CFI or Skydiving?

[AppleG5]

Happy new year,
Last night, I recieved E-mail from one of jumper operator. They need Cessna206 driver. They have King Air 90 and Cessna 206. Insurance require 1000 hours total time and they want to see 250 hours multi for the King Air. I have less than 25 hours of multi, so it will be long way,,,,,,.
I am CFIing at one of the bussy FBO. I loged around 80-90 hours per month. Almost all of my flight was in 152 and some of 172. Multi students are reserved for cheif pilot. There is almost ZERO % I will fly in multi even I will get MEI soon.
Therefore, I think I can go interview at skydiving place and get part-time job there. What do you guys think about this? Give me some idea!

Thank you

 

[jumppilot03]

I have done both and can tell you that flying jumpers is mindless flying. You will be more challenged and learn a LOT more from instucting.

 

[Vik]

The Cessna 206 time will go in the same column as the time you're logging right now.

You're doing 80-90hrs/month of FLIGHT instruction right now? Thats pretty good. Ground on top of that of course. So will flying that 206 around help you out financially?

You're already logging enough time per month single engine. Breaking your schedule to go to the jump operater might lead to fewer hours per month logged.

Happy new year,
Last night, I recieved E-mail from one of jumper operator. They need Cessna206 driver. They have King Air 90 and Cessna 206. Insurance require 1000 hours total time and they want to see 250 hours multi for the King Air. I have less than 25 hours of multi, so it will be long way,,,,,,.
I am CFIing at one of the bussy FBO. I loged around 80-90 hours per month. Almost all of my flight was in 152 and some of 172. Multi students are reserved for cheif pilot. There is almost ZERO % I will fly in multi even I will get MEI soon.
Therefore, I think I can go interview at skydiving place and get part-time job there. What do you guys think about this? Give me some idea!

Thank you

 

[AlbieF15]

I did both for a while in the late 80s at Arthur Dunn Air Park in Titusville while waiting to go to UPT. Granted...I was flying very few hours compared to what you are but here is my 2 cents...

First...CFI work got very boring to me. On one hand, it paid well and required you knew your stuff. On the other hand, the student held the yoke most of the time.

The jump flying was a blast. I had enough gas for (usually) 3 runs to altitude in an old 182 with 6 jumpers. I flew that pig all the up to altitude, always having a hip pocket place to land in the corner of my eye. I was always sweating that 3rd descent into the field, making sure (while I didn't shock cool the enigine) I was ready to land if/when the engine quit. After work was some of the best food, beer, and comraderie anywhere.

Is there a way to do both? I think both jobs compliment each other very well. Think "IBM suit" type flying for CFI work and "jeans and cowboy boots" for jumpers. Doing both makes you appreciate the goods in each. (...that's why I still fly in the Air National Guard and fly GA, too....just about any kind of flying is FUN)

FYI...my AU roommate flew jumpers at Warm Springs GA back in the early 80s. He hung around, flew when he could, got some right seat time in a DC-3 then eventually the jumpmasters got him typed and he did the PIC thing in the old Gooney bird. In a couple years work he got about 400 hours in the old thing (multi tail-wheel....SH!) He got hired by ASA the week after he graduated AU. Your mileage might vary, but if there is a turbine multi on the field just waiting for you who knows what might happen...

Just watch for jumpitis. A lot of jump pilots eventually succomb the desire to try sport jumping, and then everyone gets pi$$ed because the next thing you know he wants to JUMP instead of FLY and they have to scrap up another pilot to help out. I personally was afraid of breaking an ankle and not being able to show up to UPT on time, but every other pilot where I worked was a fanatical jumper (which is why I got hired into the slot I got!)

Good luck and let us know what you decide.

 

[KPTPK]

206 time is more marketable as compared to your 152 and 172 time. I'd say go the the DZ and try it out. At least you might be able to sit right seat on the King Air as compared to your CFI job where the Chief Instructor nabs all the multi students. Being a jump pilot involves lots of waiting and being paid for nothing along with all flying jobs. You might get 100-150 hrs flying jumpers in one month and could sit in the beast for 8-10 hrs a day in the summers.

The Cessna 206 time will go in the same column as the time you're logging right now.

You're doing 80-90hrs/month of FLIGHT instruction right now? Thats pretty good. Ground on top of that of course. So will flying that 206 around help you out financially?

You're already logging enough time per month single engine. Breaking your schedule to go to the jump operater might lead to fewer hours per month logged.

 

[TimsKeeper]

What does a 206 market you for over a "172 or 152"?

If your aspirations are for Flight Express....then I see it. If you are looking for a regional or charter position they both have the same pull....single engine, non-turbine.

Do what you have to in order to fly a twin. That's all that matters for either route.

 

[KPTPK]

C152-110HP(give or take depending on engine)
C172-160HP(............................................)

C206-300HP, you tell me if I'm wrong

What does a 206 market you for over a "172 or 152"?

If your aspirations are for Flight Express....then I see it. If you are looking for a regional or charter position they both have the same pull....single engine, non-turbine.

Do what you have to in order to fly a twin. That's all that matters for either route.

 

[Uncle Sparky]

Before I started instructing, I asked the same thing. The best advice that I got was "become a CFII and load up on instrument students....become proficient with instrument flying and instrument procedures". Being a CFII allows you to see the common mistakes that everyone makes and in turn learn from those mistakes. Because that "multi gap" is so hard to fill, many people treat any opportunity for a low time pilot to obtain multi time as a holy grail. In my opinion, PIC time is much more valuable, especially for personal benefits(as opposed to Resume value). A jump pilot really never leaves the pattern, so the previously mentioned emergency landing site planning, fuel planning and W&B calculating are the only decision making that Captain really experiences.

