Airport Tower Closures: Reality Check

March 24, 2013, 11:30 AM Edit: Got the airplane terminology wrong. Thanks to two airplane pilots for correcting me. I’ve edited the text to show the change. Sorry about the confusion. – ML
March 25, 2013, 2:15 AM Edit: Left out the word towers in a sentence.

Come on folks — it’s not as bad as you think.

Falcon Tower
The control tower at Falcon Field Airport in Mesa, AZ is a typical Class Delta airport tower. (This is not one of the towers scheduled for closure.)

I’ve been reading a lot lately about the FAA’s upcoming airport tower closures. A list is out and there are 149 airports on it. The reduction of funding due to the sequester is making it necessary to close these contracted airport towers all over the country.

Most news articles, tweets, and Facebook updates that I’ve read about the closures are full of doom and gloom. Apparently, a lot of people believe that airport towers are required for safety. But as most general aviation pilots can attest, low traffic airports do not need towers.

What an ATC Tower Does

Air Traffic Control (ATC) towers are responsible for ensuring safe and orderly arrivals and departures of aircraft at an airport. Here’s how it works at a typical Class Delta airport — the kind of airports affected by the tower closures.

Most towered airports have a recording called an Automated Terminal Information System (ATIS) that broadcasts airport information such as weather conditions, runway in use, and any special notices (referred to as Notices to Airmen or NOTAMs). Pilots listen to this recording on a special airport frequency as they approach the airport so they’re already briefed on the most important information they’ll need for landing. The ATIS recording is usually updated hourly, about 5 to 10 minutes before the hour. Each new recording is identified with a letter from the ICAO Spelling Alphabet, or the Pilot’s Alphabet, as I refer to it in this blog post.

Before a pilot reaches the airport’s controlled airspace — usually within 4 to 6 miles of the airport — she calls the tower on the tower frequency. She provides the airport controller with several pieces of information: Aircraft identifier, aircraft location, aircraft intentions, acknowledgement that pilot has heard ATIS recording. A typical radio call from me to the tower at Falcon Field, where I flew just the other day, might sound something like this:

Falcon Tower, Helicopter Six-Three-Zero-Mike-Lima is eight miles north, request landing helipads with Kilo.

An airplane calling in might say something like:

Falcon Tower, Cessna One-Two-Three-Alpha-Bravo is ten miles east, request touch-and-go with Kilo.

Kilo, in both cases, is the identifier of the current ATIS recording.

The tower controller would respond to my call with something like:

Helicopter Six-Three-Zero-Mike-Lima, Falcon Tower, proceed inbound. Report 1 mile north for midfield crossing at nineteen hundred feet.

To the airplane, he might say something like:

Cessna One-Two-Three-Alpha-Bravo, Falcon Tower, enter right downwind for runway four right.

(If you want to see what these instructions mean by looking at a detailed airport diagram, here’s one for you.)

Of course, if the tower controllers were really busy or there was some sort of problem at the airport, the controller could say something like:

Aircraft calling Falcon Tower, remain clear of the class delta airspace.

That means the pilot can’t come into the airspace — which is marked on charts and many GPS models — until the tower clears her in. That happens very seldom.

This is the beginning of the conversation between the air traffic controller in the airport’s tower and the pilot. What follows is a dialog with the tower providing instructions and the pilot acknowledging those instructions and then following them. The controller’s job is to sequence airplane traffic on the airport’s runway(s), making sure there’s enough spacing between them for the various types of landings: touch-and-go, full stop, low approach, etc. In the case of helicopters — which is admittedly what I know best — the tower can either put us into the traffic pattern with the airplanes (which really isn’t a good idea) or keep us out of the airplane flow. The tower clears airplanes to land on the runway and gives permission to helicopters to land in “non-movement” areas.

At the same time all this is going on, the tower’s ground controller is providing instructions to airplanes that are taxiing around the airport, either to or from the runways. Aircraft are given taxi instructions that are sort of like driving directions. Because helicopters seldom talk to towers, I can’t give a perfect example, but instructions from the transient parking area to runway 4R might sound something like this:

Cessna One-Two-Three-Alpha-Romeo, Falcon Ground, taxi to runway four right via Delta. Position and hold Line up and wait at Delta One.

These instructions can get quite complex at some large airports with multiple runways and taxiways.

