Grounded at the Grand Canyon

Weather. Again.

This week, I’m on a Southwest Circle Helicopter Adventure with two very nice folks from California. Although this helicopter excursion normally runs 6 days and 5 nights, these folks expanded the trip to add 2 more days at Lake Powell.

The weather was an issue from Day 1, when we departed Phoenix Deer Valley Airport and headed north to Sedona. Although the forecast didn’t seem out of the ordinary — mild temperatures, light winds, clear skies — an odd white haze had settled over the Phoenix area, making visibility poor. It was like flying in Los Angeles. Ick.

Oak Creek VillageSo instead of giving my guests their Phoenix Tour and heading up the Verde River on Day 1, we took a shorter route to Sedona that overflew Lake Pleasant and stayed within several miles of the I-17 corridor. I figured I’d save the scenic flight for when visibility was better. I also expected visibility to be better in the Sedona area and was very surprised that it was not.

Of course, I watch the weather closely on these trips. Heck, I seldom go for more than a few hours without checking the forecast for the next three days and destinations. That’s how I knew the wind would kick up at the Grand Canyon for Day 2 and likely keep blowing through Day 3.

White Haze on Coconino PlateauThe flight to the Grand Canyon on Day 2 wasn’t anything special — except for that white haze that persisted, even up on the Coconino Plateau. Very odd for Arizona. It wasn’t blowing dust, either — the wind wasn’t strong enough for that. Just an ugly haze.

We got to the Grand Canyon in time for my guests’ helicopter tour with Maverick Helicopters. We then piled into my redneck truck, which lives at the Grand Canyon during the winter months, and went into the park. I set my guests free to enjoy their day at the South Rim and did my job: getting their luggage into their rooms. Then I relaxed in my own room. I’d been at the Grand Canyon so many times when the weather was so much better. I was tired and thought I’d take it easy for the rest of the day.

Of course, I still watched the weather. I wasn’t happy about what I saw for Day 3. Winds 25 gusting as high as 41 would make for a rough flight out of the area. And then there was the 90% chance of precipitation with 100% sky cover. The forecasters said to expect snow flurries with accumulations under 1 inch. This was a far call from the blizzard I’d experienced at Bryce Canyon the month before, so the snow didn’t worry me much. It was the cloud cover. I knew how low clouds could get at Grand Canyon Airport. If they came too low for a safe, VFR departure, we’d be stuck.

One of the drawbacks to scheduling a Southwest Circle excursion is that everything needs to be booked and paid for in advance. Last minute cancellations are not only costly, but they cause nightmares in merely making changes. For example, if we missed a Monument Valley date, we would likely not be able to stay there the next night — the place is booked months in advance. My guests were scheduled to take an Antelope Canyon Tour on Day 3 and a Lake Powell boat ride to Rainbow Bridge on Day 4. Although Antelope Canyon could likely be rescheduled, the boat trip could not. So weather delays cause nightmares for me during a trip. It’s for that reason that I usually can’t relax until we reach Monument Valley, normally on Day 4.

Grand Canyon DawnDay 3 dawned gray but with plenty of visibility. I even got out and snapped a few photos when the sun poked through some clouds and illuminated one of the rock formations in the canyon near Bright Angel Lodge, where we were staying. I grabbed some coffee, went back to my room, and checked e-mail. An hour later, I peeked out the window and saw that it was snowing.

It was 7 AM. We were scheduled to leave at 9 AM.

Over the next hour, visibility dropped to near zero and the snow came down hard and fast.

After dealing with an almost flat tire on my redneck truck, I called my guests and told them we’d be delaying departure. I got their room checkout time extended to noon.

By 9 AM, it was pretty obvious that we weren’t going anywhere anytime soon. I shot this video outside the Bright Angel Lodge, right on the rim of the canyon. (I added the voiceover later that night.) Trouble was, I couldn’t extend our stay at the Canyon and I had all those other activities scheduled.

My Redneck Truck, with SnowI felt bad for my guests. They’d spent a lot of money on this trip and now they were stuck at a scenic place with no scenery and no helicopter flight to get them to their next destination. So I became their driver for the day. After realizing that the truck was not likely to make it to Desert View (on the east end of the park) before the roads were cleared, we stopped at the Visitor Center and the Geology Museum before heading into Tusayan (the tourist town outside the park) for lunch. The plan was for them to see the IMAX movie across the street next.

