Tag Archives: UAVs

Snowbirding 2021: Drone Footage of Our Backwaters Camp

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A look at our camp from the air.

I took out my Mavic Pro a few days ago and shot some footage of our winter camp.

I actually shot this on two different days. The first day, I took it up to get a few shots of my friend Janet, who was fishing from her boat down the backwater channel we’re camped on. I then shot a video overflight ending at our camp.

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I shot the second half the next day. I wanted to circle the camp from the air, but I wanted it set up as we usually have it. The first day, my truck was parked inside the living area because we’d offload groceries and water jugs. In the second half of the video, my truck is parked where it belongs, on the other side of the boat ramp.

The light was definitely better the first day I shot. I should have just moved the damn truck and kept shooting. My bad.

Anyway, here’s the video; I posted it on the FlyingMAir YouTube channel. Read the video description to learn more about my music choice.

Snowbirding 2020 Postcards: Last Aerial Look at Camp

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I send the drone up for one last look at our camp in relation to surroundings.

Our camp, which was home to six people at its peak, is down to just three of us. Karen and Steve left a little over a week ago; they couldn’t seem to get work done with some much nature to distract them. (Steve loves to go fishing.) Janet left on Sunday morning to set up camp at Tyson Wells in Quartzsite, where she’ll be selling her artwork for the next three weeks. I moved Lily Rose, my mobile jewelry shop, over to my Tyson Wells spot yesterday afternoon. I toyed with moving T2, my camper, over there later in the day but decided I wanted one more night along the river. I admit that I was thinking a lot about Penny, who can be off-leash here. Once we get to Quartzsite, she’ll need to be tied up whenever we’re around other people. The Canadians, of course, are still here and will remain a few weeks after I’m gone.

After doing my last power walk along the levee road and driving down as far as what we call “Janet’s Camp” — maybe 6 miles south? — to see who was camping down along the way, I came back to my much smaller campsite community and sent up my drone for a few late afternoon shots. Here they are.

Campsite Looking West
Here’s a shot of my campsite looking west. In this shot, you can see my path to the levee road and the channel coming in from the river. You can also see the backwater channel on the other side of the road from our site and the island it makes. While everything looks pretty flat in this shot, I’m about 10 feet above the river/channel average level and another 5 to 10 feet below the level of the levee road.

Levee Road
Here’s a shot of the backwater channel south of ours, on the other side of the road with the southern tip of its island. I see here that the opening to the river is pretty much dried up. That huge sandbar would be covered with water when they release enough from Parker and Palo Verde Dams, but right now it looks as if you could walk right down it, wade across the channel, and step into California. The levee road runs in an arc from the right side of the shot to the center. To the end, it’s just 1/2 mile from our camp, making a nice, brisk one-mile round trip walk.

Two Channels
This shot is looking northeast from where the road from our camp makes the turn onto the levee road. You can see the narrow entrance to our backwater channel from the river on the left. Those folks camped on the left are only a few hundred yards from us by air but several miles away by road. The white van on the road belongs to Steve, who had come to go fishing with the Canadians; they’re on their way back here.

Our Camp
Here’s another look at our camp from the air, this time from the west. You can see the top of T2 (my truck camper); my truck is hidden by the tall bamboo. On the Canadian’s side of camp, you can see their fifth wheel and truck, as well as Steve’s van, which has just arrived. If you’ve got really sharp eyes, you can see Penny chasing the van.

I feel extremely lucky to have arrived at this camp shortly after the previous occupants left. This site is one of the best on the river and my personal favorite, mostly because of the long backwater channel for paddling — it goes two miles north, which is almost all the way to the freeway — the privacy, and the relative proximity to pavement (only three miles). I know for a fact that when I leave on Monday, my spot will be taken within two hours.

I’m sad to say goodbye to this camp, but it’s time to move on.

Snowbirding 2020 Postcards: Our River Campsite

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An aerial view of our campsite at the Colorado River backwaters.

I launched the drone early Thursday morning to capture some aerial views of our campsite. In hindsight, I realize I did it too early — the shadows were still long. But the wind had been blowing too hard to fly safely during the previous days and I didn’t know if it would kick up again. So I launched, grabbed a few photos, and landed. Here are two of them.