Position and hold Line up and wait — formerly hold short position and hold — means to move to the indicated position and do not cross the hold line painted on the tarmac. This keeps the airplane off the runway until cleared to take off.

A pilot who is holding short waiting switches to the tower frequency and, when he’s the first plane at the hold line, calls the tower to identify himself. The tower then clears him to get on the runway and depart in the direction he’s already told the ground controller that he wants to go.

Air traffic control for an airport also clears pilots that simply want to fly through the airspace. For example, if I want to fly from Wickenburg to Scottsdale, the most direct route takes me through Deer Valley’s airspace. I’d have to get clearance from the Deer Valley Tower to do so; I’d then be required to follow the tower’s instructions until the controller cut me loose, usually with the phrase “Frequency change approved.” I could then contact Scottsdale’s tower so I could enter that airspace and get permission to land.

A few things to note here:

  • Not all towers have access to radar services. That means they must make visual contact with all aircraft under their control. Even when radar is available, tower controllers make visual contact when aircraft are within their airspace.
  • If radar services are available, tower controllers can ask pilots to Ident. This means pushing a button on the aircraft’s transponder that makes the aircraft’s signal brighter on the radar screen, thus making it easier for the controller to distinguish from other aircraft in crowded airspace. The tower can also ask the pilot to squawk a certain number — this is a 4-digit code temporarily assigned to that aircraft on the radar screen.
  • Some towers have two tower controller frequencies, thus separating the airspace into two separately controlled areas. For example, Deer Valley Airport (DVT) has a north and south tower controller, each contacted on a different frequency. When I fly from the north over the top of the runways to land at the helipads on the south side, I’m told to change frequency from the north controller to the south controller.
  • The tower and ground controllers coordinate with each other, handing off aircraft as necessary.
  • The tower controllers also coordinate with controllers at other nearby airports and with “center” airports. For example, when I fly from Phoenix Gateway (IWA) to Chandler (CHD), the Chandler controller knows I’m coming because the Gateway controller has told him. Similarly, if a corporate jet departs Scottsdale (SDL) on an Instrument Flight Rules (IFR) flight plan, the Scottsdale controller obtains a clearance for that jet from Phoenix Departure or Albuquerque Center.

I should also point out two things from the point of view of a pilot:

  • Dealing with air traffic control does add a tiny bit to the pilot’s workload. The pilot must communicate with the tower before entering the airspace, the pilot must follow the tower’s instructions (unless following those instructions is not safe, of course). I know plenty of pilots who would rather fly around a towered airport’s airspace than fly through it — just because they don’t want to talk to a controller. I’ll admit that I’ve done this quite a few times — I even have a winding route through the Phoenix area between Wickenburg and Chandler that avoids all towered airspace along the way.
  • Air traffic control gives many pilots the impression that they are no longer responsible for seeing and avoiding other aircraft. After all, the tower sees all and guides aircraft to avoid each other. But there have been instances where air traffic control has dropped the ball — I experienced one myself years ago — and sometimes this can have tragic consequences.

Low Traffic Airports Don’t Need Towers

As you can probably imagine, the more air traffic coming and going in an airport’s airspace, the busier air traffic controllers are.

A very busy airport like Deer Valley, which has at least two flight schools, several helicopter bases (police and medevac), at least one charter operator, and a bit of traffic from corporate jets, can keep controllers pretty busy. In fact, one of the challenges of flying in and out of Deer Valley is being able to get a call in on the radio — it’s often a steady stream of pilot/controller communication. Indeed, Deer Valley airport was the 25th busiest airport in the country based on aircraft movements in 2010.

Likewise, at an airport that gets very little traffic, the tower staff doesn’t have much to do. And when you consider that there has to be at least two controllers on duty at all times — so one can relieve the other — that’s at least two people getting paid without a lot of work to do.

Although I don’t know every towered airport on the list, the ones I do know don’t get very much traffic at all.

For example, they’re closing four in Arizona:

  • Laughlin/Bullhead City International (IFP) gets very little traffic. It sits across the river from Laughlin, NV in one of the windiest locations I’ve ever flown into. Every time I fly into Laughlin, there’s only one or two pilots in the area — including me.
  • Glendale Municipal (GEU) should get a lot of traffic, but it doesn’t.
  • Phoenix Goodyear (GYR) is home of the Lufthansa training organization and a bunch of mothballed airliners, but it doesn’t get much traffic. Lufthansa pilots in training use other area airports, including Wickenburg, Buckeye, Gila Bend, Lake Havasu City, and Needles — ironically, none of those have a tower.
  • Ryan Field (in Tucson; RYN) is the only one of the three I haven’t flown into, so I can’t comment its traffic. But given the other airports on this list, I have to assume the traffic volume is low.

