Search Phrases that Brought Readers Here, 19-Nov-14 Edition

Questions answered?

I was going to blog about gun control and open carry this morning but, in all honesty, was not in the mood to formulate an argument to support my view point. So I went into the stats page for my blog and took a look at the top 10 search terms that brought readers here yesterday. I do this sometimes to trigger ideas. Yesterday’s was a gold mine, mostly because of the variety. I thought I’d build a blog post with brief answers to those questions.

sound made by helicopter

I’m pretty sure this search phrase led the reader to “Writing Tips: Writing Accurate Descriptions,” which I wrote back in 2009. In that post, I discuss an email message I got from a reader who was looking for help describing the sound a helicopter made. She’d come up with a meaningless cliché: “the deafening drill of the helicopter’s rotors” and apparently wanted me to rubber stamp it. I couldn’t, of course. Instead, I gave her a laundry list of things to consider when trying to come up with an accurate description.

I don’t have much to add to this. If you’re a writer and you’re interested in coming up with a description of what a helicopter sounds like, go listen to one. It doesn’t sound like a drill.

how do you strain pastina because its so small

This one made me giggle because yes, pastina is tiny.

I blogged about Pastina back in 2007. Not many people do, so my post usually comes up on the first page of Google if you search for Pastina.

The answer to the question: I don’t know because I don’t strain it. I cook it in water or broth and let the broth fully absorb into the pasta. No need to drain.

traeger junior rib rack

How many times have I blogged about my Traeger? And how many more times will I? Too many to count. Why? Because I love my little grill and the amazing ribs it makes.

But I have the Junior model and it doesn’t have a large cooking surface. I use the rib rack so I can smoke up to 4 racks instead of just two. Thought I had a picture here, but apparently I don’t. So I dug one up.

Rib Rack
Because the Junior Traeger is smaller than other models, I have to cut the racks in half to use the rib rack. There are 3 racks in this photo; I can fit 4.

a what sound of helicopter blades

A lot of people seemed interested in helicopter sounds yesterday. I guess this person zeroed in on the same post I mentioned above.

how to build the bottom board for bee keeping

A bottom board is the bottom part of a beehive. The hive boxes or supers stack on top of it. Bottom boards can be solid or screened. I can only assume the person searching with this phrase found my blog post from this past spring about rebuilding a screened bottom board. In this case, I didn’t build one from scratch; I modified one a friend had made for me.

I do want to build them in the future. Seems easy enough and with my new shop, I have plenty of room to do the job right.

what goes on first sheet or electric blanket?

Way back in 2010, I blogged about my electric blanket, which I’d gotten back in 1977. Then, in 2011, I blogged about the death of that blanket. I can only assume the person searching with this phrase stumbled onto one or both of these posts, neither of which answer the question.

Here’s the answer: blankets go on top of sheets. Electric blankets are supposed to go on the top of the pile, but I put mine right under my comforter (over the top sheet). My new electric blanket can roast me on its lowest setting.

las vegas hiking meetup group

How cool! Someone found my blog by looking for my very favorite hiking group: the Around the Bend Friends, which I blogged about in the autumn of 2012. I had nice things to say about them — and you would, too.

Heck, I was even considering wintering down in the Las Vegas area just so I could go hiking regularly with them this year.

who generates to kindly copy, paste, and share this status for one hour to give a moment of support

Some people take search phrases to the extremes. This is certainly a long one.

I can only assume this person used this search phrase to find my post about echoing canned sentiments on my Facebook status. I do not answer the question, mostly because I don’t know the answer and don’t care to know it. This is spam and people are idiots if they echo it. Period.

how much a helicopter ride cost 3

Not sure what the 3 is all about, but I’ve written quite a bit about helicopter costs — although not specifically what a ride costs. I assume this person got to see the most popular post of all time on this blog: “The Real Cost of Helicopter Ownership.”

Ride costs for passengers vary widely depending on the location, length of ride, and type of helicopter. The cheapest ride I do these days is $35/person at airport events. Normally, however, I charge $545/hour for up to 3 people with a 1-hour minimum. That’s for an R44 Raven II in Wenatchee, WA.

Questions Answered?

Those are the top 10 search phrases for yesterday. Not sure if my blog or this post answered the questions visitors had. But it was a real pleasure to see such a variety of search phrases. Normally, they’re mostly related to helicopter costs and operations — and even I get tired of blogging about that all the time.

