Getting Mentioned in Print

Some tips from a brazen careerist.

From “How to get your blog (or yourself) mentioned in print” on Brazen Careerist:

One of the mantras of the online marketing world is that if you want to get something noticed, you need an offline and an online marketing plan. Because each type of marketing is more powerful when used with the other type.

Bloggers are generous with advice about how to get mentioned on blogs, but what about the other way around? How do individuals — bloggers and nonbloggers — get mentioned in print?

Blogger Penelope Trunk’s article offers some tips for getting mentioned in print, some of which are remarkably easy.

Doing Gigs

It has its ups and downs.

By “gig,” I mean a helicopter rides job. You know — like at a carnival or air show.

At Robson's Mining WorldFlying M Air makes approximately 20% of its money doing helicopter rides at outdoor events. These events, which range from small-town celebrations (Robson’s Mining World (see photo), Yarnell Daze, Old Congress Days) to county fairs (Mohave County Fair) to full-blown air shows (Thunderbird Balloon Classic and Air Show) are probably the hardest work I have to do. Not only do I have to arrange the event with its management and ensure that I have a safe landing zone nearby, but I have to get together a ground crew of reliable, amiable people to handle money collection, passenger briefings, and loading/unloading. And then I have to do the ups and downs.

I’ve been fortunate in the past to find two good local teams to help out. Darlene and Dave live in Wickenburg and have helped out on two events so far. John and Lorna live in Maine but spend their winters here in Wickenburg and have helped out on winter events for the past two or three years. And of course, I always have Mike, who oversees the whole ground operation.

The ground crew is just about as important as the pilot in this kind of work. They need to be responsible, alert individuals who pay attention to what’s going on around them. We do “hot loading” at these events — that means the engine is running while people are getting on and off the helicopter. That means the rotors are spinning. While the main rotor isn’t much of a concern — it’s spinning 10-12 feet above the ground where it’s not likely to hit anyone walking nearby — the tail rotor is a major concern. It’s spinning back there at head level and even though there’s a guard and warning signs on the helicopter, it’s still possible for someone to walk into it. I need my ground crew to make sure no one walks behind the helicopter at any time. I want my ground crew to use physical force if necessary — grab the guy! — to keep a person from walking back there. Not everyone is prepared to do that.

(A side note here: one of the ways I help protect people from the tail rotor is to park with the tail rotor away from where people might be. In other words, I park facing the crowd. Then there’s no reason to go around the back of the helicopter. This may seem like common sense, but it’s amazing how few helicopter pilots don’t stick to this rule. They’ll park facing into the wind (because it’s easier for them) or park facing a runway (for reasons I don’t begin to understand). Having attended the Robinson Factory Safety Course twice, I clearly remember the story of a Long Beach mishap that occurred primarily because the pilot parked with his tail rotor facing his passengers. I’d rather learn from other people’s mistakes than my own.)

I also need a money person who is friendly and a good sales person. I once did a gig with a real wimp taking the money. She just stood there, waiting for people to come up. She spoke in a whisper and did nothing to convince the people who walked up to her table that what they really wanted that day was a helicopter ride. I think that if I had Darlene or Lorna at the table that weekend, I would have taken at least 30 more people for flights. That’s more money for the business and less time sitting on the ground, spinning, waiting for passengers.

The ups and downs are my part. I generally do 6-8 minute rides, but we’ve recently had some success with 3-4 minute rides. That’s a lot of takeoffs (ups) and landings (downs). The challenge here is that I’m usually working in a relatively small space and often have only one way in and out. Obstacles include other activities (I won’t fly over a fair or gathering of people), buildings, wires, fences, and trees. So every takeoff is a maximum performance takeoff and every landing is a confined space landing. And one of the two may be with a tailwind. While I don’t mind taking off with a tailwind (up to 10 knots seems to be okay, depending on my load), I don’t like landing with one. And cross-wind operations are always tricky, especially if the winds are gusting. My goal is to make it look easy no matter what the conditions are, to assure my passengers, through experience alone, that they are in good hands.