They’re also closing Southern California Logistics (VCV) in Victorville, CA. I’ve flown over that airport many times and have landed there once. Not much going on. It’s a last stop for many decommissioned airliners; there’s a 747 “chop shop” on the field.

They’re closing Northeast Florida Regional (SGJ) in St. Augustine, FL. That’s the little airport closest to where my mom lives. When she first moved there about 15 years ago, it didn’t even have a tower.

These are just the airports I know. Not very busy. I know plenty of non-towered airports that get more traffic than these.

How Airports without Towers Work

If an airport doesn’t have a tower — and at least 80% of the public airports in the United States don’t have towers — things work a little differently. Without a controller to direct them, pilots are responsible for using the airport in accordance with standard traffic patterns and right-of-way rules they are taught in training.

Some airports have Automated Weather Observation Systems (AWOS) or Automated Surface Observation Systems (ASOS) that broadcast current weather information on a certain frequency. Pilots can tune in to see what the wind, altimeter setting, and NOTAMs are for the airport.

When a pilot gets close to a non-towered airport, she should (but is not required to) make a position report that includes her location and intentions. For example, I might say:

Wickenburg Traffic, helicopter Six-Three-Zero-Mike-Lima is ten miles north, landing Wickenburg.

An airplane pilot might say:

Wickenburg Traffic, Cessna One-Two-Three-Alpha-Bravo is eight miles southeast. We’ll be crossing midfield at five thousand to enter right traffic for Runway Two-Three.

Other pilots in the area would hear that call and respond by making a similar position call. The calls continue as needed at the pilot’s discretion — the more aircraft in the area, the more calls I make just to make sure everyone else knows I’m out there and where I am. Pilots then see and avoid other traffic to land or depart the airport.

It sounds crazy, but it works — remarkably well. In Wickenburg, for example — an airport that gets a lot of pilots in training practicing takeoffs and landings — there might be two or three or even more airplanes in the traffic pattern around the airport, safely landing and departing in an organized manner. No controller.

And this is going on at small general aviation airports all over the country every single day.

What’s even more surprising to many people is that some regional airlines also land at non-towered airports. For example, Horizon operates flights between Seattle and Wenatchee, WA; Wenatchee is non-towered. Great Lakes operates between Phoenix or Denver and Page, AZ; Page is non-towered.

The Reality

My point is this: people unfamiliar with aviation think that a control tower is vital to safe airport operations. In reality, it’s not. Many, many aircraft operate safely at non-towered airports every day.

While the guidance of a tower controller can increase safety by providing instructions that manage air traffic flow, that guidance isn’t needed at all airports. It’s the busy airports — the ones with hundreds of operations every single day — that can truly benefit from air traffic control.

The 149 airport towers on the chopping block this year were apparently judged to be not busy enough.

I guess time will tell. And I’m certain of one thing: if there is any accident at one of these 149 airports after the tower is shut down, we’ll hear about it all over the news.

In the meantime, I’d love to get some feedback from pilots about this. Share your thoughts in the comments from this post.

Taking a Stand Against the Full Body Backscatter X-Ray

Stand up for our rights. You can make a difference.

Yesterday, when I went through security at Seattle-Tacoma Airport (SEA) for a flight to Wenatchee Pangborn Airport (EAT), I was one of four people in a five-minute period who opted for a pat-down rather than subject my body to the highly controversial full body scanner or backscatter x-ray machine.

BackscatterWikipedia image. (No, it’s not me. Sheesh.)

Because we had to wait while the TSA called screeners for each of us, we discussed why we’d made the decision. The four of us agreed that the use of backscatter x-ray technology for security screening was a violation of our privacy and constitutional rights. This “virtual strip search” is not only ineffective for revealing hazardous materials carried by determined terrorists, but it raises additional health concerns. Two of us were certain that the machine was hazardous — more on that in a moment — I’m not convinced either way.

