So You Want to Be a Helicopter Pilot, Part 8: Be Willing to Travel

Simply put: you have to go where the jobs are.

Back in July, I got an e-mail message from a reader with a question. His message is reproduced below, with his name changed to protect his privacy:

Hello, my name is Joe. I am 16. I live in Indiana, and I have been thinking a lot about my future career. I was thinking about all of the jobs that I would be interested in doing, and one of the big ones was a helicopter pilot. I read all of your posts about getting a job as a helicopter pilot, and I am confident that I have a chance in piloting as a career. I am willing to move around the country to get the right training on being a helicopter pilot, and I am willing to find a way to make it through all of the expensive training that you talked about. The only thing that really bummed me a lot about being a helicopter pilot was that once you make it through all of the training that it takes to actually get a job, the hours for piloting jobs can be unappealing, and I was just wondering if that is the case with all piloting jobs. Because some of them require you to be away for long periods at a time, and I was curious if all piloting jobs have strange hours, because I am kind of a family guy, and I don’t know if being away for long periods at a time on the job would be the thing for me.

I think it’s an excellent lead-in to my next topic in this series: travel.

Look at it Logically

For a moment, think about the kinds of jobs that are out there: doctors, mechanics, lawyers, restaurant servers, bankers, construction workers, accountants, supermarket managers, insurance agents — the list goes on and on. These jobs might be very different, but they all have one thing in common: there are job opportunities everywhere. Unless you live in the middle of nowhere, chances are that you could find people in all of these jobs within 5 or 10 miles from your home.

Now think about pilot jobs or, more specifically, helicopter pilot jobs. How many helicopter pilot jobs do you think there are within 5 or 10 miles from your home? Unless you live in a big city or tourist town, you can probably count them on two hands. Even if there are more jobs, they’ll likely have strict requirements for experience, certification, and skills, making them difficult to qualify for until you’ve been flying for a while.

Travel May Be Unavoidable

Let’s look at the big picture based on time:

  • Flight Training. If there’s a suitable flight school in your area, you might not need to travel to get your training. My first flight school was 90 miles from my home; I later trained at a second location of the same school that was only 70 miles away. That’s a lot of driving, but I was able to sleep in my own bed at night. When I had a falling out with my flight school and needed to finish up my commercial rating elsewhere, I went to Long Beach, CA, which is not driving distance from my home. (Fortunately, I only needed 10 more days to get my rating.) Whether you have to travel for training is dependent on what’s available near where you live. And don’t pick a flight school just because it’s the only one nearby; consult Part 4 of this series, “Choose a Reputable Flight School,” for more on choosing a flight school.
  • Time-Building Job. Your first job as a pilot is very likely to be as a CFI. This is, for most people, a time-building job. In other words, the only reason you’re doing it is to build flight time so you qualify for another job. If you’re lucky, you’ll be able to get a CFI job either at the flight school you trained at or another one close to home. But again, this isn’t always the case. That first job is often very difficult to get — especially when, for a while, flight schools were churning out new helicopter pilots at an alarming rate. If you want to move forward in your career, you must get a time-building job. If the job market is tight, you might have to take the first job you’re offered, no matter where it is.
  • First Pilot Job. Once you’ve build enough time, you’ll be eligible for a “real” pilot job — one where you’re actually doing all the flying (as opposed to sitting beside someone else who is trying to). Again, there aren’t many entry level jobs. Some of them are seasonal tour jobs, meaning they’re only available during the season. I wound up at the Grand Canyon, which I recommend because of the challenging flying conditions. Other people go to Alaska. The more time you have, the more options will be open to you. In many cases, this first job will also be your introduction to turbine helicopters. (Frankly, I don’t see much difference between turbine and piston helicopter operations — except how much damage you can do if you don’t start it right or try to pull too much power.) Employers make a big deal about turbine time it so you should probably try to get into a turbine ship as soon as possible. The point is, once again you’re required to travel to where the job is available. And there’s probably no coming home on weekends if you’re working in Alaska.

