Cheaper Charts from NACO

I find a less expensive source for aeronautical charts.

For the past few years, I’ve been using iPilot.com as a source for my aeronautical charts. I subscribe to the charts I want, providing a credit card number up front. When the new chart is available, it’s automatically shipped to me and my card is charged for the amount due. The service is very good and very reliable. I always get the new charts before the old charts expire. The prices are slightly discounted and, for regular charts, shipping is free.

Shipping is not free, however, for the Airport/Facilities Directory (A/FD) — that green book with information about airports. Although I seldom refer to this book, I’m required by the FAA to have a current one covering my area of flight on board my aircraft for every Part 135 flight — which is pretty much every flight I do. The books cost $4.45 each. Shipping, however, is another $4.80. That brings the total to $9.35.

Every 56 days.

It’s a tough nut to swallow. After all, it’s a book I rarely refer to which rarely changes. Yet I’m required to buy it every 56 days. It’s an operating cost — one of the smaller costs that make owning and operating a helicopter charter business so costly. And yes, that might not seem like much, but when you have 20-40 of these stupid little expenses, they really add up.

FAA LogoI’ve ordered charts from NACO — that’s the National Aeronautical Charting Office of the Federal Aviation Administration (FAA) in the past. Although they sell charts at list price, they don’t charge for shipping. They also don’t charge for shipping non-chart items like the A/FD or similarly bulky Terminal Procedures Publications (TPPs).

But, as I discovered today, they do discount items when you buy subscriptions. A subscription for an A/FD is 7 editions — basically a full year. A subscription for a Sectional chart is 4 editions — basically two full years.

So, for example, I can subscribe to 7 editions of the Southwest A/FD for a total of $27.02. That’s $3.86 each. Shipping is included. So I save about $5.49 per 56-day cycle. Or $38.43/year.

There is a downside to this. Two of them, really:

  • You must pay for an entire subscription up front. There are no refunds. So rather than pay each time an item is shipped, it’s all paid for in advance.
  • You must renew the subscription manually when it expires. NACO will send you a reminder via e-mail 30 days in advance so you don’t forget, but it is slightly less convenient.

Today I switched my A/FD subscription from iPilot.com to NACO’s online ordering service. I’m keeping my charts with iPilot.com, at least for now. I’ll wait and see how well NACO handles the subscription before I make any more changes. I wouldn’t be saving that much money on a chart subscription and I rather like the convenience of iPilot’s system.

One more thing I should mention…you can download pages from the A/FD or TPP publications for free on an as-needed basis. Although this would not satisfy my requirements for the A/FD, it’s certainly handy for folks needing airport diagrams and instrument approaches. Most of us don’t need them all, right?

If you haven’t checked out the NACO site, I recommend doing so. There’s a lot of information there. Sure, it’s not a pretty site, but you know it’s accurate because it is the source.

Forms for Funding Airports

Thoughts on FAA Form 1800-31.

On Saturday, I received FAA form 1800-31 in the mail. Titled “Airport Activity Survey (by Selected Air Carriers),” it’s headed up with the following description as part of its Paperwork Reduction Act notice:

Submission of this form is voluntary. The purpose of this collection is to capture passenger enplanement data to be used to allocate Federal funds to eligble airports. The public reporting burden for this collection of information is estimated to average 1 hour and 30 minutes per response.

The form requests me to enter the names, states, airports, and airport identifiers for all airports where I picked up passengers for on demand commercial operations. For each airport listed, I need to provide a count of the passengers I picked up.

To gather this information, I’ll need to go through my aircraft logs for 2007 and look at each flight conducted. If it was a revenue flight, I need to note where I picked up the passengers and how many passengers I picked up. I then need to tally these for each airport and summarize it on the form. Ninety minutes sounds about right for this chore.

Although this task is voluntary — frankly, I don’t think I bothered last year — I’m looking forward to doing it this year. It might be the bean counter in me — once an accountant, always an accountant. But there are two good reasons why it interests me more this year:

  • A line-by-line review of my log books helps me to remember individual flights. I’m in the process of drawing together material for a book about my flight experiences and I’m sure I’ll be reminded of a few flights that are interesting enough to write about.
  • I’m curious to learn which airports I did the most business at last year. I’m pretty damn sure it wasn’t Wickenburg. Hell, I picked up more passengers in Buckeye in one day than I did during a whole year at Wickenburg.

