Robinson’s calculations. After all, they are required to be rebuilt every 500 hours. At a cost of $1,600 each time.

The upper bearing began leaking brown fluid at about 850 hours. The overhaul was $3,000 plus installation (which requires removal of the tail cone). The following year, it was still leaking and now overheating. I was lucky that the factory applied the overhaul cost to the price of a new one: $9,000.

I’ve also replaced the battery twice (at $400 a pop) and my oil pressure gauge once. I’ve had repairs done to my primary radio and GPS. The muffler cost another $2,200 this year.

These are just the things I’m remembering off the top of my head. If I pulled out my Engine and Aircraft log books, I’m sure I could list a lot more of the same: items that are supposed to last the life of the aircraft (okay, well maybe not the battery) simply not lasting.

But Wait! There’s More!

And then there are the Airworthiness Directives, Service Bulletins, and Service Letters. Because I operate under Part 135, these are not optional. So yes, I changed the orientation of the fuel control because some idiot who likely left his helicopter out in the rain all the time was getting water in his fuel — even though my helicopter was based in the desert, where it rarely rained, and was kept in a hangar. And I replaced the seat belt attachment points and changed the throttle link and swapped out the frame tube clamp and fiddled with the throttle linkage and changed the fuel hose supports and replaced the hard fuel lines and replaced the gascolator assembly and did something to the clutch actuator fuse holder wiring. Each one of these required maintenance items cost money — sometimes thousands of dollars. And none of them were included in Robinson’s estimate of costs.

A service bulletin that became an airworthiness directive required inspection and then repainting (or replacement) of the main rotor blades. To stay in compliance in my extremely corrosive (think dust) operating environment, I’ve had the blades removed and repainted twice in six years. It costs about $1,500 each time.

But the real kicker — the service bulletin that prompted this blog post — is the bladder tank retrofit for my fuel tanks. The kit for the retrofit will cost about $6,000 and there’s 40 hours of labor on top of that plus the cost to repaint the fuel tanks. By my calculations, this should cost me between $12,000 and $14,000. This is not one of the estimated costs on Robinson’s fairy tale cost estimate marketing document.

Limiting Robinson’s Liability

And why? I’ve discussed this at some length with two other owners and here’s what we think.

An operator — or possibly multiple operators — experience a problem. Water in the fuel tank, seat belt buckle attachment points cracking, stuck throttle link, cracked fuel lines, chaffed wiring. They whined and complained to Robinson and may have even threatened legal action. Or maybe they sued. Robinson is privately owned and self-insured. They examine the problem area and come up with a new design to fix it in the future. Then, to prevent other owners from giving them grief about it, they put out a service bulletin to address it. If you don’t comply with the service bulletin, you can’t come crying to Robinson with your problems.

The fuel line and fuel tank bladder situation is taking things to the extreme. There have been instances of post-crash fires on Robinson helicopters. (News flash: Most serious aircraft accidents involve post-crash fires.) To prevent legal action against the company, Robinson started issuing documents. First, in July 2006, came Safety Notice 40, which states:

There have been a number of cases where helicopter or light plane occupants have survived an accident only to be severely burned by fire following the accident. To reduce the risk of injury in a postcrash fire, it is strongly recommended that a fire-retardant Nomex flight suit, gloves, and hood or helmet be worn by all occupants.

Are they kidding us? Do they honestly expect me to put all my passengers in flight suits with helmets for tours around Phoenix? Or day trips to Sedona? And how do you think my passengers would feel if their pilot showed up wearing a pickle suit and helmet for their tour or charter flight?

But when that wasn’t enough to counter liability, Robinson followed up with three service bulletins: SB-67 (R44 II Fuel Hose Supports), SB-68 (Rigid Fuel Line Replacement), and now SB-78 (Fuel Tank Bladder Retrofit). They’re attempting to minimize the possibility of a post crash fire by making modifications to the fuel system to help prevent line and tank ruptures. So I’m basically required to modify my aircraft to reduce Robinson’s liability in the event that I crash and my helicopter catches fire?