Sometime after that first “real” job, you’ll begin qualifying for other flying jobs. In my mind, they fall into three categories:

  • Contract Jobs. A contract job is where you are hired as a pilot to fulfill a contract for specific work. The cherry drying work I do in Washington State is an example of a contract job: I’m hired to provide services for a short length of time. I’m paid a per diem amount to be available each day of the contract and I’m paid an hourly rate when I fly. My duty hours are all daylight hours, 7 days a week until the end of the contract, which is normally 2 to 6 weeks. I’m not employed by anyone — in other words, I don’t get a paycheck, have taxes deducted, or have benefits. I’m also out of work when the contract is up. Firefighting is another example of a contract job. Contract jobs tend to be seasonal and require specific skills, equipment, and/or certifications. These jobs require the most travel — you could be in Arizona fighting a fire one week and two weeks later be in Montana waiting for a fire call.
  • Schedule Jobs. What I’m referring to as a “schedule” job is when you work for a specific employer on a schedule — for example 7 days on and 7 days off or 14/14. I worked 7/7 at the Grand Canyon, but they also offered 4/3 schedules (I think; my memory isn’t as good as it was). 7/7 and 14/14 is common with EMS and Gulf operation jobs. Some contract jobs — especially firefighting — work on 14/14 (or similar) schedules. These schedules are designed, in part, to make it possible for pilots to “go home” between work shifts. They’re recognizing that pilots don’t always live where the job is and, indeed, they don’t. When I worked at the Grand Canyon, most of the pilots on the 7/7 schedule went home on their off days, including me.
  • Regular Jobs. What I’m calling a “regular” job is one where you work “regular” hours at the same place for a specific employer. ENG and law enforcement jobs are good examples. An ENG pilot might have to fly morning and afternoon rush hours and be available during the day for breaking news. But he might get nights and weekends off. A law enforcement or EMS pilot might work a 12-hour day shift for a week, get a week off, and then work a 12-hour night shift at the same base. These are the folks most likely to live where they work. And if their job is stable enough, they can have a home life pretty much like anyone else’s.

Of course, there is overlap between these three broad categories and someone else might come up with a different way to distinguish between them. This is just my way of looking at them and how travel is involved.

I should also point out that a “regular” job might require travel. For example, you could argue that Phoenix-based Flying M Air is my employer and I normally work out of a Phoenix airport. However some photography or survey assignments require that I travel to other locations — Lake Powell, Bryce Canyon, Kingman, Winslow, etc. — for a day or more. If clients need a helicopter where there isn’t one, I’m sometimes called to bring mine to them.

In general, however, to answer Joe’s question about hours, I’d say that 95% of helicopter jobs have what you might consider “odd hours.” If you’re looking for a 9 to 5 job, a career as a helicopter pilot is not for you.

Living Conditions on the Road

A humorous look at this aspect of being a helicopter pilot.

It’s worth a moment to look at some of the living conditions you might find if you do get a job away from home. While they’re not always terrible, they’re not usually very good.

At the Grand Canyon, pilots were offered housing in double-wide mobile homes about 30 miles from the airport. For a reasonable fee, four pilots shared one four-bedroom house in a subdivision of mobile homes. I was fortunate in that I had other living arrangements available to me, so I didn’t need to take advantage of this opportunity. My understanding was that living conditions depended on your roommates and and their habits. The area was so remote with such limited facilities that our employer actually warned us before we were hired about the lack of night life and social activities so we couldn’t use that as an excuse to back out later on.

In Central Washington State, I now live in a fifth wheel RV that I own and transport to my various bases of operation. It’s very comfortable, although it does have limitations that vary based on where it’s parked. In previous years, I spent a whole month at a motel in a very cramped room with no cross-ventilation. (The motel did have a pool, so I really can’t complain.) Other pilots doing this work are often called on to live in housing provided onsite — usually small travel trailers. One pilot I know was put in an 18-foot travel trailer with no bathroom; she had to use a portable toilet (think blue or green outhouse) and walk to the orchard owner’s home to shower. Her cell phone didn’t work there either, so the only way she could get or make calls was to drive into town.

A friend of mine who works fire contracts is typically put up in a motel near the base. Because the base can change at any time and he has to carry his gear with him from base to base — sometimes in the helicopter when he repositions — he’s limited on what creature comforts he can bring along. Motel quality and cleanliness can vary widely depending on what’s available.

Yet another friend of mine who works fire contracts typically travels to Greece, Italy, and Australia for work. I don’t know the details of his living conditions, but I sure do like the idea of going to places like these with someone else footing the travel bill.

Living conditions are a crapshoot that depends on many factors. If you’re picky about where you sleep at night, a career as a helicopter pilot might not be for you.

Be Willing to Travel

The point of all this is that you need to be willing to travel and willing to deal with less-than-perfect living conditions to move forward in a career as a helicopter pilot. But that’s part of paying dues — which is up next.

So You Want to Be a Helicopter Pilot, Part 7: Stay Slim

Fatties need not apply.

As strange as it might seem, one of the biggest barriers to building a career as a helicopter pilot is size — pilot size. Simply put, if you’re a heavyweight, you’re going to have a heck of a time learning to fly and getting your first job.