Not Wickenburg? you may ask. How can that be? Aren’t you based there?

Yes, I’m based at Wickenburg. But sadly, very little of my business originates here. The vast majority of my revenue comes from flights out of Deer Valley, Scottsdale, and Sky Harbor, with the big revenue charters originating in places like Page and Yuma. Try as I might to market my services here in Wickenburg, the population simply isn’t interested. I’m probably too costly for most of the fixed income folks who live here, while the folks who don’t worry about money would prefer a pickup from a turbine helicopter based in Scottsdale. (How’s that for ironic?)

I’ve actually gotten to the point where I don’t bother marketing much in Wickenburg anymore. Sure, my original tri-fold brochure is still out there. Why not? I have about 10,000 copies of it left. It emphasized my Wickenburg tours and, when I realized that my market was in the Phoenix area, I had it redesigned to emphasize tours from there. The leftover copies of the original are in my hangar, slowly making their way out into brochure racks around town.

And this year, I pulled the plug on my local Yellow Pages ad.

I’m even in the process of turning off my local phone number, preferring my cell phone for all communications with current and future clients.

Hermosa RanchIt’s odd, in a way. I’m the only aircraft charter operator based in Wickenburg. The town has a very nice little airport that recently got a bunch of funding from the Federal Government that added 1000 feet to its runway. But when finally given the opportunity to set up an office on airport property, I turned it down. I, like many other business owners (or potential business owners) here, have learned that dealing with the Town can be a nightmare of bullshit politics conducted by men who get their kicks controlling this insignificant corner of the world. They have no regard for the future of the airport — a fact they’ve made clear by allowing housing on three of the airport’s four sides, including less than 4000 feet from the approach end of Runway 23. Why would anyone in their right mind put up a building or hangar or anything else at an airport that’s likely to be closed in 10 or 15 years due to residential encroachment and the accompanying complaints? Or, for that matter, sign a land lease agreement that can be cancelled at any time on the whim of the Mayor or a Council member?

So my business languishing, as far as Wickenburg is concerned, but doing quite well everywhere else. And that’s unfortunate for Wickenburg. Not only is the Town losing out on sales tax revenue generated by my scenic tours, but FAA Form 1800-31 will not indicate Wickenburg as one of my major operating airports.

And if the only charter operator based in Wickenburg has more passenger operations at other airports, then how many passenger operations will be recorded for Wickenburg’s final tally? And how will that affect future airport funding?

I’m learning not to care.

Flying in the Phoenix Area During the Super Bowl?

Not likely.

Here’s the TFR graphic for the Super Bowl. As you can see, Wickenburg (E25 in the northwest) is one of the few airports outside the forbidden circle that marks a 30-mile radius from the stadium in Glendale.

Super Bowl TFR

I just spoke to my FAA guy in Scottsdale and received confirmation that the only flights allowed within the circle after noon on game day will be police and security aircraft. Glendale Airport will be closed to all traffic. And they’ll definitely be writing up violations for the folks who bust that circle.

What does this mean? Well, it means that although I can fly all day out of Wickenburg if I stay to the north and west, I’m certainly not going to be ferrying folks around Phoenix. This is a good thing — I was really starting to get worried about dealing with security anyway.

It’ll be interesting to see how many F-16s get scrambled to chase down Cessnas that day.

I have a great gig lined up the day before in Parker, AZ. Maybe I’ll just spend an extra day there.

Waiver Flight

I do my first flight with a TSA Waiver.

On Saturday evening, I did my first photo flight that required a TSA waiver.

As most pilots should know, there is a temporary flight restriction (TFR) over certain sporting events. I can’t remember the specifics, but college football games definitely fall into the category.

I’d been contacted by a photographer from Minnesota who needed to take some aerial photos of the December 1 football game at Sun Devils Stadium in Tempe, home of ASU. The flight required a waiver from the TSA to enter the airspace.

Getting the Waiver

Getting the waiver isn’t difficult, but it does require some effort and a lot of patience. Start by going to the TSA/FAA Waiver and Authorization page on the TSA Web site. You’ll register as a user and log in. You’ll then have to provide information about the event and why you want a waiver. Be prepared to enter information about the pilot and all passengers, including pilot certificate numbers and social security numbers. Click the button to submit the information.

You’ll see a page telling you that you need to fax TSA an authorization letter. This is a letter from the folks that manage the venue that says they know you’re coming and have given you permission to operate. TSA will not grant a waiver without this so don’t skip this step.