If It Was Easy…

Everyone would do it.

Last spring, I took a man — we’ll call him Doug — on a scenic helicopter flight. He was interested in learning to fly and although I’m not a flight instructor and could not put the dual controls in for him, he seemed satisfied enough to fly around with me for an hour. During that time, I suppose we chatted a bit about flying and how the controls worked. I really can’t remember. I fly hundreds of people every year and most flights simply don’t stand out in my mind these days.

At the end of the flight, I passed along the business card for another helicopter pilot in the area, Ryan, who flies a Hiller and does mostly agricultural work. I figured that since Ryan’s card mentioned he was a certified flight instructor (CFI), he’d be able to give Doug some hands-on experience.

I didn’t hear anything from Doug or Ryan after that.

Until October. Doug emailed me to remind me that we’d flown together and that I’d given him Ryan’s card. He then went on to say:

I did fly for an hour with Ryan in his Hiller hb12c. I did not like it. I felt stressed the entire time trying to manage the copter. As such I have not flown again. So….my question to you is what would you recommend I do now?

I admit that I didn’t understand what he was getting at. I assumed he simply didn’t like the Hiller — which really wouldn’t surprise me. The Hiller is an older aircraft and lacks some of the pilot workload-reducing features that my Robinson has, such as hydraulic controls and an electronic governor. I’ve never flown one, but I have to assume that it’s a bit tougher to fly, especially if you have to manage the throttle to control rotor RPM all the time.

These are Hillers.

I advised him to sign up with a flight school and suggested he check Moses Lake or Seattle.

He replied with the following:

My real question is “do you think I should fly another helicopter other than the Hiller before I give up on flying a heilicopter?

And that’s when I realized that it wasn’t necessarily the Hiller that was giving him a problem. He’d gone into his first lesson thinking it was going to be easy to fly a helicopter. Then, when he discovered he couldn’t do it, he began wondering if it was the Hiller that was a problem.

I replied:

I really can’t say. I have a friend who swears by Hillers. Robinson R22s are notoriously squirrelly, but that’s what most pilots learn on. If that was your first experience flying a helicopter you should not be surprised that you couldn’t do it. It usually takes 5 to 10 hours just to learn how to hover.

And that’s the truth. The hardest thing to learn is how to hover and it usually takes 5 to 10 hours to be able to do it. I learned to fly part-time with several days between each hour-long lesson and it took me 7 hours of total flight time to be able to hover. At the time, my flight instructor told me that a good percentage of student pilots give up before they get that far, assuming that they’d never be able to do it.

(If you’re reading this and feel that way, don’t give up! One day it will just “click” and you’ll be able to do it. Really.)

His response reminded me how a lot of people must think about flying helicopters:

Thank you! I just expected it to be a lot more fun I guess……?

It can be fun — once you know how to do it. But think about each of the fun things you’ve learned to do: drive, ride a motorcycle, ski, etc. Were they fun from the moment you began learning? I doubt it.

I replied

If it was easy, everyone would do it.

Landing a Helicopter on a Platform

Dangerous, but if you have good hover skills and use caution, not very difficult.

For years, I used a tow bar made by Brackett Aircraft Company in Kingman, AZ, along with a golf cart or other tow vehicle to move my helicopter in and out of the hangar. With the golf cart gone, I began using my ATV, a 1999 600cc Yamaha Grizzly as the tow vehicle.

Ground handling of helicopters with skid landing gear — i.e., most helicopters — is not fun. It generally requires attaching wheels and doing a bunch of lifting and pushing. Sometimes multiple people are required. Even if you have other equipment to help with that lifting and pushing — I used a tow bar with tow vehicle for 14 years — you still have to do a bunch of setup (or tear down) every time you need to move the aircraft.

So you can probably imagine how glad I was to finally get my own wheeled landing platform (or tow dolly). I got it back in 2013 in trade for a golf cart I owned and I set it up for the first time in October at my new home. You can read much of the back story here.

In this post, I want to talk a little about landing on a wheeled platform like mine and the things a pilot needs to keep in mind when she does it.

A Little about My Platform

Assembled Helicopter Dolly
Here’s my platform, before landing the helicopter on it for the first time.