How Big is Big?

What do I mean by “heavyweight”? Well:

  • N7139LHow much do you think you can squeeze into one of these?

    If you weigh more than 250 pounds, you may as well forget about learning to fly helicopters for a flying career. Most training helicopters simply can’t accommodate a big guy (or gal) plus a flight instructor. Even if you did learn how to fly, no one will hire you as a flight instructor.

  • If you weigh between 200 and 250 pounds, you might find a flight school that can accommodate you for training, but it’s highly unlikely that you’ll find one willing to hire you as a flight instructor. After all, the more the CFI weighs, the less capacity there is for the student pilot. A big CFI could only train small student pilots; flight schools simply don’t want to deal with this limitation.
  • If you weigh between 180 and 200 pounds, you’ll likely find a flight school that can accommodate you for training and might consider hiring you as a flight instructor. But you’d have to be really good with no serious competition to get that job.
  • If you weigh less than 180 pounds, not only will you have no trouble finding a flight school, but if you prove your worth throughout training, you probably won’t have much trouble getting a job as a flight instructor either.
  • If you weigh less than 150 pounds — listen up, ladies! — and you’re a good pilot with the right attitude, you will be sought after as a pilot.

Remember, the less the pilot weighs, the more other stuff — passengers, cargo, etc. — can be loaded on board.

Real-Life Examples

Don’t believe me? I can back this up with a two real-life stories.

One guy who flew with me on my annual journey from Arizona to Washington state needed to build R44 time to qualify as an R44 CFI. He was a tall guy — probably at least 6 ft 2 in — and weighed 220 pounds. This was not a fat 220 pounds; he was tall, thin, and fit. He’d been told flatly by the school he hoped to get a job with that he weighed too much to be a CFI in R22s. He figured he’d go after a job as a CFI for R44s. What he didn’t realize is that flight schools don’t want CFIs limited to training in just one aircraft model. They could easily prep a 180-pound R22 CFI to train in an R44 — in fact, they could use that possibility as motivation (think carrot) for their R22 CFIs. I don’t know if this guy ever got a CFI job, but I tend to doubt it.

A very tiny female pilot who has been flying helicopters for years at the Grand Canyon weighs in at only 115 pounds. While it’s true that she’s too small to fly solo without ballast in the EC130 she flies at work, her employer loves her, referring to her as their “secret weapon.” Indeed, I saw her value one spring day when I dropped off two passengers for a flight over the Grand Canyon. The aircraft originally had only four passengers who would fly with one of the other pilots. When two more passengers showed up for the same flight, they pulled the other pilot — a man who probably weighed in between 180 and 200 pounds — and put her on board instead. They’d gained at least 65 pounds of capacity by simply swapping pilots, making a flight that may have been over gross weight now under gross weight. What company wouldn’t see the value of that?

And if these two examples aren’t enough for you, take a look at helicopter pilot job listings. You’ll see that a surprising number include maximum pilot weight as part of the requirements — or ask you to include your weight with your resume. In other words, fatties need not apply.

Don’t Disregard this Advice!

This is not advice that should be disregarded. This is vitally important for career pilots.

If you’re a 220+ pounder and a flight school trying to sign you up tells you not to worry about it, they are lying to you to get your business — as they may have done to the 220 pounder who flew with me. Sure, they may be able to squeeze you and a tiny CFI on board an R22 for flight training. Or maybe they’ll convince you that you’ll be better off training in an R44, which costs about twice as much per hour to fly. But you’ll still find it impossible (or nearly so) to get a job as a CFI when your ratings are in hand. And unless you plan to pay to build your first 1,000 hours, you’ll need that CFI job to move forward in your career.

It should go without saying that even if you start on the slim side, it’s important to stay that way — at least until you’ve reached a point in your career where your personal body weight doesn’t matter as much.

For example, I have two not-so-slim friends who are well along in their pilot careers. Both are utility pilots; one flies medium twins like Hueys and Bell 212s and the other flies Sky Cranes. Both of these guys are between 200 and 240 pounds. But they (obviously) weren’t always that big. Pounds are often added with years.

Yet another friend of mine was a medevac pilot who allowed his weight to creep up over time. When his company started closing bases, he was one of the first pilots to go. Coincidence? I don’t think so. At the time, he probably weighed about 250.

What You Can Do

If your current weight is above 200 pounds and you know some of it is body fat, it’s time to go on a diet. Do your best to get your weight down to what I consider the magic number for helicopter pilots: 180. If you can keep your weight at or below 180 pounds, weight will not be a barrier to your career.

