Diver-driver requirements

[John2375]

I've heard flying sky divers is a good way to build time when you're low-time like me, and i'm planning on sending out a resume to a few outfits in the area - anyone here 'been there done that' or still doing it? Any special requirements they look for or just have to be lucky and catch them when they're in need of pilots?

 

[molson247]

Im curious also....does anyone with prior expierience have any tips on aquiring a jump job?

 

[moving2vegas]

It was 10 years ago or so but I was flying jumpers the day after I got my commercial ticket. Visit the bases in person. Dress in clean street clothes not a suit. Be friendly and don't act like gods gift to aviation. Be willing to learn and ask questions. Chances are you will be flying a 182 or 206 at first. It's pretty much a no brainer for an average pilot. Up and down, greasy side facing the ground. Don't do stuipd things and scare the jumpers...or yourself. If you're in a more complex/ larger plane (I started in caravans and king airs), like a porter or twotter or any twin....get a good check out. Ride with someone a little longer and get a feel for big CG shifts and the drag associated with having 10 floaters on the outside of your plane. Don't let jumpers talk you into doing dumb $hit, but at the same time you want them to like and trust you. Take care of your plane...nobody else probably will.

 

[Junkflyer]

Like any job timing is everything. Find out what equipment they fly, if your low time insurance would pobably only take you in a 182 or 206. Twin Otters, King Airs, and Caravans are popular now, but would take more experience to get in to.

 

[FN FAL]

I still fly jumpers occasionally, it's a fun way to stay current in flying G.A. aircraft.

Most D.Z.'s are going to want about 500 hours, but not all of them have that requirement.

Somebody from the D.Z. will give you a checkout, that could be a "chief pilot" or the owner of the D.Z.

Not much else to say about it other than it would probably be a good idea to sit in on a student ground school for the jumpers so that you have a pretty good idea of what is going on with the gear that people are wearing in the aircraft you are flying. Also, since you are wearing an emergency parachute, you probably might want to at least jump once, just to get over that scared feeling. I'd hate to see them find you seat belted into an aircraft that wasn't flyable, when you had a perfectly safe parachute system strapped to your back.

Places to go to find dropzones would be the USPA website, they have a listing of those there and the website is easily found by doing a Google search.

 

[kevdog]

Winter time season = Florida, Arizona, California (but harder to get jobs)
Summer time season = anywhere up north. Lots of smaller drop zones with 182 & 206 that would love to pay you $7-10 a load.

minimum of 1000 hours is usual for turbine insurance requirements.

I agree with FNFAL, sit through a course and learn as much as possible about the operation and equipment, make a tandem or two. DZ would likely give you one for free. Just remember, skydiving is extremely fun so try not to get hooked on it!

Just remember jump piloting is almost all day VFR and mostly in a single until you have more experience.

http://diverdriver.com/

 

[FracCapt]

I've heard flying sky divers is a good way to build time when you're low-time like me, and i'm planning on sending out a resume to a few outfits in the area - anyone here 'been there done that' or still doing it? Any special requirements they look for or just have to be lucky and catch them when they're in need of pilots?

I've flown skydivers in the past, and I am a somewhat experienced skydiver myself(a bit over 2000 jumps). Usually, DZ's require you to have a fair amount of time, or a fair number of skydives(a few hundred, at least). Not all have this requirement....it depends on the DZ owner and the part of the country they are in, which directly correlates to availability of pilots.

I, personally, won't get in an airplane with a pilot that has less than about 100 hours flying jumpers, or 100+ skydives. Prior to that, I feel that they are still in the learning stage, and I don't need to jump bad enough to be a crash test dummy in the event that something goes wrong at a very low altitude. I've been on an airplane where something went horribly wrong at a low altitude.....luckily, I was able to get out immediately since I was sitting next to the door.

Your best bet is to go out to the DZ and speak with the owner, pilots, instructors, and experienced skydivers. Hang out with them. If they like you, they're less hesitant to let an inexperienced pilot "drive the bus", so to speak.

I highly recommend, as FN FAL does, making at least a skydive or two, or at the very least attending a first jump course groundschool to get some insight as to what goes on in the skydivers world.

 

[Hand Commander]

I too, recommend jumping at least once for a better understanding of whats really happening. Its not necessarily as easy as it sounds. Its a fun job. Laid back and relaxed atmosphere for the most part, as far as a flying gig goes (pilot uniform = t shirt, board shorts, and flip flops). Check www.dropzone.com 's classified section. Under employment, there's usually a listing for pilot need somewhere. You can also check the location of dropzones near you. Be weary of some operators. The aircraft are often the largest overhead with the business and some guys like to cut corners. Stand up for yourself when it comes to maintenance, fuel, loading, and weather. I started in 182's, moved into caravans, and now mostly flying twin otters. Like was said before, its all day VFR, leaving and departing the same place. Make sure you stick to the rules as far as clouds go, jumpers will try to convince you "its fine". Keep in mind that's its a total time builder, not gonna get xc/night/instrument. I'm fortunate enough that my boss has contracts all over, so I do get some ferry time, but its few and far between. When I started, insurance requirements for the van were 800TT and 25 in type(which you get from training). For the twotter I think it was 1000TT and 50 Multi (not positive). Be prepared to be there all day, especially in Summer. I think the most otter loads I've flown in one day is 26. Its super repetitive, but you get super efficient. Once you get "spotting" dialed in and earn the trust of jumpers, there's no shortage of free beer or occasional displays of nekkid breasteses. Oh, and you get turbine and multi time too.