By 1 PM, the weather seemed to be clearing out. As we ate lunch at a “steakhouse,” I came up with a plan. While they were watching the movie, I’d prep the helicopter for departure. If the visibility held, we could escape to the east and arrive in Page before dark. (I’d already rescheduled their Antelope Canyon tour for Day 5.)

Icy-covered HelicopterBut that plan failed miserably. When I got to the airport, I found the helicopter’s right side — the side facing the weather — completely iced over. The main rotor hub, the tail cone, and the tail rotor were all coated with ice. Even the skids looked frozen to the ground. And, of course, there was a good helping of snow in the fan scroll (again!) and even some inside the air intake port. The temperature had dropped by 10°F and it was now below freezing. It would not warm up again that day. The helicopter was officially grounded.

Cloudy CanyonI wound up driving them to Page. The trip should have taken just over 2 hours, but since the weather was clearing enough to see into the canyon, we made several stops along the way. We arrived in Page at 8 PM. I checked them into their room, made sure they were set for the next day’s boat ride, and checked into my room at the Day’s Inn.

Grand Canyon JuniperNow what I needed was a thaw — temperatures above 32°F. I must have called the AWOS number for GCN a dozen times before 10:30 AM on Day 4. Then I climbed into my redneck truck and made the trek down to Grand Canyon Airport. It took 2 and a half hours with just one stop to snap pictures of a very different (from the previous day) view.

The temperature was about 36°F when I arrived at the airport. The sun — my friend! — was playing hide and seek with thick, layered clouds. But the tour operators were all flying — visibility was great! Even the wind was not a factor. Most of the ice on the outside of the helicopter had melted. I just had to resort to my hot water trick to melt all the snow out of the fan scroll. After a good preflight, I started it up. A little rough at first and it took a full 10 minutes to warm up. But then I was ready to go and, after getting clearance from Grand Canyon tower, took off and headed east.

Echo CliffsThe flight was, for the most part, smooth. I ran the video camera (as you might expect) and captured some good footage over the Little Colorado River Gorge and along the Echo Cliffs. I set down on a helipad at Page Municipal Airport at 3 PM.

Today, the weather is clear with not a cloud in the sky. My guests are just finishing up their Antelope Canyon Tour. Tomorrow, we’ll continue on our way, winding up at Monument Valley in the early afternoon. So far, the forecast looks great.

Let’s hope it stays that way.

Why Groupon is Bad for Business…and Consumers

Do the math, think it through.

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

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

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

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

Groupon’s Sales Pitch

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

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

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

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

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

Fuel and pilots.

Doing the Math

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

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

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

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

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

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

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

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

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

The Non-redeemer Argument

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

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

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

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

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

The Return Customer Argument

Another Twitter friend said:

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

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

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

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

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

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

I replied:

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

To which he replied:

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

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

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

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

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

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

As another Twitter friend said:

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

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

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

The Exception: Fixed Cost or High Margin Businesses

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

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

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

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

Fiddling with “Regular” Price

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

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

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

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

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

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

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

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

Deep Discounts Hurt Consumers, Too

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

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

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

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

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

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

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

How does any of this benefit the consumer?

Crap Offers to Get Customers in the Door

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

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

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

Why I’m So Passionate about This

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

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

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

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

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

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

The Final Straw

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

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

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

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

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

And the Winner Is…

As one of my Twitter friends said:

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

I couldn’t agree more.

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

GPSTrack Turns My iPhone into a GPS Logger with Map

Here’s what an aerial wildlife survey looks like from the air.

This morning, I finished up an aerial wildlife survey with a client. It was the seventh day of this work I had this month. We only flew for 90 minutes. Our goal was to comb through an area with scattered bunches of ponderosa pines, looking for bald eagle nests.

GPS Track IconLast night, I prepped by downloading an app called GPSTrack for my iPhone. This $1.99 investment “allows you to use the GPS receiver in your iPhone or iPad to show your current location and create a log of your travels.” It can show a map of your track as you travel, updated in real-time. The resulting tracks can be exported via e-mail in GPX and KML formats.

Basically, it turns your iOS device into a moving map geologger.

Eagle Nest HuntI gave it a whirl for the first time this morning. As the helicopter was warming up, I turned it on and enabled tracking. Then I stuck the phone into my shirt pocket and flew. Ever once in a while, I pulled it out to take a peek and, sure enough, it not only laid down my track as I flew, but it had a trip computer that totaled miles and calculated current and average speed.

I flew for about an hour and a half, following the directions of my clients. That consisted of a lot of zig-zagging and looping around. I followed electric lines and flew around lakes. I flew up and down drainages and along cliff faces. My speed varied from about 30 to 80 knots. I flew over 130 miles, all within an area 10 miles wide by ten miles long.