Keeping slim and trim will help you throughout your life. Not only will it make it easier for you to get work as a pilot, but it will keep you healthier. Obesity-related illnesses such as high blood pressure, heart problems, and diabetes can end your career. If this isn’t motivation to take care of yourself, nothing is.

Next up, I’ll talk about what I consider the best part of being a helicopter pilot — but what others hate: travel.

So You Want to Be a Helicopter Pilot, Part 6: Study Hard

Flying a helicopter is more than just knowing how to move the controls and perform maneuvers in flight.

As with any other skill you might acquire in life, learning to fly helicopters is made up of many components. The most obvious is getting the motor skills — including reflex reactions — to handle the actual mechanics of flying: working the controls, etc. But behind all that is the knowledge you need to acquire so you fully understand what to do, why you need to do it, and how it works.

Ground School

Ground school — time spend on the ground with a flight instructor learning the what, why, and how parts of flying — is an important part of flight training. Unfortunately, it’s not usually the fun part and, because of that, most pilots try to minimize it. Instead of learning as much as they can about ground school topics such as aerodynamics, aircraft systems, weather, and physical (or medical) issues, some pilots learn only as much as they need to know to pass the written and oral tests that come later.

This is not a good idea if you intend to build a career as a helicopter pilot. At some point in your career, the gaps in your knowledge will be noticed — perhaps by the chief flight instructor you hope will give you your first job or by the chief pilot who can put you in the seat of a turbine helicopter. Or maybe by the mechanic who asks you to perform and document power checks in flight and you clearly don’t understand what he’s talking about. Or maybe by the new pilot you’re asked to show around — the pilot who did study hard and realizes how clueless you are.

Ground school is where you can learn what you need to know, with an experienced flight instructor who’s there to answer your questions. Dig in and learn. Make sure you understand everything — if you’re hazy on something, ask questions. Discuss topics with other student pilots and flight instructors. When you fly, try to understand how ground school topics apply to flight. Take notes, review them, jot down things in the margins when you connect the dots between topics later in your studies or during flights.

Hitting the Books

There are many books and study materials that can help you understand and learn the topics you need to know.

I’ve already pushed the excellent FAA publication, Rotorcraft Flying Handbook, several times on this blog, but I can’t recommend it often enough. Where else are you going to find a free, generously illustrated guide that explains much of what you need to know about flying helicopters in terms anyone can understand? It’s an excellent starting point for your studies.

FAR on iPadAnother pair of must-have publications is the Federal Aviation Regulations (FARs) and Auronautics Information Manual (AIM) which are often published in the same volume. The FAR is updated throughout the year and most publishers publish new editions annually. You should get the most recent edition when you begin your training and try to update it at least every two years. Or do what I do: buy it in app format for an iPad (shown here) or iPhone. You can find them both on Tekkinnovations.com; once you buy them, updates are free (at least they have been so far for me).

Another handy book to have in your possession is a copy of the Pilot Operating Handbook (POH) for the aircraft you’ll be flying during most of your flight training. Yes, I know there’s one in the helicopter — it’s required to be there — but unless you plan to sit in a helicopter to do you studying, it’s nice to have your own copy to jot down notes, etc. I learned to fly in an R22 and bought a copy of the POH the first time I attended the Robinson Factory Safety Course; I added all kinds of notes in the margins during that course.

Cyclic & CollectiveThere are other books about flying helicopters. Many of them have been written by experienced helicopter pilots. One of my favorites is Cyclic & Collective by Shawn Coyle. This is a huge book jam-packed with information that goes beyond the basics offered by the FAA.

It’s likely that your flight school will also recommend or require certain books to help you study. The Jeppesen books are a big hit — especially to your wallet. But, to be fair, they do have excellent illustrations to make important points clear.

But remember, buying a book isn’t enough. You have to crack it open and read it.

Going the Video Route

There are also training videos that you might find helpful to reinforce what you learn in ground school and on your own. I used the King School videos. Although the series is designed for airplane pilots, there was an extra video in the set that covered helicopter operations. In general, I found the videos painfully boring at times, but I admit they were informative. By the end, however, I wanted to grab John and Martha King and crack their heads together. This, of course, was more than 10 years ago; hopefully, the videos have been revised by then. There’s also a good chance you can some of this material on their website.

I think Sporty’s has a set of videos that compete with the King’s — so you might want to check that out as an alternative.

If you decide to buy the videos, I bet you can find them used on eBay or Craig’s List for less than regular price. You can always sell them when you’re done.