With all this comes huge responsibility. Not only do I need to make the ride fun for my passengers, but I need to make it safe. A mishap — even a small one — would be a very bad thing. I think of myself as an ambassador for the helicopter industry. What I do might be the only helicopter operation some of my passengers ever witness. I want them to tell others how good it was, how safe they felt, how much confidence they had in their pilot. And — oh, yes — how much they want to do it again.

I know it’s my experience at the Grand Canyon back in the summer of 2004 that made me pretty darn good at doing ups and downs. At the GC, we operated in very challenging conditions — high winds in the early season, hot temperatures in the mid season, and low visibility in the late season. Although we never operated in unsafe conditions, we certainly operated in many conditions that the average pilot would not normally fly in. The flying was highly restricted, requiring certain takeoff, flight, and landing paths. You couldn’t for example, change your approach to landing just because the wind had shifted; you needed to wait for the tower to change that path. And when you’re operating at high altitude (the airport was 6300 feet) with full loads (I often was within 100 pounds of max gross weight), you learn how to handle power and milk the system for what you need. My goal on every flight was to make every single landing perfect. Of course, I wasn’t able to do that, but by aiming for perfection every single time, I got very good at it. I took that experience away with me and use it on every flight I do.

Now compare this kind of work to a Sedona day trip, like the ones I do from Wickenburg and the Phoenix area. I meet the passengers myself, give them a safety briefing, and load them on the helicopter with the engine off. I then start up, warm up, and take off. The flight is about an hour and neither flying nor navigation require much skill. I point out places of interest and enjoy the scenery with my passengers. Then I land at the airport, cool down, shut down, and escort my passengers to the terminal for whatever activities they have planned. A few hours later, I do the same thing to return to our starting point. As far as real “work” is concerned, a charter has very little. And the revenue is based on flight time, so I’m guaranteed a certain amount of profit for each flight.

Gigs, on the other hand, have a ton of work and a very unreliable revenue stream. When things are going well, I can indeed make more per hour than I can with a charter. But I should, shouldn’t I? I have a lot more work to do (all those ups and downs!) and need to cover the expenses of my ground crew and the gig itself. And there’s always the gig that goes bad — like the Spring Break gig in Lake Havasu I tried two years ago. I took a bath on that gig, losing over $1,600 in ferry time, permits, fees, and hotel costs. Live and learn — but ouch! That one hurt.

But hey — that’s what I signed up for when I started this business. And I still get a lot of pleasure out of taking passengers for their very first helicopter rides.

How to Wash a Helicopter

It’s a dirty job, but someone has to do it.

I washed my helicopter today. It isn’t the first time I’ve done the job and it won’t be the last. I don’t like doing it — it rates right up there with washing Alex the Bird’s cage. But it has to be done periodically to keep it looking nice for the folks who spend big money to fly in it.

Take a moment to consider the task. The helicopter is about 32 feet long from the front of its cockpit to the end of its tail. (Or 38-1/2 feet, if you include the main rotor blades, lined up front and back.) It’s twelve feet tall, from the bottom of its skids to the main rotor hub. The surfaces are painted aluminum and Fiberglas and Plexiglas. Few of the surfaces are flat.

Over the past two years, I’ve developed a technique for washing the helicopter. I start by pulling it all the way out of my hangar so it’s parked in front, on its ground handling equipment. I get a bucket of warm (or hot) water from the airport terminal (I don’t have hot water in my hangar) and add some car wash liquid detergent. I like Rain Dance, but I had some other “spot-free” stuff that I used today. I make it all sudsy with the hose. Then, after making sure all the doors and vents are closed, I get down to business.

The first task is spraying down the tail section, from the end of the main part of the body to the tail rotor. I use a spray nozzle on a hose. Power washers are not allowed and some people think you shouldn’t use a hose spray nozzle either. My response: how are you supposed to rinse it off?

Once it’s wet, I start at the very end and work my way forward with a car wash sponge and the warm soapy water. It’s the kind of sponge that’s spongy on one side and a bit rougher on the other. I use the rough end on the leading edges of the horizontal and vertical stabilizers and the tail rotor blades to remove the dead bugs that have accumulated there. They usually come right off with a little elbow grease. I need to climb a ladder to get the top of the vertical stablizer. I use an 8-foot ladder that I keep in my hangar for preflighting the main rotor hub. While I’m doing this, I’m checking all the screws and rivets and the tail rotor’s pitch change links, looking for weird stuff that I might miss on a preflight.