River Campsite
Here’s a view from the east and slightly south.

Janet and I are camped on the left. Steve, Karen, Jeff, and Theresa are camped on the right. There’s an access road between our two campsites because there’s a boat ramp there. The water has been too low to launch a boat of any real size so it’s only been used twice — both times by wildlife researchers — since we’ve been here. (I launched my little jet boat here two years ago.)

The body of water we’re on is one of the backwater channels that exist alongside the Colorado River in some places. I don’t know the story behind these areas. Were they cut to drain wetlands? Did they form naturally? Whatever the story, this particular backwater runs about two miles north of our position with various side channels. The only opening to the river is just west of us, although with the water so low, it’s impassible by even my kayak. You can see the Colorado River in the far left of this shot; everything in the top of this frame is in California. (We’re in Arizona.)

Top Down View
Here’s a look straight down at our setup.

If you think there are a lot of vehicles here for just six people, you’re right. On the left, you can see Janet’s trailer (“Joey”) sitting by itself. Below that in the frame is a lineup of my vehicles: my truck camper (“T2”) parked on its legs, my cargo trailer/workshop (“Lily Rose”), and my pickup truck. On the right, you can see Janet’s truck (“Blue’) and her workshop trailer (“the Vega”) parked at the top of the frame, closest to our camp. Below that in the frame is Jeff and Theresa’s truck and fifth wheel trailer. In the top right of the frame is Steve and Karen’s bumper pull trailer. In looking at this, I realize that Steve and Karen’s van is missing from this shot; one of them must have been out with it. If I’d taken the shot the day before, you would have seen their 10×10 work tent set up between the Vega and their trailer.

The campsite is fewer than 3 miles from the freeway, which I’m thrilled about. We usually camp at least 7 miles away and the gravel road we drive to get back and forth into town is a jarring ride that beats the crap out of my truck’s tires and shocks. This site is off that main gravel road, although it’s close to the levee access road. Fortunately, we’re sunk down off of the levee road to nearly the high water mark, surrounded by bushes and long stands of bamboo. We have plenty of privacy and the vegetation prevents dust from getting down into our site.

This campsite is completely off-the-grid. There are no hookups or other facilities so you have to bring in everything you need: power, water, propane, and toilet. My rig has 2 12-volt RV batteries and a total of 360 watts of solar power to keep them charged. It holds 30 gallons of fresh water, but I also have 2 7-gallon jugs to fetch more. I have 2 5-gallon propane tanks that provide heat and hot water and keep my refrigerator running. Over the years, I’ve learned how to minimize toilet usage so the 30-gallon waste tank lasts two weeks without stinking. We do have cell phone service, but it’s weak — usually 1 or 2 out of 4 bars on my phone. If I hold my phone just right, I can get on the Internet.

For the most part, my companions are fine to camp with, although the newcomers, who don’t have solar panels on their rig, tend to run their loud generator a bit too often and long for my taste. (If you’re going to camp off the grid for any length of time, you need solar panels to keep your batteries charged. Running a generator for hours on end is simply inconsiderate to the people around you who don’t come out here to listen to your cheap generator because you don’t know how to conserve power.) We occasionally get together as a group for dinner or a campfire, but more often, Janet and I do our thing independently of the others. She and I are both getting work done here — she’s an artist and I’m making jewelry — but also finding time to fish, go out in our little boats, or go into town to shop or take care of errands like fetching water or propane.

We’ll be here for about two weeks — which is the limit for BLM land. Steve and Karen will pull out Saturday and Janet will do some traveling without her rig for the holidays. She’ll get back for a few days and then we’ll pack up and move out to our next destination at the first two Tyson Wells shows in Quartzsite about 25 miles away.

This is my fifth (I believe) December camping out in this area with my friends. I first did it with my big fifth wheel (“the Mobile Mansion”) and then, when I sold that, continued doing it with the two truck campers I owned (“the Turtleback” and “T2”). I have to say that despite the few shortcomings in comfort, I really do love coming here and I look forward to it every year.