Make It Count

Your flight training will cost as much as — if not more than — a college education. You need to take it just as seriously.

If you fail to learn the concepts by studying hard and asking your flight instructor to explain things you’re struggling with, you’re not only throwing away the money you’re spending on your education, but you’re setting yourself up for failure in your career.

Make it count by putting real effort into it and studying hard.

Next up, I’ll explain why you shouldn’t hit the books with a bag of chips within reach.

The Book from Hell

I know how I like to work — and this wasn’t it.

Over the past eight or so months, I was a passenger on board a roller coaster that slugged its way through my life. The ride started quite suddenly in the summer when I realized that when I was finished working on the book I was revising (the software manual for QuickBooks Mac 2011, published in ebook format only), I had no other projects lined up. The publisher I like working with most had cut back on many titles that simply weren’t selling well enough to make them worthwhile and most of mine were affected. In fact, it became quite clear that I would not be revising my Excel book for the Office 2011 version of Excel. My Word titles were already dead and buried and much of the other software I’d written about in the past was either gone or not of any interest to anyone. As I wrapped up that QuickBooks project and finished off my summer as a cherry drying pilot, I began to worry about getting enough writing work to take me through the winter months.

A New Relationship with a New Publisher

A friend of mine mentioned in an e-mail to a bunch of writers that a publisher was looking for someone to do a book about Outlook 2011 for Mac. This was the replacement of Entourage, the Mac e-mail, calendar, and contact management component of Microsoft Office. I’d used Entourage in the past and liked certain aspects of it, including its ability to apply rules to outgoing e-mail messages and manage projects consisting of documents created with any program. I’d been thinking about switching back to Entourage to help me with my project management needs and this seemed like a good time to do it. I contacted the editor — who happened to be one of my very first editors with another publisher back in the early 1990s — and got more information. I drew up an outline and submitted it. He loved it. In fact, he loved it so much that he had me draw up another outline for another book, too.

I was very happy. It looked as if I’d be able to build a new relationship with a new (to me) publisher.

Things Begin to Sour

I got to work on the project in October with every intention of knocking it out before Christmas. At first, my editor seemed behind me on this strategy. But as I began submitting chapters into what appeared to be a void, I began to lose interest in the project. Looking back on it, I realize there were a few reasons for this:

  • The void. I’d submit a chapter and not hear anything about it. I’d have to ask whether it was received to make sure it hadn’t actually gone into a real void. It didn’t seem as if anyone on the other end cared much about what I was doing. It wasn’t until weeks later that chapters started being tech reviewed and sent back to me.
  • Lack of urgency. The original publication date had been set for sometime in the spring. I knew I could beat that and pushed hard to get the date moved up. This is the way I usually work. You see, a computer book has a limited shelf life. Every day it’s not on the shelf is a day sales are lost. This is the way I’ve come to think about all my books. Apparently, I was the only one who had any sense of urgency for the project and without the support of my publisher, I couldn’t maintain it.
  • Book style. At first glance, the book was in a format I was used to: numbered step-by-step instructions. But rather than create sets of instructions for short tasks using generic material, the book would come with example files that readers could use to follow my steps to the letter using the same files I had. Not a big deal, but it did mean that I had to write exact instructions that would work for that specific example. What made the format difficult for me, however, was that before each long set of instructions, I had to write explanatory text that described all related features in full. The exercises had to illustrate these features in action. In my mind, I was writing the same thing twice. I struggled quite a bit with this because I couldn’t figure out where to put the screen shots without repeating them. This book (like most others) had a page count restraint. Screen shots take up a ton of space. I didn’t know if I was doing it “right” because I wasn’t getting any feedback from the publisher.
  • Typical Book Page

    This is a screenshot of a typical page from the book during the editing process. I don’t know about you, but looking at stuff like this makes my eyes glaze over.

    Manuscript template. This book was written and edited in Microsoft Word. I like Word — really. I’ve been using it since 1990 and it is a vital component of my writing toolbox. I’ve tried other word processors — Apple’s Pages and numerous other applications that might not even exist anymore. Word’s my choice. So that’s not a problem. What was a problem was the template, which included dozens of predefined styles for book text and figures and sidebars and headings. The template came with two extremely long style guides that attempted to explain how to use the template. These documents overlapped and had some conflicting information. And despite the fact that there were two guides, some information was missing. So I struggled to understand how to format the manuscript properly. In the end, I think I got it mostly right, but every day I was faced with pages that looked like a mess of text and images. This only got worse during the editing process when various editors used the revision tracking feature and comments to mark up the manuscript so that it was barely readable. Although this is common at most publishers, I prefer laying out my books as I write them and being able to see finished pages as I work.