Then I rinse where I washed and rewet the forward part of the tail cone. I do a lot of rinsing. Unfortunately, unless I wash the helicopter an hour or two before sunset, I have to wash it in the sun. The Arizona sun likes to dry things very quickly. That’s not a good thing, because the water has a lot of minerals in it and it tends to spot when it dries, no matter what kind of car wash detergent you’re using. So I keep it wet until I can get it out of the sun.

I continue washing and rinsing and checking screws and rivets, moving forward on either side of the tailcone until it’s all done. I make sure I wash off the strobe light and antennas back there, too. Then I move the helicopter back into the hangar a bit so the part I just washed and rinsed numerous times is now in the shade and the rest of the helicopter is still outside.

Now I’m up to what I call the R44 butt. It’s a panel that covers the rear end of the fan scroll at the back of the engine compartment. It gets coated with a white, kind of greasy film. Car wash soap cannot remove it. So I get out what I call R44 Butt Cleaner. It comes in an orange spray bottle. I spray it all over that panel, as well as at the bottom of the tailcone near it, which also gets that nasty film. I spray so everything’s coated. Then I get out a shop rag and wipe the film right off. This stuff works great and I’m thinking of repackaging it and selling it to R44 owners as a specialized R44 product at three times what I paid for it.

Although the panel is all shiny when I’m done, that’s not good enough. I want to wash off every trace of whatever that junk is. So I spray it down and continue with my wash, rinse, wash, rinse routine.

Next are the skid pants. That’s not what they’re really called, but it’s what I call them. The skids are the long black things that make contact with the ground when the helicopter isn’t flying. There are four legs that attach the rest of the helicopter to the two skids. Each leg has an aluminum fairing. That’s what I call skid pants. Their front, rounded sides get full of dried bugs, which I usually scrub off with warm soapy water and the rough side of the sponge. Today I used bug and tar remover with a brush.

I do the back end of the body next, along with the back windows. They’re “bubble” windows that kind of bulge out so passengers can stick their heads out a bit and look in all directions. I use the soft side of the sponge; they don’t usually get very dirty.

Washing a HelicopterNext is the mast, which has a cowling over it. The front, rounded side of the cowling is completely covered with baked on, squished on bugs. It’s bad, mostly because it’s so darn high off the ground that I need a ladder to clean it so I only clean it when I wash the whole helicopter. I used bug and tar remover with a brush on it today. Not a good solution, but it did work. I have to move the ladder and climb up either side of the helicopter to wash it all properly. Then it’s rinse, rinse, rinse and move the whole thing back a bit more into the hangar.

The front bubble comes next. It’s usually pretty clean — after all, it is the window I look through when I fly, so I wash it before just about every flight. The area under it — including the painted area around the landing lights — is another story. The bugs are really stuck there. On a whim, I decided to try the R44 Butt Cleaner. Would you believe it worked? No scrubbing required, either. Of course, I still had to wash that junk off, so I did double duty. But it is the cleanest it’s been in a while.

After a good rinse, I move the whole helicopter back into the hangar and begin the drying cycle. I use towels. I have a bunch of towels that are pink because I consistently wash them with red shop rags. They’re my helicopter and car wash towels. I use them to dry the whole helicopter, from the bubble back. The tailcone is usually just about dry by the time I get back there, but I dry it with a wet towel anyway, just to prevent the spots from setting in.

No, I don’t wash the main rotor blades. They’re drooping about 11-1/2 feet off the ground and are very difficult to reach to wash properly. I’d have to climb to the second to the last step on the ladder, which I’d have to reposition four times for each blade. It’s a ton of work and I get very wet, with soapy water running down my arms as I reach up. And I simply can’t deal with the ladder thing.