All four of us had decided to make a stand against the use of the equipment by forcing the TSA to conduct a pat-down each time we were asked to go through the machine. This inconveniences the TSA far more than it inconveniences us. It only adds about 10 minutes to your screening time, but it forces the TSA to shuffle around staff, thus slowing down the whole security line. If enough people do this on a regular basis, the TSA will be forced to increase its staff to handle screening needs during busy times — or simply cease using the machines. After all, the normal metal detectors are still there and are used when the backscatter x-ray machines are down for maintenance. Why is it that they’re good enough at, say 5:10 to 5:30 PM one day but not good enough five minutes before or after that? It’s all bullshit, if you ask me.

One by one we were taken away for our pat-downs. Soon, it was just me and a man left chatting. He said he always gets the pat-down and is convinced that the machine is dangerous. I told him that I always ask for a private screening. This doubly inconveniences the TSA because it requires not only a private space, but two TSA screeners of the same gender: one to conduct the pat-down and another to observe — so you can’t cry foul, I suppose.

In addition, because they can’t separate you from your luggage, they must carry all your luggage and bins into the screening room with them. If you have a lot of stuff — think laptop, coat, belt, purse, briefcase, carryon bag, etc. — that could take more than one trip. You’re not allowed to touch it once you opt out so they’re forced to carry it for you to the screening room. One time, I had three of them tied up carrying my stuff around.

The man I was speaking to obviously liked the idea as much as I did and he opted for a private screening, too.

While a lot has been said about the obtrusiveness of pat-downs, having gone through it three times now, I can assure women that it isn’t a big deal. I didn’t feel violated or uncomfortable at any time. It’s just another woman wearing gloves patting you down. I’ve had seamstresses get more friendly when fitting me for a gown.

I try to make the situation more tolerable by chatting up the TSA women, teasing them gently, making sure they understand that I’m just opting for the pat-down to “get my money’s worth” out of the screening process. Occasionally, I’ll get one that admits the process isn’t effective or doesn’t make sense, but most times they’ll stop short of actually saying so. Yesterday, one of the women actually admitted that she thinks the backscatter x-ray machine is dangerous. Not only will she avoid it, but she’s told her mother not to go through it. Good to know that the TSA can’t even convince it’s own people about the safety and security of the system.

I usually mention the Israeli airport security system as an alternative method of screening. Often, they are familiar with it. Yesterday, one of the women said that they couldn’t use that system “because we’re not allowed to profile.” We both agreed that profiling should be allowed — at least to a certain extent. But rather than the kind of racial profiling Sheriff Joe uses to harass Hispanic people in the Phoenix area, airport profiling should look for signs of nervousness or other indicators that might suggest a person has something to hide. This is psychological profiling that requires extensive training and dedicated screeners. Unfortunately, members of the U.S. government would rather spend our tax dollars on sophisticated machines manufactured by their friends than useful training for TSA and other security agents.

As usual, yesterday’s pat-down was a non-event. I made my statement and was very pleased to see that I wasn’t the only one doing so. My only question is this: Why are most people acting like sheep, walking through a machine that displays nude images of them to strangers while dosing them with radiation?

The GOP and its propaganda arms (think Fox News and Rush Limbaugh) are constantly talking about government intrusion in our lives and violations of our constitutional rights, yet I don’t see any of them complaining about this complete disregard for privacy and Fourth Amendment rights. Why not?

Don’t they see that every time they introduce a measure like this, they’re subjecting us to more government intrusion and violating more of our rights?

I’m an American and I value my rights. Because of this, I arrive at the airport an extra 15 minutes early and do my part to protest the use of this ineffective, unnecessary, and possibly harmful intrusion of my privacy and violation of my rights.

If you care about your rights, you’ll do the same.

The 2012 Buckeye Air Fair

Some small towns really know how to put on an airport event.

Yesterday, for the fourth (or possibly fifth) time, I participated in one of the nicest airport events in Arizona: The Buckeye Air Fair. The event was held annually for several years until 2009. It moved to Gila Bend for at least one year and I turned down an offer to participate because of the distance. I was thrilled to ask to participate again in the 2012 event when it returned to Buckeye.

I flew almost nonstop yesterday from 9 AM to 5 PM, with only short breaks for an airport closure (for an RC aircraft demonstration) and refuelings. There was a constant stream of people coming on board, aged 3 through 73. Although I missed the rest of the event — being stuck in the cockpit all day — I had a great time and met lots of really great people. I don’t think I’m exaggerating when I estimate that I took at least 50 people for their first-ever helicopter ride. For some of them, our flight was their first ever time airborne.