  • Disappointment with the software. I hate to say it, but I liked Entourage a lot better than Outlook. I understand that Microsoft’s goal was to provide Mac users with the “enterprise tools” that their Windows co-workers already have, but in rewriting Entourage to make it Outlook, Microsoft removed some features that I really liked. Project management was one of them. In addition, Microsoft apparently thinks that all Outlook users will be connecting to a Microsoft Exchange server so it put many features that depend on that technology right in user’s faces. For example, if a contact is not on your Exchange server, several tabs of his contact record will display error messages. I still don’t believe most Outlook Mac users are using Exchange and can’t imagine why they designed the software to rely so heavily on Exchange features.

My loss of interest really bugged me. I’d never felt like this about a book and I didn’t think it was a good sign. Not only was I failing to show a satisfactory level of professionalism with a new publisher — thus making them think twice about wanting to work with me again — but the related guilt was making me miserable.

This wasn’t me; why was I being like this?

I wanted to be done with the project very badly, but, at the same time, I simply didn’t want to work on it.

Frustration Kicks In

Things took a turn for the worse when frustration began kicking in. That was caused by a combination of the above and a few more things:

  • Microsoft Exchange. I don’t have it and, frankly, I don’t want it. I didn’t think I needed it. When I realized that I would need to show Exchange-related setup and features, I was unable to get an Exchange account through my publisher or Microsoft. I had to buy one from a third-party hosting service. Then I had to buy a second one to work with it so I had two accounts that could interact. Of course, neither of these accounts were full-featured, so I couldn’t show everything I needed to. This really bugged me; the way I saw it, I was not able to do my job right and the publisher didn’t seem to care. So I stopped worrying about it — until a new tech editor started pointing out all the Exchange-related content that was missing. I thought I’d signed up to write an Outlook book for Mac users. Apparently, the tech editor thought I was writing an Exchange book for Outlook users.
  • Conflicting instructions. About halfway through the project, I was told to hold off because a service pack update would be released “soon.” A month later, I was asked why I wasn’t submitting chapters. I was waiting for an update that never came. An update that would likely change many of the screenshots — and this book had tons of them — in several chapters I’d already written. I did not look forward to making all the necessary changes.
  • Editorial comments near the end of the project. I’d submitted more than 10 of 14 chapters by January or February and that’s when they decided to have someone other than a tech editor read them. And that’s when the errors I’d repeated throughout the book began to emerge. The worst was related to “fictitious names.” I was supposed to draw all example names in the book from a fictitious names list that I didn’t use. Example e-mail messages had to be drawn from a list of fictitious domain names. (I couldn’t even use hotmail.com, which is owned by Microsoft.) Example phone numbers had to be in the range 555-0100 through 555-0900 (or something like that). Example mailing addresses had to be on common street names, like Main Street, Elm Street, First Street, etc. This affected text examples and screenshots. I spent hours redoing screenshots and editing text. This annoyed the crap out of me; if they’d reviewed it months ago when I submitted it, I would have fixed the problem from the start and not have had so much work to do.

I should mention here that I don’t blame the publisher. I’m sure this is they way they always work. Evidently, other writers don’t have a problem with it. That might be because their experience with the publishing process — and what it could be — is different from mine. Or maybe they don’t care about the quality of their work or maximizing book sales or working efficiently. Maybe they just don’t think about it as much as I do.

My feelings of guilt turned to feelings of anger. I cannot begin to tell you how many times I nearly backed out of the book. As far as I was concerned, I’d already blown any chance of doing more work for this publisher. And even if they wanted to work with me again, I couldn’t bear the thought of working with them again. It pains me to say this, but it’s the truth.

Halfway through the project, I e-mailed my editor to tell him that if he was interested in that other book, he should find another author for it. If they wanted to use my outline, fine, but I would appreciate some credit in the acknowledgements. That e-mail took a huge weight off my mind.

Probably his, too.

Not the First Time

This isn’t the first time a project has completely turned me off. For years, I wrote and revised a book about a certain Windows application that I didn’t use. I was uniquely qualified to work on it because of my experience in finance and I had no trouble coming up with solid content. The finished book was something I was proud to put my name on — and that means a lot to me.