It’s kind of funny, because I had a perfect technique for washing the blades on my old R22. Those blades weren’t nearly as high up. I’d drive to the airport in Mike’s pickup truck and back it up, perpendicular to the helicopter, aligned with the mast. Then I’d turn the blades so one of them was lined up right over the bed of the pickup. I’d climb up in the bed of the pickup with my bucket and sponge and wash the blade, top and bottom, scraping all the dead bugs off the leading edge. Then I’d climb down, spray the blade to rinse it, and rotate the blades a half turn so the other blade was over the bed of the truck and repeat the process. Another wash and rinse cycle and I was done. One time, I even waxed them.

Unfortunately, the R44 blades are so high off the ground that I’d need a ladder inside the bed of the pickup to use the same method. And that’s not something I’m ready to do. So they go unwashed until their 100 hour or annual inspection. The guys who do the maintenance wash and detail the whole helicopter for me, including the blades.

The was job takes a good hour. It goes faster with help — one person can rinse while the other washes and it gets done very quickly. Then it’s usually still wet when we dry it off.

If I have time and it isn’t too hot, I use some spray wax to finish it off. It’s sold as RV cleaner/wax and it does a nice job, as long as you use it in the shade. It dries too quickly in the sun. I don’t usually do the whole helicopter. It takes too long. Instead, I start with the painted surfaces in the front and work my way back. I usually run out of steam before I get to the tailcone.

I didn’t wax it today. I ran out of time and had to get it out on the ramp for a flight. It sure looked good out in the sun, all clean and shiny.

Although I don’t like to wash the helicopter — primarily because it’s so much work and I always wind up getting dirty and wet — I’m glad I do it. It gives me an opportunity to look over the entire ship closely. I once found a loose screw on the mast cowling and have never forgotten it. Now I check every screw, every rivet. There hasn’t been a loose screw since, but if there is, I’ll find it.

A Whinny in the Night…

…means there’s something wrong.

Horses are generally very quiet animals. They spend their lives eating, pooping, and sleeping. And they do it without vocalizations.

So when I woke last night at about 1:30 AM to the sound of a horse whinnying, I didn’t just roll over and go back to sleep.

Although Wickenburg has traditionally been a horse-property town, the new subdivisions going in all over town don’t allow horses. How could they, with lot sizes shrinking from over an acre per house (we have 2-1/2 acres) to 1/2 acre or less? Even the subdivisions with relatively large lots bordering open land — Saddle Ridge comes to mind — have prohibited horses. Many horse people are moving out of town and existing horse property is being bought by newcomers who don’t have horses. So while there used to be nine horses in our immediate area, there are now only five. And two of them are ours.

Jake and Cherokee at Howard MesaJake and Cherokee are a pair of Quarter Horses. Jake is a former ranch horse that was likely abused — or at least handled roughly — during his working life. He’s very hand shy — don’t try to pet his face! — and doesn’t like to be bothered on his free time. To him, that means any time there isn’t a halter on his face or a saddle on his back. But get him saddled up and he’ll do whatever you want. Jake’s about 25 years old now, which is getting up there in years for a horse. He’s sorrel (reddish brown) and has a swayback. He’s the alpha male in our little herd, bossing around his buddy and terrorizing any other horse we might put in with them.

Cherokee is a paint Quarter Horse. He’s a very pretty boy and he knows it. Previous owners spoiled him and neglected to train him properly, so when we got him, he was difficult to handle and rather “bratty.” Over time, I showed him who was boss. He still tries to get away with things — stopping for no reason on a trail, dancing around while being saddled, biting Jake’s back leg on a trail ride — so whoever rides him has to be on constant vigilance. We don’t put visitors on Cherokee’s back. Cherokee taught me how to fall off a horse — and it took me several lessons over that first year to get it right. I taught him that rabbits were nothing to be afraid of. He’s about 17 now and very fat because he manages to eat more than half the food when we feed the two horses together.