Now wait while the TSA does all their background checks.

A few days — and I do mean few — before the event, you’ll get a fax or e-mail with the waiver document. It includes an authorization number and a bunch of other info about the waiver.

You’re Not Done Yet

If you’re a trusting soul, you might believe you’re all done and clear to enter the airspace. Not so fast! As my client warned me, local air traffic control sometimes has no idea that you got a waiver.

On the day of the event, start by calling the Flight Service Station at 800-WX-BRIEF. Talk to a briefer. Tell him your name and N-Number and let him know about your operation. Give him any info he wants. He might not want any, but it’s important to get this call on record.

Next, call the tower for the controlling airspace. In my situation, Sun Devils Stadium is within the Phoenix Class Bravo airspace, so I called Phoenix tower. Well, I didn’t at first — the phone number doesn’t seem to be listed anywhere. So I called Sky Harbor Airport and talked to someone in “Air Side Operations.” He called the tower and called me back with a fax and phone number. I faxed the waiver (twice, by accident; don’t ask), then followed up with a phone call. I told the controller what I was planning: several flights in the vicinity of the stadium before and during the game.

“You know the stadium is on the approach path for runways 25, right?” the controller said.

“Yes,” I replied (see image below).

“If you’re too close, we might have to ask you to move to the south when a plane is coming in.”

I assured her that I was prepared to do anything they needed me to do.

Sun Devils Stadium

As shown here in this GoogleMaps image, Sun Devils Stadium is on the approach to the south side of Sky Harbor International Airport.

Finally, remember to bring a copy of the waiver with you, just in case someone asks to see it. You’re required to have it with you during the flight.

Dodging Jets

My Saturday flight was delayed until the absolute last minute. The weather all day was rainy and windy, with low clouds and bad flying conditions. My client had flown in from Minnesota that morning. He called several times throughout the day. Finally, at 4 PM, he gave me the green light. He wanted me at Sky Harbor in time for sunset.

By that time, the weather in Wickenburg was much improved, with blue skies to the west and overhead. Mike and I headed out at top speed, racing with the sun. We landed at Cutter. Mike got out and took the front passenger door off and went into the FBO with it. He returned moments later with my client. To save time, I didn’t even shut down.

After a quick safety briefing — the guy has probably been in more types of helicopters than I have — we took off to the stadium. I reminded the tower that I had a waiver. I was told to proceed east, remaining south of the runways and to let them know when I was ready to turn north and get on station.

The sun had just set behind a partly cloudy western horizon when we were ready to get into position. It was 5:30. The game was scheduled to start at 6 PM. The stadium was half-full and both teams were warming up on the field.

That’s when the fun began. I was literally right in the path of landing aircraft, including some heavy metal. Since I was just below the altitude of approaching aircraft, wake turbulence was a real issue. Every few minutes, the tower and I would have an exchange like this:

“Helicopter Zero-Mike-Lima, traffic three miles to the east is an Airbus heavy landing at the south complex.”

I’d look and see landing lights coming right at me. “Zero-Mike-Lima has the traffic in sight.”

“Helicopter Zero-Mike-Lima, retain visual separation from the traffic. Caution wake turbulence.”

“Zero-Mike-Lima.”

Depending on where we were, and how close the plane was, I’d react. Either I’d continue on a slow pass along the east side of the stadium, 600-800 feet up or I’d break off the pass, dropping altitude to gain speed and move to the south. After moving out of the way, I’d maneuver slowly out there until the landing plane was abeam the stadium, then zip back in for another pass.

When I say this happened about 20 times during 2 separate 20-minute flights, I’m not exaggerating. I was the fly dodging the big metal fly swatters. At night.

(In all honesty, it’s a lot easier to see other traffic at night because of their landing lights. It’s just not always easy to judge distances.)

My client was extremely understanding and patient. He was familiar with the danger of wake turbulence. I’d been warned about it by my first flight instructor and that was as much as I wanted to know about it. I never wanted to experience it firsthand. So I was careful and we didn’t get into any.

At one point, the tower asked how much longer we’d be. My client held up a hand with five fingers. “Five minutes,” I reported. I soon realized why he was asking. The planes started coming continuously, giving us few chances for additional passes.

Finally, after one good slow pass, my client announced he was done.

The tower was just telling a Boeing 737 on final where we were. When he told us about the Boeing, I was already on my way back. I asked permission to land and was cleared, told to stay south of the runway. The Boeing passed us on the ground just as I started my descent over the FedEx ramp.