I had two problems with the book, though: (1) I didn’t like (and still don’t like) using or writing about Windows and (2) the publisher seemed to have a knack of hiring at least one person in the editing/production process each year who seemed determined to punish me for taking on the project. For the first few years, I fought editors tooth-and-nail to prevent them from changing my voice and changing the meaning of what I’d written. An editor one year would change a sentence to her way and the editor the next year would change it back to the way I’d originally written it. They were justifying their existence. And production people would cut illustrations that were referred to in the text without cutting the references or place illustrations in idiotic place. And, in later years, a handful of tech editors who were more concerned with me leaving out obscure tips and shortcut keys than providing helpful feedback about content.

Making matters worse was the book’s insane deadline — the whole book was written based on beta software every year and the final manuscript was due before the software was finalized. For about two months every summer I’d suffer through the process of getting this book done.

In the beginning, it was worth every headache. The first edition turned out to be the second bestselling book of all time (up to that point) for the publisher’s imprint. For the first few years, it sold well and I made good money. But who really needs annual updates to software and the book about it? Some years, there was very little new material to write about because the software simply wasn’t that different. Book sales started to droop and I began seeing less and less reward for my effort. One year, I turned the book down, but they got me to do it again by offering me a better advance. That lasted a few years. Then they cut the advance — after all, it wasn’t even selling enough copies to cover the advance anymore — and I backed out after a total of 11 or 12 editions. Someone else does it now and frankly, I’m glad.

Past Experiences have Ruined Me

And that brings me back to the point of this post. Not only did I want to get these experiences off my chest, but I want to explore why they were such bad experiences in the first place.

I think the main part of the problem is my past experiences. I’ve written or revised more than 70 books since 1992. The vast majority of these books are in Peachpit’s Visual QuickStart Guide (VQS) series. In fact, I’m willing to bet that I’ve authored more VQSes than any other author.

Although Peachpit (as a company) has changed dramatically since I began writing for them in 1995, they still seem to understand that a book is written by an author. Because of that, each book project centers around what the author does — at least in my experience. They don’t pull in a huge editorial staff with members that each have their own agenda to hack apart a manuscript and make sure the author knows she’s just a cog in a big corporate wheel. Hell, they hardly edit my work at all.

Another Book Page

I created this the other day. Not only is this a lot easier on the eyes, but I’m rewarded with a sense of accomplishment every time I finish a page. That’s a real motivator for me.

Another thing I’ve grown accustomed to is laying out my own books. I do “packaging” for Peachpit — that means that I submit my manuscript as finished, laid out pages that I create in InDesign. I can visualize each page and how the information on it is presented because I create each page as I go. The result is a book that I feel good about because I’ve built every single page from the ground up. This is a feeling I simply can’t get when I work with Word template manuscripts covered with weird formatting, editing markup, and comments.

Also important is that sense of urgency: of needing the book done as soon as possible — or even sooner. Even my annual Windows book project had that feeling. My editor was always in the loop, encouraging submissions, providing feedback, answering questions, reminding me of the fast-approaching deadline. Sure, they’d hand me schedules for completion that I’d just ignore, but I always got it done on time because I was always encouraged to do so. I work best under stress — despite how damaging the health gurus say that is. It’s like I’m climbing up out of a gorge as floodwaters approach and I’m thrilled when I get to the rim safely with a new book in hand.

The point is, I’m used to working a certain way. When I’m forced to work a dramatically different way — one that is centered more around the publishing machine than the author or the book — I’m simply not happy. And yes, I do realize that we all do work we’re not happy doing. But I work better when I’m happy; I produce a better product and feel better about my career choices and life.

Bring on the Challenge, Bring on the Urgency

Fast forward to today. I’m working on a revision to one of my Visual QuickStart Guides. I don’t think I’m allowed to say what it is, but you can probably figure it out.

It’s a huge revision. I reworked the entire table of contents and shuffled content considerably while adding all kinds of new material.

On top of that, this book needs to be laid out in a brand new format I’d never even seen before. That means each page has to be reconstructed from scratch using a new template that I have to learn as I work. (Thankfully, the template came with one very thorough and easy to understand formatting guide.)

The software I’m writing about has also been completely reworked and I need to learn it as I write.

The book is over 600 pages long and I have less than two months to write it.

I’ve been putting in 8- to 12-hour days, 6 to 7 days a week. In the middle of each day, I’m convinced I’m not going to finish what I’ve set as a goal for the day. But at day’s end, when I’m done, I have a feeling of exhilaration that can’t be beat. I feel good about my work. I feel happy. I like this project.

This is how I like to work.

Learning from Mistakes

I’m sorry I took on the book from hell. I know better than to do that again. If my past experiences have ruined me for those kinds of projects, so be it. I’m too old and too set in my ways to compete with new authors who will deal with any nonsense handed out to them and consider themselves lucky to get it. I know better.