Anyone who thinks that horses are just big dumb animals have obviously not spent any time around horses. Each horse has its own personality and, once you get to know a horse, you can predict what he’ll do in any situation. Jake is all business. He’s calm and will never kick or bite anyone — including another horse — while under saddle. You could drive a freight train right by him while there’s a rider on his back and he’d probably stand his ground until the train was gone. He’s very standoffish when he’s not working. Cherokee is the complete opposite. He’s friendly and will often come up to the fence when another rider goes by, just to silently say hello. He’ll always come to the fence when our friend Pete comes by with his grandkids or when John and Lorna stop by. He knows they bring treats and he wants to get the carrot or apple they’ve got for him. He loves to be petted and brushed and talked to. But get a saddle on him and take him out on the trail and you never know what might spook him or how he’ll behave.

The two horses are buddies, although it wasn’t Jake’s idea. Jake seems to hate every horse while Cherokee seems to love every horse. So when we first put them together, Jake would chase Cherokee away from him and his food and Cherokee would keep coming back for more. He’d be bitten and kicked but he’d take it like a dope. In time, he wore Jake down and now Jake doesn’t chase him off so often. It’s like he’s given up because he knows how useless it is.

Of the two of them, Jake is more vocal. He whinnies around feeding time, when he sees one of us around the hay shed preparing the food. It’s like he’s nagging us. “Hurry up! I’m hungry.” It’s an impatient whinny. Although Cherokee’s life revolves around food, he’s quiet about it.

The only other time they’ll whinny is when they’re separated. Horses are herd animals. They like to be together. When one of them is taken out for a ride or to the vet without the other, the remaining horse whinnies. Sometimes they both whinny. But if the one taken out is with other horses, he’s okay and usually stays quiet.

Sometimes when you get a bunch of strange horses together — like when we go on a trail ride with the Wickenburg Horsemen’s Association — they’ll whinny at each other. But our boys don’t usually participate in that ritual. They’re generally very quiet.

So when I heard a whinny in the middle of the night, I knew something was up. And since only two houses in the neighborhood have horses, there was a good chance that the problem was in our corral.

Now a lot of people who don’t live in a warmer climate think that horses live in barns. In colder climates, they often do. But not in Arizona. Most of the horses that live in Arizona live outdoors year-round. Our boys have two corrals: a large acre+ enclosure down in the wash (a dry riverbed) that runs through our property and a smaller pen with a turnout halfway up the driveway to our house. They spend the day together down in the wash, unless heavy rain is possible (and the wash could run). They eat their morning meal of alfalfa and grass and stretch out on the sand in the late morning for a nap. They spend the afternoon nibbling on whatever grass is left or biting the seed pods off the mesquite trees around them or just standing around the water trough dozing. At around 6 PM, we move them to the upper corral, where each of them has his own enclosure. We separate them in this area so Jake has enough time to eat. He eats more slowly than Cherokee and if they were always together, Cherokee would always get at least 3/4 of the food. We feed them alfalfa and grass, as well as a concoction we call “bucket” that includes red beet pulp, grain, bran, and a bunch of other stuff to add nutrition and keep their digestive systems clear. Jake also gets a “senior” pelleted feed and pelletized alfalfa to help fatten him up. If we didn’t do this, his ribs would show all the time.

Although they’re in separate enclosures, the two enclosures are adjacent to each other. In fact, you have to walk through one of them to get to the gate of the other. So they’re together. They just can’t share their food.

The other day, Jake wasn’t feeling too well. He was lethargic in the morning and we thought he was sick. Possibly with colic, a digestive problem that kills horses. We got him to the vet and he was checked out. The doctor gave him a shot and he seemed okay.

So when I heard the second whinny in the middle of the night, I thought of Jake.

Mike was awake as I pulled on my sweatpants. I asked him to come with me. I told him I was afraid of what I might find. We got a flashlight and started down the driveway. I immediately saw Jake, standing in his part of the corral, looking up at as as we came down. He was fine.

But Cherokee was nowhere in sight and the gate to his part of the corral was wide open.

Remember what I said about separation? Cherokee had wandered off and Jake was missing him. Thus, the whinny.

Now there were only two places he would have gone by himself. The closest (but less likely) was the lower corral. We walked down there and peeked in. The gate was open and there was no food down there, so there was no reason he’d be hanging out. He wasn’t. But it made sense to check there first.