My tow platform is extremely heavy duty, made of steel tubing with a wooden deck. It has three rows of four solid wheels. The first two rows of wheels pivot.

The platform is 9 ft 4 in wide. It was built for a Hiller. The skids on my R44 are 6 ft 4 inches apart. That gives me 1-1/2 feet of extra space on either side.

The deck was once painted and included a wide orange stripe down each side that marked the ideal place to plant the Hiller’s skids on landing. My friend, who had it built to his specifications, had a bad experience with it early on. It had been parked out in the Arizona sun with the helicopter on it when my friend and his wife got in and prepared to depart. The sun had made the paint soft and one of the skids stuck to the deck. My friend narrowly missed having a dynamic rollover as he attempted to take off. This unnerved him so much that he stopped using the platform and sold it. The folks who bought the platform stripped off much of the paint to prevent that from happening again. That’s mostly why it looks so ratty on top.

The deck does not stretch all the way across the platform. Instead, there are two separate sections with a gap between them. I suspect that my friend designed it this way for weight and cost reasons, but, in all honesty, a solid deck wouldn’t be necessary anyway. If you landed with one skid in the middle of the deck, the other would be hanging out in space over the side of the deck. You’d never land that way, so why put a deck in the middle?

The top of the platform is about 18 inches off the ground. This is nice and low.

This is what I’m dealing with. As I write this, I’ve landed on it three times, including once in the dark. My only raised platform experience prior to this had been in the early 2000s when I landed an R22 on an 8 x 12 flat bed trailer.

Assessing the Suitability of Your Platform

Not all dollies or trailers are suitable for landing a helicopter on them. And a dolly or trailer suitable for one helicopter might not be suitable for yours. Here are a few points to consider, mostly in order of importance.

  • Weight capacity. Is the platform capable of supporting the weight of your helicopter and then moving that weight? You wouldn’t want to land on anything you could break just by landing on it. And when considering this, remember to keep in mind that you might occasionally have harder than usual landing.
  • Size, especially width. The platform must be large enough for your skids to fit comfortably on it with room to spare, especially on either side. The size of the platform as related to your helicopter skid width is what will determine how much room you have for error. The more, the better. As I mentioned above, I have about 18 inches on either side. I don’t think I’d want much less than that.
  • Surface smoothness. It’s very important to have a smooth surface to land on to eliminate (or at least reduce) the possibility of dynamic rollover if you happen to drift while setting down. I highly recommend avoiding putting anything on the surface of the platform — including tie-down loops — if you don’t need to. If it’s a trailer for transportation of the helicopter, try to install the tie-down hardware after the helicopter is securely on the deck.
  • Existence of Rails. If the platform or trailer has raised edges or rails around it, you are asking for trouble. Drifting into one of these rails while under power is a great way to get into dynamic rollover. Avoid landing on any surface with rails or raised edges.
  • Height. My opinion is that low is better than high. I think that a lower platform will give you a lower center of gravity once you’ve landed on it. Seems smart to me. Another limitation is the total height of the helicopter on the platform — will you still be able to get it into you hangar? My garage door is 14 feet tall for a reason.
  • Ability to secure. Locking wheels or brakes are a great feature. Use chocks if you can’t lock the platform’s wheels.

Beware of platforms or trailers designed for some other use and converted for helicopter use. Make sure a trailer is suitable before landing on it.

Choosing a Landing Zone

If you’re landing on a movable platform, you can pretty much specify where your landing zone will be. Or not.

In my situation, my landing zone possibilities are extremely limited. I have a 22 x 30 foot driveway apron. Beyond it is dirt or gravel. All wheels of my platform must remain on the concrete. And because the driveway apron is adjacent to my building and my helicopter’s main rotor blades extend past the edges of my platform, the platform must be as far away from the building as possible. So there’s only one place I’m going to be able to land — at least until I get more concrete poured — and it gives me just enough clearance to feel that I can operate safely.

Dolly Ready for Landing
My landing zone. I usually move the platform a little closer to the edge of the driveway now that I have good chocks.

But if your platform is at an airport or heliport, move it into a position that will give you plenty of clearance to come and go. I’m talking about clearance from obstacles such as buildings and wind socks as well as clearance from where other aircraft might be parked or people might be standing/walking/watching.

Securing the Platform

It’s vitally important that the platform be positioned on relatively level ground and secured so it does not move while you are taking off or landing.