Print publishing — especially of computer books — is dying. I know that. It’s getting harder and harder to make a living writing content that readers think they can get for free on the Internet. There needs to be a new publishing market strategy and it’s sad to think that I might not be able to work with a publisher who understands that.

But part of the revolution in publishing is the rise of small presses and self-publishing. The way I see it, if I can’t get the projects I want with the publishers I want to work with, I’ll just have to come up with my own publishing projects. The next time I’m facing an empty project calendar, I’ll fill it with my own projects rather than take my chances with an unknown.

Lesson learned.

So You Want to Be a Helicopter Pilot, Part 5: Check Your Attitude at the Door

Attitude is everything.

You think you’re a hot shot because you’re learning to fly helicopters? Check that attitude at the door. It won’t do you any good if you plan to make flying a career.

Attitude is everything when it comes to any career. A cocky, overconfident attitude will not help you in training and it certainly won’t help you get your entry level job — likely as a flight instructor — when your training is done.

Be open to what your instructor and other knowledgeable pilots have to say. If you don’t understand something, admit it and work with your instructor to learn. Don’t be afraid to ask questions. Show respect for your CFI, chief flight instructor, flight school employees, other students, and FAA examiners. Act mature. (This isn’t high school, grow up.) Be helpful and cooperative. Don’t be a whiner.

Beyond the Flight School Environment

Attitude also extends beyond training and into your jobs.

Just the other day, while flying in the high-traffic area around the Hoover Dam, I had the displeasure of conducting a useless radio exchange with a tour pilot. This little twerp probably had half the flight experience that I have, yet he talked down to me in a sarcastic manner that was obviously his [failed] attempt to prove how much smarter he was. The radio exchange wasted bandwidth and provided little useful information about what could have been a traffic conflict. It was clearly more important for him to try to intimidate me than to provide me with the information I needed to avoid his aircraft, such as position, altitude, and flight path.

Yet only moments later, another pilot operating nearby communicated exactly what he was planning to do and even offered to wait a minute or two until I was clear of the area.

Which one had the better attitude? Which one do you think other pilots would want to fly with? Or employers would want to hire?

Attitude Extends to Safety, Too

And it’s not just a positive attitude that will help you achieve your goals. It’s a safe attitude. If you don’t conduct yourself as a safe pilot, you will simply not move forward in your career.

Back in 2009, I had a run-in with a tour pilot in Sedona. He was upset that I’d parked my helicopter in the spot across from his at the airport. Apparently, he liked that spot kept free so he could fly through it on departure. To “show me a lesson” he departed nearly right over my passenger’s heads as we waited for him to leave the area. His action was foolish and dangerous. I reported him to the airport manager and the FAA. I later learned that this same pilot had demonstrated his bad attitude at the local FSDO within earshot of one of the inspectors. It was the pilot that was taught a lesson that day.

Accidents like the one at Grand Canyon West in 2001 are teaching employers the importance of their pilots flying safely. The accident pilot had a history, backed up with videotape, of performing aggressive maneuvers during tour flights.

One of the [past] passengers stated that there were particularly exciting episodes during the tour that were frightening to some of the others. As part of the tour, they flew over a site that was used in the commercial motion picture film Thelma and Louise, and the pilot pointed out the cliff. … During the return to LAS, the pilot asked if they wanted to know what it was like to drive a car off of a cliff. She stated that they all said “no” to this question; however, he proceeded to fly very fast toward the edge of the cliff and then dove the helicopter as it passed the edge. The passenger reported that it was “frightening and thrilling at the same time but it scared the others to death.”

On August 10, the pilot and six passengers were killed; the other passenger received serious burns on most of her body that have likely destroyed her life. The NTSB report’s probable cause was:

the pilot’s in-flight decision to maneuver the helicopter in a flight regime, and in a high density altitude environment, in which the aircraft’s performance capability was marginal, resulting in a high rate of descent from which recovery was not possible. Factors contributing to the accident were high density altitude and the pilot’s decision to maneuver the helicopter in proximity to precipitous terrain, which effectively limited any remedial options available.

Evidence shows that the pilot may have been attempting to perform the “Thelma and Louise” maneuver when the aircraft crashed. (You can read the details of this accident to learn more by downloading the full NTSB report as a PDF.)

You can bet that if there are any questions about your attitude regarding safety, you simply will not get hired as a pilot.

Start Now

Getting into the habit of having a good attitude should stick with you throughout your career — and your life. Start now, before you even begin your search for a flight school.

Next up, I’ll remind you why flight training is like any other school.