Drones and Helicopters

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A short, engaging video from the UK CAA for drone pilots.

This morning, one of my Twitter pilot friends in the UK shared a one-minute video from the UK CAA that quickly and effectively told drone pilots to be look and listen for helicopters that might be flying at their altitude. Remember drone pilots are supposed to stay under 400 feet altitude (in both the UK and the US) and helicopters have no minimum altitude (at least not in the US). That means we share that space. Of course, if drones illegally (or with a waiver) fly higher, that’s even more space that we share.

I watched the video. It was excellent. A link in the tweet pointed to the “full version” and I clicked it. It’s only 3 minutes long and has the same basic message but includes some interesting B-roll footage of an EMS helicopter and operations. Something to keep watchers engaged while the message is shared. Here it is:

Again, I know this is a UK CAA production, but it applies in the US, too. And likely many other countries that have drone/UAV regulations.

When I retweeted this with a mention the FAA’s Twitter account, the FAA — to my surprise — immediately responded to a link to their YouTube playlist:

I took a look. What I found didn’t surprise me at all. It was the same dull FAA content I’ve been looking at for the past 20 years. Short slideshows that look like they were produced with PowerPoint 95, narrated with a boring authoritative voice. Screen captures of 30+ minute long webinars featuring a tiny talking head and the same dull slide shows. This is the FAA’s idea of continuing education: producing content that no one wants to watch.

See for yourself. Watch the video I embedded above. Then try to watch a few that the FAA linked to. Do you see the difference? I do.

When I critiqued the FAA on Twitter, they responded with this:

I looked at a few of these videos. Some of them are indeed better. One or two are actually pretty good.

Of course, leave it to the FAA to try to enlist me as a volunteer to help them. They have a lot of nerve. Their often absurd rules cost me money that lines the pockets of other businesses without increasing safety. The requirement for VFR-only aircraft to spend $10K to $20K to install a completely useless radar altimeter is one example. The requirement to have a mechanic remove and reinstall my doors when I need them off is another. But now I’m getting way off topic. And angry.

My point is, the UK CAA put together a short, interesting, and informative video (embedded above). We need more of that and we need the FAA — with or without industry partners — to step up to the plate and provide it.

Self-Publishing a Paperback with Amazon KDP

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Easy enough, but not ideal.

Part 107 Explained
Want to become a commercial drone pilot? Start by learning all about the FAA’s Part 107. This book will help. Buy the ebook edition on Amazon or from Apple. Or buy the paperback edition on Amazon.

Back in April, I wrote and published a short guide to FAR Part 107, which are the regulations governing commercial small UAS (drone) pilot operations. In the U.S., a pilot who wants to fly a drone for hire must get some training on these rules and then prove they know them by taking a test. If you’re not already a pilot, there’s additional certification and training that must be done. The FAA has recognized that a small UAS is an aircraft and must be regulated as such. As a helicopter pilot sharing airspace with drone pilots, I’m pretty happy about that, although I’m not happy about the folks who operate with little or no regard for the rules.

In preparing for the test and later answering people’s questions about the regulations, I looked for a guide that explained everything in plain English. When I couldn’t find one, I wrote one. It was my first book project in about four years and it wasn’t very tough for me. When it came time to publish it, I did it the easy way: I created ebook files in the correct formats and published them in the Apple bookstore and on Amazon.com.

Understand that I’m a big proponent of ebooks and very rarely buy printed books anymore. It’s a lot more convenient for me to read on my iPad and I get the added benefit of taking as many books as I want with me on trips without adding any weight to my luggage. I assumed that the folks who wanted a book like this would be on the same page as me.

But apparently that isn’t so. Lots of people seem to really like printed books, even for something as short as this one.

I normally use a print on demand publisher for my paperback book publishing needs: Lightning Source. They are affiliated with Ingram, so any book I publish using their service is automatically listed in Books in Print and appears in bookstore book catalogs, including Amazon and Barnes and Noble. The service isn’t difficult to use if you have the ability to create a PDF in the correct format. I usually write my books in InDesign, which can spit out documents in the formats I need. I fill out a few online forms, I upload the content and cover files, I pay a nominal fee, and I wait. The books are usually available within a week or so.