That’s like requiring older car owners to add airbags and ABS brakes just to reduce the liability of the automakers.

Puddle
Good thing I complied with SB-55. I knew that 5 years later, I might park out in the rain.

Now if I were a private owner and not required by the FAA to comply with all these service bulletins, there’s no way I’d waste money complying with the ones that didn’t benefit me. For example why change the fuel control to avoid that water in the fuel problem? I live in the desert and my helicopter is hangared. There’s no rain falling on it. And even in the rare instance that it does get rained on, sumping the fuel tanks — which I should be doing before every flight anyway — would drain the water out. If I started finding water in the fuel tank, I’d reconsider my position and possibly get it done.

Similarly, this fuel system retrofit is beyond reason. It doesn’t make my flight any safer. It just makes crashing safer — as if that makes any sense. To get any benefit from it, I’d have to crash with enough impact and fuel on board to cause a fire. And guess what? There’s no proof that this retrofit would prevent a fire anyway.

But I don’t have the luxury of choice in these matters. When you operate commercially, you answer to a higher authority than common sense. But that doesn’t mean I won’t try to get an exemption. After all, they’ve given us until December 31, 2014 to comply. If it can wait four years, why can’t it wait indefinitely?

The Bottom Line

When you look at the cost of acquisition, the fixed cost of ownership, and operating costs, a helicopter like mine costs a heck of a lot more than the $185.10 per hour Robinson estimates. I can tell you exactly how much I spent on insurance, fuel, oil, maintenance, and repairs over the past 6 years: $208,000. Divide that by the 1100 hours I flew during that period and you get $200 per hour. Now add in the reserve for the overhaul that is required at 2,200 hours — roughly $100 per hour. So, after 6 years of operations, I’m seeing an average hourly cost of $300 per hour — not Robinson’s rosy $185.

Of course, that calculation doesn’t include my other costs to operate a business: advertising, supplies, travel, hangar rent, automobiles, taxes, fees, etc., etc. It doesn’t include depreciation, either. It also doesn’t include the $2,100 per month I pay on my aircraft loan or my initial $160,000 cash downpayment. Ouch.

Yet the Robinson document is never seriously questioned by anyone.

Here’s an example. Last spring, I flew from Salt Lake City to Seattle with another pilot who was building time, waiting for a CFI job to open up at his flight school. He told me about his plans to lease an R44 helicopter to start a business in a small Wyoming city. He had some specific ideas (which I won’t share here) that might or might not generate revenue. He’d run the numbers using Robinson’s estimates of operating costs plus the cost of the dry lease. The numbers he came up with — including his estimated dry lease payment — were about equal to my actual costs per hour. That told me his estimates were low. There’s no way someone leasing an aircraft could operate as cheaply as an owner; if there was, we’d all lease instead of buy.

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Like Robinson, he based his proration of fixed costs such as insurance on a 500-hour flight year. That’s an average of about 10 hours a week flight time in a place that has a very definite and rather short flying season. And he didn’t consider the cost of service bulletins and airworthiness directives and unscheduled maintenance beyond what Robinson estimates. And I don’t think he considered getting a hangar and an office and all the things that go with running a business. So his numbers were very low and I knew it. I tried to tell him, but I don’t think he believed me. Maybe he thought I was trying to discourage him, to minimize my competition. That’s not the case. I was trying to help him avoid disappointment and possibly bankruptcy.

But hey, why believe me? Do my ten years of experience as a helicopter owner give me any more insight than a marketing document cooked up by the company manufacturing and selling the helicopters?

My pockets are not as deep as they once were. As print publishing continues its death spiral, it takes my books along with it. My six-figure income years are gone. I can’t afford to fly for fun anymore. I have to fly for hire. I have to earn money on every flight I conduct.

After all, I have to support my mechanics and the Robinson Helicopter Company.