Interested in what you missed? Check out this video by Arizona Public on YouTube. You’ll see a couple of shots of me and my bright red helicopter.

Thanks again to Margaret and Steve and the rest of the folks at Buckeye for making this such a great event for everyone.

Departure from DVT Video

A behind-the-scenes look at a helicopter departure from a relatively busy class D airport in Arizona.

I went for a little pleasure flight on Tuesday, mostly to check out the capabilities of my new GoPro HD Hero2 camera. This GoPro has two features I’ve been wanting:

  • A narrower field of view. The HD Hero2 supports a 90° FOV in addition to 127° and 170°; the HD Hero supports only 127° and 170°. I like to show off low-level, high speed flight, but with a super wide angle lens, I had to almost be kicking up dust in flight for the picture to actually look low-level.
  • Audio in via a Mic port. Let’s face it; there’s nothing too interesting about the droning sound of a helicopter’s engine and rotor blades. I wanted to include cockpit sound.

So I rigged up the Hero2 with a skeleton housing as my helicopter nosecam and ran a 3.5mm stereo cable from the audio in port to an audio out port I’d had installed in my helicopter for use with my old POV.1 setup. And then I went flying.

And today I put together this little educational video that puts you on the helicopter’s nose with headsets on for a departure from Deer Valley Airport (DVT) in north Phoenix.

A few things about the video and setup.

  • The audio is clear but there’s an annoying buzz when no one is talking. I don’t know what that is but it annoys the hell out me. For serious production use, I’d have to duck the audio for each “silent” period. That means using Final Cut Pro instead of iMovie (which I used to throw this together).
  • As with the HD Hero, 1080p video capture (which is what this video was recorded at) introduces a waving motion in the bottom half of the frame. This motion goes away at 720p resolution on my HD Hero and HD Hero 960. I should note here that I purchased a 30MB/s Class 10 SD card to make sure the wiggle wasn’t caused by the camera’s inability to write quickly enough to the card.
  • The color looks terrible. I don’t know if it’s because I used my polarizing filter and didn’t really need it or if there’s something weird about the camera’s optics. Will try it next time without the polarizing filter.

By the way, there’s a nice comparison of the three currently available GoPro Hero models here. I’m embarrassed to admit that I now own one of each.

I’ll play with this some more at different settings to see if I can get the results I expect. So far, I’m not exactly happy with the video quality, although I’m very glad to be able to record a decent cockpit audio track.


Wickenburg to Phoenix by Helicopter

Yet another helicopter video.

Join me for a wild ride across the Sonoran desert between Wickenburg, AZ and north Phoenix, AZ. Shot on January 20, 2011 during a Flying M Air repositioning flight. Enjoy.

2010: My Year in Flights

I was all over the place.

I thought I’d take a moment to blog about some of the flying I did this past year. LogTen Pro, the software I blogged about yesterday, makes keeping track of my flying activities a lot easier to summarize.

The Big Picture

I flew a total of 207.3 hours in 2010 with exactly 300 takeoffs and landings. Nine takeoffs were at night while 13 landings were at night — this inequality occurs, in part, because of long flights that begin just before dawn or just before dusk. But I only flew 5.1 hours at night.

Flights by MonthMy flights are spread out over the entire year, with February, March, September, and October my busiest months. LogTen Pro created this graph for me so I could visualize it.

Some Details

I broke my flight time down into different types that I want to track:

  • 71.5 hours Solo. Solo flight time is the time I was on board all alone. Much of this time was spent repositioning the aircraft for a flight. I often offer this time at low rates on Flying M Air’s Web site, but seldom have people take advantage of it. Their loss. I don’t mind flying alone. I suspect I have an unusually high percentage of solo flight time for a helicopter pilot.
  • 89.4 hours Cross Country. For helicopters, cross-country flight time is considered anything over 25 miles. This number includes only flights that landed at least 25 miles from the starting point. It does not include flights where I flew at least 25 miles away and then came back to the same airport or another one nearby. I did make several very long cross-country flights last year, including flights between Phoenix and Seattle and flights from the Phoenix area to Lake Powell, Monument Valley, Las Vegas, and Blythe, CA.
  • 30.2 hours High DA/Mountain. I track high density altitude/mountain flying because it’s important to some employers. The definition I use is flights that begin or end at an airport at 5000 feet density altitude or higher and the part of that flight spent over that DA. So if I flew from Wickenburg (2400 feet elevation) to Prescott (5000 feet elevation) and was over 5,000 feet for about half of that 30-minute flight, I’d log .2 or .3 for High DA/Mountain flying. All of the flights I did when I flew at the Grand Canyon were High DA/Mountain flights because I started and ended at 6300 feet and never got any lower. If I started at a low elevation and landed at a low elevation, however, I probably wouldn’t log any high flying in between unless it was either very high flying or involved crossing mountains, etc. I know this is subjective and not perfect, but I’m really not required to log this at all, so I do it my own way just to get a ballpark idea.