My client left me and Mike returned with the door. We flew back to Wickenburg in the darkness, not seeing stars in the clear night sky until we were well past the bright lights of Phoenix.

Clean Up Patrol

I clear out my old office.

I”ve owned a condo in Wickenburg for the past eight or so years. It was the first non-stock investment I made when I started making decent money. I figured that real estate is always a good investment, and it would be nice to have a property that someone else paid for. So I bought the condo — which had been previously occupied by a single renter for 11 years — and put it up for rent.

The condo isn’t anything special. It’s two bedrooms, one bath, with a kitchen that’s separated from the living room by a breakfast bar. Total square feet is about 900. The big living room window faces out to the parking lot, a park where there are ball fields and the town pool, and the mountains. The bedroom windows face out on another parking lot and route 93, which is the main thoroughfare between Phoenix and Las Vegas for cars and trucks. The condo property includes a well-maintained swimming pool, a not-so-well-maintained spa, and mailboxes. (A big deal in a town that’s only had mail delivery for about 15 years. The place is a short walk to a supermarket and other shopping and is well within walking distance to two schools.

I put it up for rent within a month of closing on it and had a tenant within a month. Thus began my long career as a landlord.

Being a Landlord Sucks

Being a landlord is not a job for the faint of heart. Although most tenants show at least some level of responsibility, there are always a few in the crowd who will treat your property like it belongs to their worse enemy. Some tenants go out of their way to find things to complain about — one family complained so many times about how the shower door didn’t roll properly that Mike and I went to the apartment, removed the shower door, and replaced it with a curtain. (Let’s see you have problems with that.) And did I mention that the average tenant isn’t interested in living in the same place for 11 years? I witnessed a parade of four tenants in less than five years, with lots of cleaning and painting and empty unit time between them. Anyone who thinks being a landlord manager is an easy way to make a living is fooling himself. It’s a pain in the ass.

To make matters worse, I had another good year and bought another property. That one was a 3-lot parcel with a 4-unit studio apartment building and two bedroom, two bath house on it. What the hell was I thinking? I multiplied my single unit landlord headaches by five. Now there was always an empty unit somewhere, a unit to clean, a tenant complaint to deal with, an apartment to advertise and show.

I won’t go into the gory details. I’ll just say that after trying a rental agent (who took a fully-occupied property and had it down to just one tenant in four months) and letting Mike manage the place for a short while, I got smart and sold the larger of the two properties, leaving me with the condo.

In the meantime, the condo’s last tenants, a young married couple with a baby, terminated their lease early and disappeared. But not before they completely trashed the carpet, doing what would turn out to be $1,600 in damage.

I’d had enough. I was sick of being a landlord. I decided to take the apartment off the market and move my office into it.

An Office in Town

Having an office outside my home for the first time in about 12 years was a treat. My work wasn’t in my face all the time. I didn’t drift from the kitchen to my office and get caught up reading e-mail or working through edits. I went to work in the morning, worked until I felt done for the day, and went home to a life. Mike, who was working from home at the time, did the same. I took the condo’s living room, so I could look out over the mountains, and Mike took the larger of the two bedrooms. The place had everything we needed to be comfortable — full kitchen with dishwasher, bathroom, and access to high-speed Internet. (For about a year, MIke had wireless access that we think he picked up from the local Radio Shack. Ah, the days of unsecured wireless networks.)

The really good part about all this is that we reclaimed both of the bedrooms we’d been using as offices at home. Mike’s old office became the full-time guest room, with all the furniture you’d expect to find in a bedroom. My old office became the “library,” with all of our non-work related books, a desk, framed maps, and a futon for overflow guests. We usually kept the guest room closed off in the summer and winter so we didn’t have to air condition or heat it.

Of course, there were some drawbacks to the office situation. First of all, my office was about 6 miles away, which meant that if I needed something there, I was taking a drive. I had everything there except my 12″ PowerBook, so I dealt with all work-related matters there. For a while, we didn’t even have Internet access at home, since we didn’t “need” it. (It didn’t take long for that to change.)