My platform does not have brakes. None of the wheels lock. I use two methods to secure it in my landing zone:

  1. Set the brake on the ATV. My Grizzly has brakes and I always set them when I park it with the tow platform attached. I also leave the ATV in gear, which makes it less likely to roll if the brakes are released.
  2. Chocks
    These are some seriously heavy-duty chocks.

    Use heavy duty chocks. I bought a set of hard rubber chocks from Amazon. These aren’t the crappy yellow plastic ones I have for my RV or flatbed trailer. I chose this type because rubber is less likely to slip on the concrete surface of my driveway apron and because they’re so beefy that the platform wheels and weight would not be able to damage them.

Note that I use both of these methods — not one or the other.

Noting Weather Conditions

I shouldn’t have to point this out, but it is important so I will.

Weather conditions should determine whether a takeoff or landing from a platform is even possible to conduct safely. For example, I would not attempt a landing on my platform in strong crosswind or tailwind conditions. I just don’t have enough space to give me the buffer I’d feel comfortable operating in. Fortunately, however, I have another place on my property that’s suitable for landing in almost any weather, so if things were questionable, I’d land there.

If you’re positioning your platform for takeoff and you have a lot of options, position it so the helicopter is pointing into the wind. This will make takeoff safer and easier. Then don’t assume your landing will be just as easy. If the wind shifts, picks up, or gets gusty, conditions will be different. Pay close attention to this before making your landing.

Also heavy on my mind this winter season is snow and ice. It’s my job to keep both my concrete pad and platform clear of anything that might cause the helicopter’s skids or the platform itself to slide. I have a good snow shovel and plenty of ice melt pellets. But if snow or freezing rain comes while I’m out on a flight, I will not land on a snow or ice covered platform. You probably shouldn’t either. Actually, we probably shouldn’t be flying in those conditions anyway, right?

Positioning the Skids

When you land on a platform, the positioning of your skids when you set down must be precise.

Before I landed on my platform for the first time, I measured it and my skids numerous ways. I needed to know where to place the front of my right skid — which is the only one I can see when I’m landing — to ensure that the helicopter was relatively centered on the platform without the skids hanging off the back. Remembering my friend’s paint problem, I decided to keep it simple. When I figured out the right spot to place the front curve of my skid, I took a can of spray paint and painted an arrow. If I kept the skid inside the thick landing stripe my friend had painted — which was still visible, despite most of the paint being removed — and lined up the curve with that arrow, I’d be good.

So I’m basically allowing myself about 6 inches of wiggle room in any direction.

Knowing that there was no deck in the middle of the platform bothered me for awhile — until I realized that as long as one skid was on one deck, the other skid had to be on the other deck. How did I know? I measured about six times. This really reduced my stress level when landing.

Of course, landing straight on the platform is also important — mostly so the helicopter will line up properly to be parked inside the building. In some instances, I can fix a crooked landing by getting light on my skids and applying some pedal. But this can be an extremely dangerous thing to do. If either skid were to catch on something, dynamic rollover would be possible. More on that in a moment.

The other thing to keep in mind when landing on a platform is how the skids will touch down. An experienced pilot would know this. For example, if I’m light on fuel and flying alone, I know that the rear right skid will touch down first, followed by the rear left skid. Then front right and front left. When I landed my R22 on that trailer years ago, I actually loaded a passenger so I’d be more balanced. (I was a much less experienced pilot back then and needed — at least mentally — a level aircraft.)

Why is this important? Well, the first time you do this, you’ll likely be a bit stressed out. Knowing, in advance, how the helicopter will touch down will eliminate any surprises when you actually do touch down on the surface. And once you touch down, it’s important to keep flying it down until the skids are firmly on the platform. You’re not done until the skids are flat on the platform.

I shouldn’t have to point out that excellent hover skills are required for landing on any platform. If you can’t set a helicopter down firmly on its skids without drifting in one direction or another while doing so, you have no business attempting to land on a trailer. This is not a task for a low-time pilot or one new to the make/model of a helicopter. Perfect your hovering skills before trying this at home, kids.

Using Extra Caution at Night

What prompted me to write this blog post was my surprise success landing my helicopter on my dolly at night just the other day. My landing zone is not (yet) lighted at night because construction on my home is not complete. I’d taken off around noon and fully expected to be back before it got dark. But the charter flight went long — as they so often do — and the sun was setting when I fired up the engine for the return flight. During the hour it took to complete that flight and drop off my passengers, it had grown quite dark.