 

[Say Again Over]

Don't let jumpers talk you into doing dumb $hit

Ya right, the main requirement is that you are breathing and have a valid certificate, can be a hard job at a big DZ, lot's of new pilots start jumping within the first two months and it's time to look for another pilot, beer drinking is also a requirement, good luck.:beer:

 

[USMCmech]

I flew jumpers for a summer when I had only 300TT. I showed up at the DZ and spoke to the guy in charge. We did a few T&Gs in the C-182 and then he rode behind me for a few "hop n pops". That was about it.

It was a fun job and definately had it's share of challanges. GPS has made spotting idiot proof. The airplanes are useualy in rough shape, and the operators at the smaller ones will definately try to talk you into flying when you shouldn't. You need to have the character to stand up for yourself.

 

[FN FAL]

I flew jumpers for a summer when I had only 300TT. I showed up at the DZ and spoke to the guy in charge. We did a few T&Gs in the C-182 and then he rode behind me for a few "hop n pops". That was about it.

It was a fun job and definately had it's share of challanges. GPS has made spotting idiot proof. The airplanes are useualy in rough shape, and the operators at the smaller ones will definately try to talk you into flying when you shouldn't. You need to have the character to stand up for yourself.

That all sounds familiar. Both drop zones I flew at were pretty good regarding keeping the planes up to speed maint wise as they realized that inop aircraft don't make money, but you do hear about that shady operator out there.

And you're correct on pushing, you just have to be the "man" and not let them get you in a compromising situation. If you have to, keep some cold beer handy and if they push you, pop one and take a sip and announce that you're done for the day. If they don't like that you won't fly dirty, good riddance to them.

 

[FracCapt]

GPS has made spotting idiot proof.

Maybe idiot proof....but not moron proof! I've been to some DZ's that they turn on the green light, everybody starts yelling "GO GO GO!" without even looking....and half the time several people land out. I won't exit if I don't think I'll make the planned LZ, regardless of how much people yell at me.

Of course, there are a few pilots that when they say go, I go....and check the spot as I'm exiting....like Mullins... I've never had Mike put me in a bad spot(or tried to get me to exit in a bad spot), but he's one of only two pilots I can say that about.

DZ's are a pretty unique place.....but you'll never have as much fun in aviation as you will while flying for, and hanging out at, a DZ. The people are....ummm.....different... As others have said, stand your ground when it comes to MX, aircraft loading, fuel, WX, etc...don't let the jumpers or DZO/management push you around.

 

[Say Again Over]

"EXIT, EXIT, EXIT"

Blue skies!

 

[hawk16e]

2200 hrs flying jumpers-- did I just admit that? I started in a 182 and then got about 800 BE -18. I agree with the above posts about standing up for yourself. Grow some THICK skin. Some jumpers don't like to ride in the airplanes, so fly every load like your'e on a checkride. A few will try to see what you are made of in your early days, just deal with it. A lot of pilots jump.Two took resumes in for me. I flew an E 90 with him for a year. I got into Lears with the other guy. The drop zone operator also paid for my Jumpmaster and Instructor ratings.

 

[puddlejumper]

Here's an excellent opportunity for someone looking to get into the business. I've flown for the folks at N68, they're good people. I think the B90 is probably one of Pauls from CSS though.

http://forums.flightinfo.com/showthread.php?t=71859

Low time jump pilot
Title: Jump Pilot for 182/206 & King Air
Company: Chambersburg Skydiving CenterProduct/Service: Location: PARequired Travel: NoneJob Type: Full-timeEmployment Type: Permanent
Description: Chambersburg Skydiving Center in south central Pennsylvania is looking for a pilot for the 2006 season. We are looking for a team player to work Wednesday thru Sunday from April first through November first. We fly a Cessna 182, a Cessna 206 and a Beechcraft B-90 King Air.
Requirements: You must have 1000 hours logged for the King Air and 500 hours for the Cessnas and be commercial pilot.
Company Benefits:
Contact Information: N/A[email protected]Fax: 717-264-1111Chambersburg Skydiving Center

 

[Hand Commander]