We looked at the tops of a lot of trees. (We saw three bald eagles — one of which had just caught a fish and was eating it on the shore of a lake — but no nests.) When we landed back at the airport, I turned off tracking. Later, I took this screen shot of the completed track.

I also exported the track by tapping a button and sending the two track files (GPX and KML) to myself via e-mail. Opening the KML file on Google Earth resulted in an image like this:

Track in Google Earth

And here’s a closeup of some flying around one of the lakes. (No, I wasn’t drunk; just following instructions.)

Another GPS Track

Overall, I’m extremely impressed with the app. It did a far better job than I expected and was well worth the money I paid for it. In fact, I’m thinking that right about now, companies like Garmin and Magellan should be getting pretty nervous — it wouldn’t take much to add features to this app that match those in something like my Garmin GPSMap 60cx. Add the ability to tap and add waypoints and anyone with an iPhone (or iPad, for that matter) that includes a GPS wouldn’t need a standalone GPS unit anymore.

The only thing I’d like to see with this software is a different map — topo or terrain. I have very little use for road maps and don’t like the level of detail in satellite images when shown at the magnification for speeds I fly at (usually around 100 knots). I put in a request to the app’s author and he responded that it was on his list of things to do. I bet that if he sold a lot more copies of this app, he’d be motivated to keep improving it. (Hint, hint.)

If you give it a try — or have tried other similar software you like — take a moment to use the comments form or link to share your opinions. I’m always interested in GPS-related software.

Flying Wildlife Surveys

Probably some of the toughest flying I’ll ever do.

On Friday, I finished my fourth straight day of flying for a wildlife survey job. It was…well…exhausting.

Tight Spot

Eagles live in places like this.

This work is, by far, some of the trickiest and most dangerous flying I do. In this particular survey, we were looking for raptors — birds of prey. We were interested in nests. Nests are generally on high, rocky crags, normally on cliff faces. In order to see them, you need to be close. So I’m basically flying 25 to 50 feet off the side of cliffs, slow enough for the observers to look for bunches of twigs crammed into a rock shelf.

Cliff faces are not all at the same altitude. Some are high, some are low. Some are high and low at the same rock formation, requiring multiple passes at various altitudes. The high ones might be a few hundred or even thousand feet off the desert floor. Or they might be adjacent to a ridge or inside a canyon. Or inside a box canyon. The low ones could be 50 feet off the desert floor.

If the observers see a nest, I need to stop and hover so they can get a good look at it. They mark a location on a GPS and take photos. I have to keep the helicopter relatively stable in an out-of-ground effect hover.

We start with full fuel and fly until we need more. On Tuesday, one leg ran 3.4 hours. That’s 3.4 hours of constant, intense flying. I flew a total of 31.6 hours over the course of four days.

That’s an overview of what it’s all about. For my fellow helicopter pilots, I want to go into some detail. Read on.

Operating Inside the Shaded Area of the H-V Diagram

Height-Velocity Diagram, R44I wrote about the “deadman’s curve” about two years ago. If you’re a pilot, you should be familiar with it, perhaps by its less sensational name, “The Height-Velocity Diagram.” It indicates the airspeed/altitude combinations for which it is likely impossible to perform a successful autorotation in the event of an engine failure.

In other words, if you are operating in the shaded area of the diagram and have an engine failure, you’re probably going to crash.

I operate in the shaded area when I do cherry drying. After all, I’m about 20-30 feet off the ground, flying at about 5 to 10 knots. Of course, when I dry cherries, I do have all those soft, cushy trees under me. An engine failure means a totaled helicopter and some damaged trees, but I’d likely live to tell about it.

Not so with this flying. I’m operating all over that shaded area. Under me is rock — all kinds of rock. Boulders, gravel, sandstone, basalt — more kinds of rock than I know. It all has one thing in common: it’s very hard. It will not cushion a fall. Worse yet, most of it is on hillsides or ridges or equally uneven ground. So not only would we hit the hard ground, but we’d likely tumble. It would be very ugly.

I try not to think about it.

Settling with Power

Probably the biggest challenge is avoiding settling with power in out of ground effect (OGE) hovers. We were operating at altitudes ranging from 2,000 to 7,500 feet MSL, at temperatures ranging from 12°C to 25°C. With full fuel — which I had to take each time we refueled just so we’d have a full three hours of flight time between refuelings — we were within 100 pounds of max gross weight. (There were three of us on board.)