The more likely destination was our neighbor’s horses. Remember what I said about horses liking to be together? We crossed the wash to their corral while Jake whinnied again behind us. My flashlight picked up Cherokee’s brown and white coat immediately. But he was inside one of their spare corrals. And when we got there, we found the gate securely latched behind him. He gave us a typically dopey look as we put the lead rope around him and started walking home. Our neighbor’s dog barked like crazy. Jake whinnied. One of our neighbor’s horses whinnied. It was a heck of a racket at 2 AM.

We walked Cherokee up the driveway and put him back in his corral. We opened the gate between the two horses. We closed the outer gate and secured it with a chain. That chain had been bought years ago when Jake learned to open gates. It appeared that Cherokee had learned the same trick.

In the morning, our neighbor stopped by to tell us our horse was in his corral. It was still dark and he didn’t realize we’d already retrieved him. He said that he’d been wandering around their place at about 10:30 PM. They’d caught him and put him in the corral for safekeeping. I’d figured it had been something like that.

But what I still can’t figure out is why he left in the first place. It’s so unlike Cherokee to take a walk by himself. The last time he’d opened the gate, he’d just hung around near Jake until we found him.

Could it be that our fat little boy is growing up?

Flying M Air Video Podcast Now Online

It took me a while to figure it out.

Come Fly with UsI spent about 4 hours yesterday morning and another hour this morning publishing a video podcast for Flying M Air. Why so long? Because I couldn’t find a single how-to guide online to explain how to do it the way I wanted to get it done.

On Friday, I got back from a 3-1/2 day trip around the southwest with photographer Richard Noll. Rick and I took tons of pictures and video — much of which was from the air — of the places we visited. The goal of our trip was not only to perform a final check on travel, hotel, and tour arrangements for the Southwest Circle Helicopter Adventure, but to gather images I could use to market Flying M Air’s tours and excursions. I now have over 1,000 still images and 4+ hours of video to go through.

iMovie HD 6 and iDVD 6: Visual QuickStart GuideI spent some time early Saturday morning with iMovie and Jeff Carlson‘s excellent book, iMovie HD 6 and iDVD 6: Visual QuickStart Guide. The book has everything you need to know to create a great looking movie in iMovie HD, from choosing a video camera to building the movie with titles, transitions, and effects. It then goes on to discuss IDVD (which I’m not ready for yet). I learned a lot of things, including that I can reverse and slow down video clips — two effects I’ll need for my final project: a 20-minute promotional DVD.

Yesterday’s starter project was to build a slide show of images taken in the Phoenix area. The slide show would make good use of the Ken Burns effect to add motion to still images. I’d also included opening and closing titles, transitions, and music. It was a very simple project, and with Jeff’s guidance, I was able to knock it off in about an hour with about 15 slides. The final video is about 2-1/2 minutes long.

Although Jeff’s book discusses publishing a video podcast with iMovie and iWeb, I was not interested in using iWeb. It might be a great tool for Web publishing newbies, but it lacks the control features I need. (This might sound strange, but the software is so easy that it’s hard for an experienced user to use.) I wanted to publish a video podcast of this and future Flying M Air movies right on the blog-based Flying M Air Web site. This way, the videos would be available immediately to site visitors as well as by podcast to subscribers. I knew this was possible, but I couldn’t find any clear guidance on things like format (Was the export to iPod format the right one?), linking (Was it as easy as just including a link to the file?), and server settings (Did I have to modify .htaccess?).

Phoenix Tour ThumbnailI got the answers to all of these questions through Web research and trial-and-error. I got it working at about 5:30 AM this morning and was pleased to see the new podcast file being downloaded into iTunes. I then spent another hour tweaking the settings for Flying M Air’s WordPress theme files so instructions would appear onscreen when a site visitor checked the contents of the new Video & Slide Shows category.

Interested in seeing my first effort? You can download the m4v file (which can be viewed in iTunes or QuickTime) or subscribe to the podcast.

And if you’d like to read a how-to article that provides step-by-step instructions for publishing an iMovie project as a podcast with WordPress (rather than iWeb), keep checking in. I’ll write it up today, but Informit.com has first dibs. After all, I do like to be paid for my work.

Technorati Tags: , , , , , , , ,