Landing ZonesI landed at 52 different places in Arizona, California, Nevada, Utah, Idaho, Oregon, and Washington. 16 of these landing zones were off-airport, although two of them were official helipads registered with the FAA. These numbers do not include about a dozen off-airport landing zones I used during one mine survey job in March; it just wasn’t worth logging them all. This Google Earth map shows where they were, using data from LogTen Pro. (Seriously: isn’t this cool?)

I only flew one aircraft: my R44 Raven II.

The Flights

A look at my logbook reveals a wide variety of flight types:

  • Day Trips to Grand Canyon, Sedona, and Meteor Crater/La Posada. This is something Flying M Air offers and I’m pretty sure we’re the only operator in the Phoenix area that does so at a reasonable price. Truth is, I’ll take you anywhere I’m allowed to — which is almost anywhere in the 48 contiguous states — for the day if you pay me to. These are the trips I offers, so these are the trips I sell. Sure do wish someone would ask for something different once in a while. If I spent any more time at the Grand Canyon, I could probably get a part time job as a tour guide there.
  • Phoenix Tours. This is Flying M Air’s “cheap flight.” Frankly, it isn’t worth going to the airport for less than an hour of flight time, so this is the lowest price tour I sell. It’s a great flight around the city and I customize it for clients, partially to make them happy and partially to make it more interesting for me. One of these custom flights required me to visit several specific GPS locations, four of which were inside class Bravo (PHX) or class delta (CHD) airspace. That was a challenging flight.
  • Moonlight Dinner Tours. I only did one of these last year, but it was a biggie: the guy popped the question and the gal said yes. What’s especially memorable about this flight is that I picked them up and dropped them off at the Sky Harbor helipad, which is between the runways and always a fun challenge.
  • Monument ValleySouthwest Circle Helicopter Adventure. I only did one of these last year, with a nice couple from Tucson. (In 2009, I did four of them and I have one scheduled (so far) for 2011.) This is a six-day excursion with overnight stops at Sedona, Grand Canyon, Lake Powell (at Page), Monument Valley, and, on this particular trip, Winslow (which I actually prefer over Flagstaff, the usual stop). This was the first trip where I actually had to alter my course and change tour reservations due to weather — the second day had low clouds and rain that cleared out later in the day. You can find photos from this trip here.
  • Las Vegas Weekend. I took two women up to Las Vegas for the weekend. It was a nice flight and a relatively nice weekend away, despite some mechanical problems.
  • Video flights at the Best in the Desert (BITD) Parker 425 race. Last year was my third year at the race. It’s my favorite annual gig and I’m only sorry that it’s just one day a year. I flew three videographers last year, chasing race trucks through the desert. (The aerial shots in the video here were made from my helicopter.) Of course, the last videographer let his seatbelt hang out the door, causing damage that cost $2K to repair. I won’t let that happen again.