Settling with power, which is also referred to as vortex ring state, occurs when the helicopter descends into its own downwash. It’s an aerodynamic condition caused by enlarged rotor tip vortices. (You can read more about it on pages 11-5 through 11-6 of the Rotorcraft Flying Handbook.) Recovery is usually pretty easy: just get some lateral motion to break the helicopter out of the vertical descent. Unfortunately, you might lose quite a bit of altitude before you can recover. So while recovery from 2,000 or 3,000 feet AGL — where flight schools normally practice — isn’t a big deal, recovery from 100 feet AGL probably isn’t going to be successful. The key is to avoid settling with power — to realize that you’re descending before your descent slams you into the ground.

Settling with power, by the way, is the biggest danger to inexperienced pilots or pilots operating underpowered aircraft during aerial photo missions. It’s the main reason Robinson issued Safety Notice SN-34, which recommends a minimum of 500 hours PIC time for all pilots conducting aerial photography missions. I discussed it as it related to an R44 accident here. It’s also the reason I believe anyone doing serious aerial photography in an R22 should have his head examined.

OGE Hover Chart, R44The OGE Hover chart for my Raven II shows the expected performance in zero wind. Fortunately (and unfortunately) we did not usually have zero wind. The wind was blowing at sustained speeds up to 15 knots with gusts up to 25 knots. It was also blowing from different directions, depending on where we were flying — did I mention that we covered hundreds of square miles of land during the four-day period? So the challenge was knowing where the wind was coming from, trying to point into it whenever possible, and holding a steady hover while the observers did their thing.

Of course, sometimes it just wasn’t possible to point into the wind while maintaining a hover. The worse was when the wind was behind us, gusting, trying to blow the tail one way or the other. Then I’d be dancing on the pedals to keep us straight. Once in a while, I’d run out of left pedal when I was a lot closer to a cliff face than I wanted to be. Or sometimes — especially on the last day when the wind was really howling — the wind blowing over the hills and rock faces around us was setting up some nasty pockets of turbulence that offered no wind consistency at all. I’d be working the controls, keeping us as steady as possible and realize that I just couldn’t hold the hover. I’d apologize to my clients as I veered away from the cliff face, gathering speed as I descended. Then I’d come around from the other direction and, if I were lucky, the wind and turbulence would let me get the 30 to 60 second hover I needed. Or not. And then I’d have to come around again.

Escape Route

In this photo from Wednesday’s flight, my observers are examining the rock face on the left and I have a perfect escape route toward the desert floor on my right.

The real key was to make sure there was always an “escape route” — a place to go if I began to settle. I preferred having that escape route on my right, where it would be easy to peel away with a clear view of where I was going. I also preferred having at least a few hundred feet of empty space beneath us in that direction. But sometimes I had to operate in a tight area between two cliff faces or beside a cliff with a ridge beneath us or beside a cliff only 50 or 100 feet off the desert floor. There was no room for error.

Tight Spot

By contrast, in this area, I was not only flying directly into the sun, but there’s a ridge line beneath me and mountains to my left and ahead of me. The only escape route is down to my right, after I’ve cleared the ridge. (The adrenaline-pumping spot I refer to in the narrative was much tighter than this.)

I got into a tight spot once with a cliff face on my left and a ridge line only 50 or so feet beneath us on my right. The only escape route was behind me, back between two arms of the mountain. The wind was wicked weird in that spot, blowing from the other side of the cliff and I was dancing hard on the pedals to keep us pointed the way we needed to point. When we started to settle, for a moment, the helicopter would not go in the direction I wanted it to. We were descending right into the ridge. I felt a small rush of adrenaline just before we finally started to move where I wanted to go. It was probably the closest I came to a mishap during the entire job.

Obstacles, Birds, and Traffic

Tower and Cliff

This shot gives a good idea of how close we came to cliff walls; mind you, this was shot with a very wide angle lens. The tower in the distance had 9 or 12 unmarked guy wires.

Did I mention the obstacles? Of course I mentioned the cliff faces and ridge lines — those were par for the course. But there were also a few towers, including one nasty tall one with guy wires.

And then there were the birds. In some cases, the eagles we saw would be perched on a rock, watching us fly by. We didn’t phase them in the least, even when we got close enough to look them in the eye. Other times they were flying nearby, unafraid of us. One came dangerously close to my main rotor disc as we flew past. Another decided that we were invading his territory and did what my clients said was a display to defend it: he flew straight up into the air, above our altitude, then tucked his wings under and dove straight down past us. This bird did this at least six times, giving us a show that would have made great footage for Animal Planet. As my clients said, “That’s one pissed off bird.”