I had already told myself that if I did return after dark, I’d land in my backup landing zone and move the helicopter the following day. But with unseasonably cold temperatures, I was unwilling to leave the helicopter outside overnight unless I had to. I’d had a bad experience back in 2011, trying to get the helicopter started when the temperature was -7F (-22C). It wasn’t expected to get that cold, but I didn’t want to deal with a battery charger and heater out in the yard the next morning. I decided to try landing; if I didn’t like what I was experiencing, I’d climb out, reposition, and land in that backup landing zone.

Approaching my home in the dark was not fun since I hadn’t left any lights on. I live in a very dark area and there was no moonlight. That I was able to find my place at all is due to my neighbors to the west having quite a few lights on their back porch. Once I got closer, I saw the solar lights I’d positioned along my driveway. Since my driveway is also my approach route, I was able to get into position for a good approach.

Skid On Platform
My skid was within the orange paint and only about 4-6 inches back from the arrow. This was my second best landing on the platform. The green light is cast from the position light on my side of the helicopter.

My helicopter’s two landing lights are quite bright, so I had no trouble seeing my platform. The only drawback was the dust cloud that got kicked up when I got closer. I patiently waited for it to clear — it only took a few seconds — before making my first attempt. I was extremely pleased when I was able to get the skids right over the decks and set the helicopter down straight on the first try. I even took a picture.

Would I do this again? Probably. But you can bet I’ll get some lights installed soon.

What Can Go Wrong

But I cannot overstate how easy it is for things to go horribly wrong when you land on a platform like my dolly or a trailer. And that brings me to this accident report from June 24, 2004.

In this case, a pilot who had purchased a trailer to use to transport his Bell 206B (JetRanger) helicopter was practicing landing on it. He’d tried and failed several times and thought it might be due to weight distribution. So he added fuel to help balance it out and tried again.

Here’s what happened:

In a written statement, an air traffic control specialist reported that he observed the pilot make three or four unsuccessful attempts at landing the helicopter on the transport trailer about 45 minutes prior to the accident.

In statements collected by the Mesa Police Department, witnesses reported observing the helicopter land on the trailer. As the helicopter began to liftoff the trailer surface, the left skid caught on the trailer, resulting in a dynamic rollover and collision with the ground.

I’m sure it didn’t help that he was doing this at night, although he was at an airport and I think it’s safe to assume that there was some light available.

The main problem seems to be that the trailer wasn’t really suitable as a platform for landing a helicopter. According to a witness who was a friend of the accident pilot:

During a telephone interview with a National Transportation Safety Board investigator, the friend of the pilot further added that the pilot had recently purchased the trailer, and was not experienced at maneuvering the helicopter onto it. He described the trailer as a modified boat trailer, with an open and trough-shaped platform, which he did not think was suitable for safe takeoff and landing operations. He opined that during the accident sequence the helicopter’s left skid caught on one of the numerous “D” shaped rings affixed to the platform surface. He added that at the time of the accident sky conditions were dark.

(Oddly, my friend who had my platform built now lands his helicopter on a transport trailer that requires him to put the skids in troughs built into the trailer. You couldn’t pay me enough money to try to land a helicopter on that trailer. )

This isn’t the only accident related to landing on a trailer or mobile platform. It’s just the one I was familiar with, mostly because a EMS friend who responded to the accident reported that the helicopter’s transmission had crushed the pilot’s skull in the crash. (At least he died quickly.) Here are a few others:

  • ERA13LA308, June 29, 2013 – student pilot seriously injured and helicopter destroyed when helicopter drifted backwards when landing on a trailer.
  • CEN12CA643, September 18, 2012 – helicopter consumed by post-crash fire when helicopter slipped off platform during landing.
  • CEN11CA627, August 26, 2011 – helicopter destroyed when pilot experiences dynamic rollover on takeoff after forgetting to remove a tie-down clamp.
  • WPR10CA470, September 25, 2010 – helicopter destroyed when pilot lands on trailer parked on uneven terrain and tail rotor hit the trailer.
  • WPR10LA354, July 16, 2010 – 1 killed, 3 seriously injured, and helicopter destroyed when helicopter fell of trailer during landing. Note that pilot was attempting to adjust helicopter position with helicopter “light on its skids” when accident occurred. (I told you it was dangerous.)
  • ERA09CA485, August 26, 2009 – the helicopter was destroyed when lifting off from a dolly with the GPU still attached.
  • WPR09CA338, July 11, 2009 – helicopter destroyed when pilot experienced dynamic rollover while attempting to lift off from a trailer.
  • CEN09LA202, March 11, 2009 – two people seriously injured and the helicopter was destroyed when skid is hooked under trailer while attempting to land on the trailer.
  • NYC07FA029, November 15, 2006 – the pilot was seriously injured and the helicopter was destroyed when the helicopter landed with just one skid on a trailer and experienced dynamic rollover.
  • SEA05CA104, May 23, 2005 – the helicopter was destroyed when its skid became caught under a trailer lip during takeoff in gusting crosswind conditions.
  • NYC04CA199, August 27, 2004 – the helicopter was destroyed by dynamic rollover caused by a stuck skid during an aborted landing to a dolly in the dark.
  • MIA04LA061, March 17, 2004 – the helicopter was damaged when it crashed during an attempted takeoff from a dolly. Pilot refused to cooperate with investigators, so facts are scarce. Alcohol may have been involved.
  • ATL04LA076, February 21, 2004 – the helicopter was destroyed when the dolly moved while the pilot was attempting to land on it.
  • FTW03CA233, September 28, 2003 – the helicopter was destroyed when it “hung up on something” during departure from a trailer.
  • FTW03LA166, June 4, 2003 – the helicopter was destroyed when it experienced dynamic rollover when attempting to depart from a trailer with a tie-down strap still fastened.
  • IAD03LA042, March 27, 2003 – the helicopter was destroyed when the pilot attempted to land on a dolly after experiencing engine trouble.

I found these for searching within the past 10 or so years for accidents that include the word “trailer” or “dolly.” I bet there are others. But this is enough to teach us from other people’s mistakes.

In Summary

Landing on a platform or trailer isn’t difficult if you have good hovering skills, approach the situation with caution, stay focused on the task at hand. Position the skids over the trailer before setting down firmly. Keep the possibility of dynamic rollover in mind all the time.

The only other thing I want to add is this: if your platform landing zone is difficult — and I consider mine more difficult than most — do it alone. There’s no reason to put passengers at risk when performing any advanced or potentially dangerous maneuver. That’s my two cents on this subject, anyway.

Archiving a Life

Deleting photos is the first step.

I don’t know why I waited this long. Perhaps it’s because I thought some small part of a 29-year relationship could be salvaged. But the venomous hatred with which my wasband has attacked me emotionally and legally over the past two plus years has made it pretty obvious that he has no intention of salvaging anything from our lives together.

Not that I’m the least bit interested in that anymore either.

I’ve moved forward to the best of my ability. I’ve built a new life in a new place with new friends and a new home. I have new hobbies and interests and the freedom to explore them as I see fit. It feels good to finally have a positive outlook on my life, one without a risk-adverse “partner” who apparently liked living the same dreary existence every day.

While I brought along many of my possessions from that past life, most of them remain packed (so far) and I’m hoping that time cleanses them of memories associated with the man I often shared them with. I think there’s a pretty good chance of that. After all, my wasband occasionally accompanied me on trips in my helicopter and I know he drove my Honda, even as he searched for my replacement while I was away. (Leaving a dated park receipt in the cup holder was the tipoff there.) Yet those two possessions aren’t tainted by memories of his presence. Maybe it’s because I had so many more good times in these two vehicles without him.

A Lost Man
My wasband and our dog Jack on a Jeep outing in 2010 at Lake Pleasant. Despite the numerous back road trips we made in my Jeep, it (fortunately) triggers no memories of him.

But what will never be cleansed are the photos — hundreds of photos — where he appears. They were taken at various times throughout our lives together. Sometimes he’s smiling at the camera, sometimes he’s making a face. Sometimes he doesn’t even know he’s being photographed — a candid image that reveals some of the deep thoughtfulness of the man he was. It’s those older photos that are the hardest to look at. They remind me of the man he once was, the man I fell in love with, the man who no longer exists.