But the worst part of the situation was when I got calls in the middle of the day for a helicopter flight. The airport is on the opposite end of town. So if I got a call for a flight that day, I’d have to pretty much drop everything I was doing, lock up the office, hop in my vehicle, drive home to put on some more appropriate clothing, and drive to the airport to preflight the helicopter and pull it out. That took a minimum of an hour. When the flight was over, I’d do the same thing in reverse. By the time I got back to my office, my concentration was gone and I wasn’t usually able to get back to writing. Sometimes, the whole day would be shot to hell for a 25-minute tour around Wickenburg that put just $195 in the bank — that’s gross, not net.

When space opened up at the airport for an office, I tried to get it. The Town of Wickenburg’s Airport Manager jerked me around to no end. (If you think coming to Wickenburg to start a business is easy, think again. It seems that the town management isn’t happy unless they present at least a dozen hoops for a new business owner to jump through. The smart ones take their plans elsewhere. I’ve spoken to three different people who were interested in bringing medium sized businesses to Wickenburg, and all three said they’d built their businesses elsewhere after dealing with the town.) It took over a year, intervention from the FAA, an RFP process, and the threat of a discrimination case to get a contract. Now I’m wondering whether I want the Town of Wickenburg for a landlord. Like the smart folks who give up when they see the hoops, I don’t think I do.

So I moved my office back home.

There’s No Place Like Home

The move wasn’t easy, but we were smart enough to do it in the winter months, when it was comfortably cool during the day. We gave away a lot of furniture so we could fit my desk and the things I needed back in the library. All the books went back upstairs, into some built-in shelves, so my work books — including the ones I’ve written — could go in my office. Mike, who now has much less need for space, took the library’s desk upstairs and set that up by one of the big windows with the good views. We put his old desk in my hangar, so I had more space there to do my FAA-required paperwork. (My old desk there had gone up to Howard Mesa months before.)

So now I live with my work again and, frankly, I don’t mind one bit.

I had a book to write, so I got right down to work before everything in the condo had been moved. It I was more ambitious about it, I would have cleared the place out right away, had it thoroughly cleaned, and put it back up for rent. But I dreaded the thought of dealing with all the accumulated paper — including boxes I’d packed in our first Wickenburg home (an apartment on Palm Drive) and ones I’d packed back in New Jersey ten years ago. So I just moved everything aside to give the carpet folks room to lay the new carpet, turned the heat pump off, and locked the place up.

Now I’m Cleaning Up

Months passed. And I finally did something radical to get me to clean up: I hired a professional cleaner. And I told her to come next Wednesday, when I’ll be away in California.

Of course, I don’t expect her to go through all my crap and box it up for my office or storage. That’s something only I can do.

I put it off as long as I could. Yesterday, I had a dawn photo flight here in Wickenburg and a lunch meeting with one of the companies I advertise with. A good day to work on my old office, I reasoned. Lunch would make a good mid-day break. I’d put in 6 hours or so and be done.

Wrong! Although lunch was a good break, I didn’t come close to finishing. I worked in the condo from about 8:30 AM to 11 AM, did some errands, went for lunch, and got back to work at 1 PM. Then I spent the next 3-1/2 hours going at it.

I threw away 7 tall kitchen bags — you know, the 13-gallon size? — full of junk, including stuff I’d saved for more than 15 years. I got rid of all the Apple promotional and developer disks I’d accumulated from 1992 through 2001. I got rid of old software and manuals. I got rid of magazines — about 40 issues of MacAddict that were still in their original wrappers. I got rid of loose receipts, bills, and bank statements. I was ruthless. My hands got filthy — I washed them at least once an hour. My feet got sore from walking barefoot on the cheap carpet I’d had installed in the place.

I filled six file boxes with stuff I wanted to keep. I made piles of stuff to give away — some stuff for the cleaner, miscellaneous paper items for my neighbor’s kids to do crafts, photo and negative holders for a photographer friend, empty CD-cases for the local print shop guy (who also uses Macs).

Later, at 4:15 PM, when Mike rolled up to help me take some of the boxes out, I was exhausted. We loaded most of the boxes into my Jeep and his car, dropped some of them off in storage, and brought the rest home.

But I’m not done.

I’m mostly done. I don’t think I’ll need more than another 4 or so hours. And frankly, I might take the lazy way out and just box up the stuff and stick it in storage without sorting through it. It’s a terrible, nasty job, but there’s only me to blame for it. I just keep too much crap.

So today, after getting a haircut at 8:30 AM, I’ll go back to work in the condo. I’ll get all the loose stuff gathered together, throw away some more junk, and stack up the boxes to go into storage.

Hell, at least I can turn on the air conditioner.