 

[AppleG5]

At least you might be able to sit right seat on the King Air as compared to your CFI job where the Chief Instructor nabs all the multi students


I believe there is no way I can log when sit right seat on the King Air 90 which they operat. Is that still be worth to be there?

Thank you for all. I will think about flight time and my schedule etc,,,. I will stop the operator office and talk to them. I will report how that go!

 

[Steveair]

I'd stick with the instructing end of things. After you go up and down a few hundred times with skydivers, you'll be thinking about jumping out with them... without a chute!

 

[jumppilot]

The jump flying was a blast...... After work was some of the best food, beer, and comraderie anywhere.

Is there a way to do both? I think both jobs compliment each other very well. Think "IBM suit" type flying for CFI work and "jeans and cowboy boots" for jumpers. Doing both makes you appreciate the goods in each. (...that's why I still fly in the Air National Guard and fly GA, too....just about any kind of flying is FUN)

I agree 100%. Do both if you can. I instructed during the weekdays and flew jumpers during the weekends. You'll find that you'll have much more fun if you do both since it breaks up the boringness of being a CFI.

Some people say that being a jumppilot only keeps you in the pattern. That may be true most of the time, but you show me a jumppilot and I'll show you someone who can land an airplane.

 

[spacecadet]

I agree with the previous two posts. I also did both. Flying jumpers was a blast, and was a nice break from instructing. Sometimes we are in such a hurry to get to the next step, that we don't enjoy the long road to get the "dream job". Then years later we say "yeah, it didn't pay much, but it was a blast".

 

[Vik]

All 3 end up in the same column of the log book, single engine, piston. You total those up and you get your single engine time. Now if he said it was a Cessna Caravan, I'd so go for it b/c he could log Turbine PIC.

But you're right -- he could get to sit right seat on the King Air and when he meets the insurance minimums, he could fly it.

C152-110HP(give or take depending on engine)
C172-160HP(............................................)

C206-300HP, you tell me if I'm wrong

 

[puddlejumper]

I agree 100%. Do both if you can. I instructed during the weekdays and flew jumpers during the weekends. You'll find that you'll have much more fun if you do both since it breaks up the boringness of being a CFI.

Some people say that being a jumppilot only keeps you in the pattern. That may be true most of the time, but you show me a jumppilot and I'll show you someone who can land an airplane.

I've gotta say, I totally agree with these two guys (jumppilot and Albie). Flying the 206 definitely will build character and the "High Performance" time may help out at this point in your career. Not every instructor has the time necessary to instruct or provide pilot services in a 6 seat single. There are lots of new 182s and 206s being sold. Check with your nearest Cessna dealer, once you've got the HP endorsement and a good 50 hours or so.

Flying jumpers was the major milestone for my career, personally. I flew the 206 one season while instructing and flying an Aztec on charter (I had around 1300 hrs). Once I had 200 multi and the DZO was looking for a King Air pilot, I was in there. With a little turbine experience, other operators will look at you more seriously for copilot services with plenty of opportunities to log part 61 PIC on 91 flights.

My advice, do whatever it takes to be able to do both. Instruct when you can and be available on the weekends for the DZ. BTW, this isn't for a DZ in SE VA is it?

Good luck.

-PJ

 

[flyf15]

I'm pretty interested in this post myself. I am in somewhat the same situation as you. I was an instructor for the last year but that job ended. Now I'm trying to decide if I want to get another instructing job or if I want to pursue one at a drop zone down the road. I'd be flying a C206 aswell with moving up to a King Air or Twin Otter possible down the road.

Is this drop zone in Colorado?

 

[AppleG5]

Flyf15,
It is not in Colorado. I am in SF Bay area. Good luck your job hunt.
I think I will try to do both. However, this moment I have 6 students to enjoy cessna with, so it will be next month or so.
He could get to sit right seat on the King Air and when he meets the insurance minimums, he could fly it. Is that right? You mean after I logged more than 250 hours of multi time? I do not think I can log that much multi soon. Is there some ways I can log time unless onwer or pilot have MEI??

 

[PropsForward]

What does a 206 market you for over a "172 or 152"?

If your aspirations are for Flight Express....then I see it. If you are looking for a regional or charter position they both have the same pull....single engine, non-turbine.

Do what you have to in order to fly a twin. That's all that matters for either route.

Flight Express does not require any 206 time!

 

[Benny Hill]

Try to do both, if you can.

You are not going to find a lot of King Air's, that are used for jumping, with more than one seat up front. You might find some, but the majority have the copilot seat removed for a jumper to sit on the floor or on a bench next to the pilot. Adding a second pilot up front removes $15-$20 from that load.

Your best bet is to try and build some time in the Cessna and be at "the right place and the right time" when the King Air pilot moves on and you are in the position to be trained to fly the King Air. It is rare that a jump pilot is hired to fly a turbine jump plane without prior jump experience. Jumpers are not real fond of new faces up front and like to know who is flying them.

You will have a blast flying jumpers, just don't let them talk you into doing anything that you know you should not be doing .

Good Luck.

 

[avbug]

Skydive.

 

[Radiohofo]

I have been a jump pilot in singles and multi a/c. Logging time is great but the jumpers are major egomaniacs and you have to keep them in line. They jump with out of date reserves and guess who pays the price when the FAA shows up. Ouch. It can be very demanding work for little pay. If you instruct and fly jumpers on the weekends, that would be ideal. But if you have to choose, I would earn your time instructing. Good luck.