Maybe idiot proof....but not moron proof! I've been to some DZ's that they turn on the green light, everybody starts yelling "GO GO GO!" without even looking....and half the time several people land out. I won't exit if I don't think I'll make the planned LZ, regardless of how much people yell at me

Yes! I love it when experienced jumpers land off and after walking back to the dz, proclaim, "what was with that spot? We were in F ing Bolivia!". Then the first question I ask is, "did you look before you got out?" That usually leads to a moment of silence. I would say that the number of times people landed off with me flying and it was entirely my fault would be counted on one hand. I don't intentionally put people off and I pay attention to who's on every load and adjust giving the lights accordingly, but when jumpers exit, I'm assuming they know the score. How's it go? "Assumption is the mother of all......?" GPS has made spotting ridiculously accurate and jumpers pretty much know that the spot will be good. Its a lost art for new students. Its pretty rare but even the GPS gives up occasionally, then its up to some newbie in the back to spot the load for 23 people. Good times. Oh and another favorite of mine is 2 mins before exit, people start asking, 'uh, like what are the winds doing, man?" after they walked past the posted winds aloft for the day on their way out to the plane.:smash:

 

[NW_Pilot]

Not much else to say about it other than it would probably be a good idea to sit in on a student ground school for the jumpers so that you have a pretty good idea of what is going on with the gear that people are wearing in the aircraft you are flying. Also, since you are wearing an emergency parachute, you probably might want to at least jump once, just to get over that scared feeling.

Scary Feeling? Thats all a mental problem! I say bring it on Your going to die some time right?

Do it Now!! So later in life you never say, I wish could have done that!

Remember you only have one life and it’s not a rehearsal very few of us have been given a second chance! So enjoy the one you have because it can be taken from you when you least expect it!

 

[FracCapt]

Here's an excellent opportunity for someone looking to get into the business. I've flown for the folks at N68, they're good people. I think the B90 is probably one of Pauls from CSS though.

I went so Chambersburg years ago, and only a couple times....but had a damn good time there, and never felt that safety was compromised.

As for the KingAir....if it were a Fayard airplane, wouldn't he hire for it directly? I thought the pilots of his airplanes traveled with the airplane, not the DZ's that lease the planes hiring the pilots...?

 

[FracCapt]

Yes! I love it when experienced jumpers land off and after walking back to the dz, proclaim, "what was with that spot? We were in F ing Bolivia!". Then the first question I ask is, "did you look before you got out?" That usually leads to a moment of silence. I would say that the number of times people landed off with me flying and it was entirely my fault would be counted on one hand. I don't intentionally put people off and I pay attention to who's on every load and adjust giving the lights accordingly, but when jumpers exit, I'm assuming they know the score.

Yes, spotting is a lost art. Most large DZ's don't teach anything about spotting. Hell, I started jumping in the days of 180's and 182's with no GPS. We actually used to fly over the DZ at 3k and drop streamers(some called it spotting tape), as well as 6-9k, to get a feel for the REAL winds. Most skydivers these days don't have a clue as to what a streamer is, other than a serious malfunction...but I still have a word with the pilot if they call a bad spot.

On the flip side....as a very experienced pilot, a former jump pilot, and a very experienced jumper.....when the green light goes on, I assume the pilot expects we will make the DZ no problem. Of course, if you have a 10 way RW exiting a Twotter, and you give them the light 10-12 seconds before the spot to facilitate their exit, it's understandable......but when the green light comes on(on any load other than the first of the day), and the first group lands WAY out....there's apparently something wrong with the spot.

Most skydivers these days don't know how to properly check the spot....but whether or not they are able to make the DZ also depends on certain things, like the canopies they are flying. Do you take that into account, as a pilot? If you have a group of RW'ers that are all flying Manta 288's exit first, as opposed to a group of freeflyers flying Xaos 98's....the ability to make the DZ is vastly different for the two. No, of course you don't take that into account....you trust the jumpers to make that determination. Ultimately, it IS their responsibility, but as we've already determined....spotting is a lost art.

As far as I'm concerned, if you turn on the green light and somebody lands off(aside from a low pull or cutaway), it IS your fault. I took that responsibility as a pilot, but I also take that responsibility as a jumper. If I land off, I take full responsibility for it......but then again, I have a lot more experience than many of the jumpers, and I started jumping in a time when spotting was taught, but much easier(spotting for a C182 with 4 jumpers as opposed to a Twotter with 21 jumpers). I know better than to exit before I can make the LZ(I am usually among the first group or two out, and am often the spotter for the load).

The really sad part is when an experienced jumper attempts to have a word with the pilot regarding the spot where they turn the green light on.....the pilot usually has a holier than thou attitude, and refuses to listen....unless they are also an experienced jumper.

 

[Junkflyer]

Read FAR 105 to be aware of the legalities.The feds can hold a pilot responsible for jumpers penetrating clouds. At the DZ I flew at, the jumpers spotted themselves; the spot would vary widely between over the mountains or out over the ocean.