Traffic wasn’t a big deal. We were operating near a tour helicopter area and, because of that, I had to monitor the tour traffic frequency. We were seldom high enough to be in their path and, when we were, we were hovering beside mountains where they shouldn’t be with passengers. I suspect they might have seen us poking around the mountains — a tiny red dot on the desert landscape far below — but I kept quiet and just listened, trying to figure out where their reporting points were. I wonder if they made the connection when they saw us back at the airport during our refueling stops.

My passengers got a real kick out of seeing them fly across the desert above us, one after the other, as if they were playing follow the leader.

Fatigue

I’ll be honest — since my days flying at the Grand Canyon, I’ve seldom flown more than 5 or 6 hours in a day. And just about all my previous long days of flying have been either for tours or point-to-point cross-country trips — easy stuff. For this job, I was flying 8 or more hours a day, starting not long after dawn.

Restful Flying

Long stretches of high-speed flight over open desert was time for rest.

To be fair, some days had a considerable amount of point-to-point flying. For example, on the last day, I had to fly to New Mexico in the morning and return to Arizona in the afternoon — those two cross-country flights were just over 2 hours each. Other times, we needed to fly from the refueling point to the survey area or speed across the survey area from one likely habitat to another. I considered that flying my “rest” time.

The actual survey flying was intense, requiring both hands and feet to be firmly on the controls, making constant inputs. And although I know I can fly the helicopter with just two fingers on the cyclic and collective, it’s not easy to do when sudden gusts of wind or turbulence are trying to yank to cyclic out of your hand. In other words, I applied my “cyclic death grip” — a surefire way to tense up the rest of my body for the duration.

Compounding matters is that with both hands busy, it was impossible to grab a sip of water. I had to wait until we’d finished an area and were cruising to the next to get a drink. Sometimes that would be 30 minutes or more. The whole time, we’re flying in the desert. When facing into the sun, the cockpit got hot. Not brutally hot, like it would be in the summer, but hot enough to sweat. The helicopter’s vents were wide open, but with airspeeds typically less than 30 knots, there wasn’t much air coming in. Dehydration was a real danger.

Each flight, I did my best to maximize fight time between refuelings. That meant knowing exactly when to turn back. On our first day, when we were relatively close to the airport, the low fuel light came on just as we were coming in over the airport for landing. I managed to get 3.4 hours of continuous flight time on full tanks.

But as time went on, my fatigue started to wear me down. On the second day, I told my clients I wanted to go in for fuel when we could have easily flown for another 20 or 30 minutes on the fuel we had. I needed a break.

That pretty much set up a pattern for the rest of the job. We’d start very early in the morning and do two flights of about 3 hours each, then take a break for lunch. After lunch, I got my second wind and was good for the rest of the day.

Experience that Counts

Overall, the experience was very good for me as a pilot. It required me to stay in tune with my helicopter and make it do exactly what I needed it to. It built flying skills and gave me plenty of practice using the skills I already had.

As I was doing this work and watching the tour pilots fly by overhead, it struck me how unfair the experience numbers game is. Any helicopter pilot can do what those guys do — fly from one airport or landing zone to another, high over open desert on a predetermined route on a beautiful spring day. They’re taxi drivers of the sky, shuttling people from one place to another. They’re not facing the Deadman’s Curve or concerns about settling with power. They’re not dancing on the pedals to maintain heading in a hover, fighting turbulence, keeping an escape route in sight at all times. There are no obstacles, few birds, and all the traffic knows exactly where you are. There’s no need to engage the cyclic death grip; two fingers give you all the pressure you need to stay in control.

Yet because these guys are flying turbine helicopters on their tour routes, their flight time is worth more than mine. To them, I’m just a “Robbie ranger,” not even worth treating with courtesy when I fly into “their” airspace. In their minds, they’re hot stuff, turbine helicopter pilots, tomorrow’s great aviators. They haven’t got a clue about real helicopter flying.

Worse yet, their turbine flight time is more valuable to employers than my time. I can fly circles around these guys in my little piston helicopter, but because they fly turbines, they’ll get jobs I can’t qualify for because I don’t have those turbine hours. It’s not fair, but it’s a fact of life — one I have to deal with if I ever do decide to get a job working for someone else. Until that day comes, however, I’ll be satisfied building real flying skills in the aircraft I fly.

And hopefully, by sharing what I learn here, some of those guys will get an idea of what they’re missing.