But yesterday, while checking the sales for the Part 107 book on Amazon, I saw a link for creating a paperback using Kindle Direct Publishing (KDP). I did some research on how it worked, what it cost, and how royalties were calculated. It seemed straightforward enough so I thought I’d give it a try. I figured that if I didn’t like the results, I could cancel publication and get the paperback printed through Lightning Source.

I spent about five hours yesterday prepping the manuscript for print publication. The trouble was, the manuscript I’d published as an ebook was absolutely filled with links to references on the web and cross-references to book content. In the ebook, you could tap a link to go right to that source — another benefit of ebooks over printed books. I had to manually convert all of the references to URLs in footnotes or page references in parentheses. I also had to remove all of the URL formatting that had been applied to link text. And because many of the URLs were really long, I had to use a URL shortener — I prefer bit.ly — to give each link a short, custom URL.

When I was done, I tried creating a PDF but didn’t like the results. I was working with Microsoft Word 2011 — I never did go to the Office 365 suite — and it doesn’t offer many options for PDF files. And, for some reason, it was spitting out a separate PDF for each section of the document. (I used sections to add custom headers for each chapter of the book.)

Since the KDP system accepted Word documents, I uploaded in that format. I then spent another half hour recreating the book cover for print.

When I was all finished, I previewed the book. That’s when I discovered that KDP had changed pagination for some reason that wasn’t immediately apparent, thus making my table of contents incorrect. Great.

I was offered the option of downloading a “corrected” Word document, so I did. When I opened it up, I discovered that the “correction” included changing the margins for the document. I knew what they said the margins should be, but I thought that was a suggestion. Apparently, it was a requirement. So I opened my “uncorrected” file, changed the margins, updated the table of contents and cross-references page numbers, and made a few other minor tweaks. Then I saved the file, uploaded it again, and previewed the results. It was fine.

Ready for Publishing
Here’s the dialog that appeared when I clicked Publish.

I clicked the buttons that needed clicking and eventually saw a dialog box telling me that my paperback had been submitted. Although one message had told me it could take 72 hours, this one said 12 hours. Whoa.

I shut down my computer for the day and went about my business. It was only 3 PM. I think I spent a total of 6 or 7 hours on the conversion process.

This morning, a little black dog who will remain nameless in this discussion decided she needed to bark at the coyotes howling off in the distance at 3:15 AM. That was all I needed to wake me up.

I lay in bed for a while with my iPad, checking weather, doing a word puzzle I do every morning, and checking in on Twitter. Then I decided to check Amazon to see if my paperback book appeared. I was very surprised to see that it did.

Book Listing
Here’s my book, all ready for purchase. I think it might be #1 in New Release and #11 in in Books > Arts & Photography > Photography & Video > Aerial because I bought two copies this morning.

Of course, I bought two copies right away: one for me and one for my friend Jim, who got me into drones. The only way I’m going to see the book is by buying it. At least I earn royalties on the purchase.

I guess what blows me away is just how quickly the book was made available. When they said 12 hours, they weren’t kidding. I used standard Prime shipping; my book will arrive Monday because today is a holiday and they don’t deliver on weekends. Still, that means they’ll print and ship the book tomorrow.

If the book looks as good as the ones I get through Lightning Source, I might have a new provider for my limited audience paperbacks. Let’s face it: Amazon sells more books than anyone else. For a book that normally would not appear in a brick and mortar bookstore, there isn’t much of a reason to get it in that Ingram catalog. And although I need to run the numbers, I suspect I might actually make more money publishing through Amazon; I’ll have to do a cost analysis to see.

As for ease of publishing, well, if you don’t try to get fancy and you use the Word template Amazon provides, it’s pretty darn easy to publish a book. So easy that I’m thinking of doing it again this month. The only thing I miss is the flexibility of getting my manuscript just the way I like it. Maybe it’s time to fire up InDesign and use that to create PDFs that KDP can’t change.