The photos are in my iPhoto gallery, copied there over the years from digital cameras and cell phones. Some were scanned in from prints when I first returned home from Washington in 2012 to pack up my life. Back then, I wanted to remember him, I wanted something to cling to. But things are different now. Now I just want to forget.

I snapped this during a weekend trip to Big Bear in 2006. He used this photo on when he started shopping for my replacement just seven days after I left for my summer work in Washington state. How do I know he used this photo? He showed up as a match for me 6 months later. Ah, the irony.

Opening up iPhoto to track down another image has become a nasty, jarring experience for me. Seeing his face, often in places where we shared good times together, is like a cold slap. Memories are triggered, sadness and feelings of loss and betrayal stab hard. For a long time, I avoided opening iPhoto, much as someone might avoid going into the bedroom of a recently deceased loved one. But that’s not a long-term solution for someone who wants to move on.

So every few days, I dive into my iPhoto gallery. I drag the photos of him from the window into a folder on my computer desktop. And then I delete the photo from iPhoto so I never have to accidentally see it again.

I can’t do them all at once. Sometimes, the task is heart breaking. I don’t want to cry anymore.

My few wedding photos were especially painful to see again, not because of the love I lost but because they represented how the man I loved had conned me into a legal connection that he’d later use to try to steal everything I’d worked so hard to build.

I’m trying to think of it as a clean-up task. As if I’ve dropped a tin full of thumbtacks and they’ve worked their way into the cracks and crevices of my living room furniture. I don’t know how many there are, but I don’t want to be surprised by finding one. So every few days, I go hunting and pull them out and put them in their tin. When I think I’ve got them all, I’ll put the tin away in a safe place where I’m not likely to open it by accident.

But I’m not permanently deleting the photos. I’m archiving them. Once they’re all sorted away into that folder, I’ll copy the folder to a CD or DVD and put that in my Divorce box — the box full of court documents and evidentiary files that I’ll have to keep for who knows how long. That’s also where I’ll put the financial records related to the last home we lived in together. And the few loving cards and notes that he sent me over the years that I kept. Then I’ll delete that folder of photos from my hard disk so I won’t even have to think of it.

I don’t know why I waited this long. I suppose I thought I’d do it when the ordeal of our divorce was over. But after 28 months, it’s still not over. He won’t let go.

How long is a person supposed to wait before cleaning up the detritus of a wrong turn in life? I think this is long enough.

I Am NOT a Helicopter Consultant

Please don’t ask me for advice beyond what’s on this blog.

Today I got yet another request for help from a reader. That’s the third one this week.

Back in the old days, the requests were for help about using computers. They all followed the same two-part format:

  1. I’ve read your [book/article/blog post] and I think it’s [informative/helpful/great]! You’re a great writer and your work has been so helpful!
  2. Can you tell me how to [do something specific that is only vaguely related to what you wrote about and that isn’t covered in any source I can find for free on the Internet]?

Simple formula: complement and then ask for free information.

At one point, I was getting at least a dozen of these a week. So many, in fact, that I modified my Contact page so it warned would-be contacts that I’d delete any requests for help or information. It was really out of control. I could have easily spent several hours a day just researching and composing answers for these people.

Times change. My books, some of which were once bestsellers, are now dead. After all, what do you think the average life span of a computer how-to book is?

Now my blog attracts more helicopter pilots/owners and would-be helicopter pilots/owners. And guess what? They write to me using the same exact formula as above: complement and then ask for free information.

Well, times may have changed but my policy about researching and composing answers for people in search of free information has not.


I am not a helicopter consultant. I can’t help you buy a helicopter. I can’t help you get hooked up with a flight school. I can’t advise you on a career as a helicopter pilot. I can’t tell you which helicopter is best for you to buy. I can’t tell you what it costs to operate a helicopter — other than the one I own, which I detailed here. I can’t help you get your Part 135 certificate. I can’t tell you how to start your own helicopter charter business.

I blog about helicopters, among other things. I blog about my own experiences and the topics that interest me.

I am not a free resource for every bit of information you might need about anything remotely related to helicopters and flying.

I make a living as a pilot and a writer. People pay me for my work. What you’ll find on this blog is what I’m willing to give away for free. When the bank and grocery story and utility companies start accepting your complements as payment for my bills, I’ll rethink my policy.

Until then, good luck with Google.


Whew. That feels better.