  • Wine Shopping. I took some regular clients on a wine shopping trip from Wickenburg to Scottsdale. They bought four cases of wine and we managed to fit them all in back under and on the third passenger seat. We named our “passenger” Bacchus.
  • Mine Survey. I took five different people (on multiple flights) to test soil samples on various mine sites not far from Blythe, CA. Although the logged time didn’t add up very much — each flight segment was less than 10 minutes — the waiting time sure did. I was satisfactorily compensated, so that’s not an issue. Now I bring my iPad on all flights so I have something to keep me occupied while clients are out doing their thing.
  • Equipment Testing. I actually did two of these gigs, each over multiple days, out in the desert west of Wickenburg. It required the client to hook up some communications equipment on the helicopter and me to fly as specified so they could test range, etc. There was a lot of flying, a lot of landing, and a lot of waiting. On the first gig, we brought our truck and new fifth wheel trailer out into the desert and camped. The truck had my fuel transfer system on board, which made it unnecessary to go back to Wickenburg for fuel. It gave us a good opportunity to test out the trailer before I used it that summer.
  • Over Lake PowellPhoto and video flights. I did a bunch of photo flights in the Phoenix area, north of Phoenix, south of Phoenix, and all the way up at Lake Powell. In fact, I spent a total of 45.4 hours (according to LogTen Pro’s summary of my remarks field) doing photo and video flights last year. I even got to do one flight with my new Moitek Gyro-stabilized Video Camera Mount.
  • Cherry DryingCherry Drying. I spent more time drying cherries this year than I did in the previous two years combined — but it still only added up to 20 hours over 11 weeks. Anyone who thinks drying cherries is a good way to build time is very wrong. (If you’re a pilot interested in cherry drying, read this.)
  • Rides. I did rides at one public event and one private one last year. I also did a few odd rides here and there, mostly for folks I owed favors to. I figure I took about 40 helicopter “virgins” up for their first ride, along with at least 30 others who had already been in a helicopter.
  • Golf Ball Drops. I did two drops in 2010 and I’m starting to get good at it. On the last drop, I got one ball in the cup and another right on the cup rim.
  • Ash Scattering. I did only one of these in 2010, but that’s okay. Although I don’t mind doing them, I don’t particularly like them. Good part: family happy to have complied with wishes of deceased. Bad part: Climbing to altitude and worrying about packet of ashes breaking open and getting into my air intake (again). This flight went well and the folks were happy. For two of them, it was their first ever helicopter flight.
  • Fun. I did some flights just for fun, mostly in Washington state. I sure do love flying up and down the Columbia River. I also enjoy low-level flight over the empty desert.

Not a Bad Year

I’ve been averaging 200 hours a year — except for the year I flew at the Grand Canyon, which was considerably higher — since I began flying. I have the huge chore ahead of me of entering all that flight time into LogTen Pro. I figure I’ll do a few months a week. I’ll likely finish up over the summer when I’m back in Washington waiting for it to rain.

When I’m done, I’m sure I’ll show off my stats here.

LogTen Pro

A mini software review for pilots.

LogTen ProAt the end of 2010, nudged by the availability of a coupon code for 30% (I think) off, I purchased the Mac and iPad versions of LogTen Pro. This program, published by Coradine Aviation Systems, is designed primarily for airline pilots to log their flight time, trips, duty time, expenses, and other data. It can then generate any number of reports, including FAA-approved logbook pages and duty sheets. Of course, pilots with Macs don’t only live in the US, so LogTen Pro supports multiple countries and the reports needed to satisfy their own FAA-equivalent organizations.

Although, on the surface, LogTen Pro seems like overkill for logging pilot hours, its true power lies in the fact that you don’t need to log everything it lets you. For example, LogTen Pro enables you to log flight date, aircraft N-number, duty time in, hobbs out, time out, from airport, to airport, time in, hobbs in, and duty time out. That’s the kind of information an airline pilot might need or want to log. But, in reality, how many people really track that much information about their flights? LogTen Pro is perfectly satisfied just taking the flight date, N-number, from airport, to airport, and total time flown. And of course, you can log day vs. night time, VFR vs. IFR time, etc.

In other words, you can log as little or as much information as you like.

iPad version of LogTen ProOf course, the iPad version (shown here with a screen shot of all my 2010 activity) syncs with the Mac version, so I can log time on the go and sync it all up when I get back to my office. Or I can pull old log entries out of my paper logbook and enter them in my Mac and then sync it all to my iPad.

While LogTen Pro is a bit weak on logging helicopter flight time — for example, it supports the Rotorcraft category but did not include a Helicopter class (although, for some reason, it did have gyroplane; go figure) — it is highly customizable. I simply used one of the undefined Class fields to create a Helicopter class in my copy of the software. Although this is calculated properly in the logbook reports as is, I can also create custom log book pages that eliminate columns I don’t need and expand on ones I’m interested in tracking, such as High DA/Mountain (another custom field I created) or Turbine helicopter.

I could go on for thousands of words about this software — there’s a lot to it. But it would be better to let you view the Guided Tour and just try the software for yourself. If you’re a pilot with a Mac, iPhone, or iPad, download the demo version of the software and see what you think. If you’re geeky and love stats like I do, I think you’ll be sold.