How to Properly Fly Skydivers in the Cessna 182

by Chris Rosenfelt

Introduced in 1956 and built in the U.S., France and Argentina, it is by far the most common jump plane in the world. It is the second most common Cessna that is still in production. The average C-182 is powered by the Continental 230hp O-470 engine (models A-R, years 1956-95) and can take 4 skydivers to 10,000ft in about 20 mins. They usually have a modified exit door that swings up like a garage door instead of forward like a car door. They also usually have a small platform or step over the right main landing gear. Operators love the relatively low operating cost and skydivers like the high wing design.

The Numbers  

(Models A-R)

    Skydiver Capacity: 4 skydivers

    Empty Weight: 1610 lbs - 1734 lbs.

    Maximum Take Off Weight:

• C-182A-D - 2650 lbs.

• C-182E-M - 2800 lbs.

• C-182N-Q - 2950 lbs.

• C-182R - 3100 lbs.

*Many C-182A-M models have been modified with Wing-X wing  extensions which increase the MTOW for those models to 2950 lbs.

    Useful Load: Varies based on empty wt, gross wt, fuel wt.

    Fuel Capacity: 65 gallons (390 lbs) - 80 gallons (480 lbs)

    Powerplant: Continental O-470-L, R, S or U (230hp)

    TBO: 1500 hrs.

    Time to Climb: Approx. 20 mins.

The numbers above are the most common, but there are 23 different Cessna 182 models. Always refer to your aircraft POH for the most accurate information. When you are hired at a drop zone, ask them for their aircraft checklist and for the weight and balance sheet for that specific airplane and ALWAYS verify their numbers. If they do not have checklists or W&B sheets available, download them from our website.

While drinking your coffee in the morning, always check the Aviation Weather site, including the Winds Aloft forecast, and keep checking that throughout the day. When determining your Jump Run direction and distance, don’t forget to convert from AGL to MSL. Also, most jump plane accidents were caused by the pilot not having enough fuel onboard. Stick the tanks before the start of the day and before and after EVERY refueling.

Before Take-Off

Flying skydivers is very challenging and weight and balance is one of the most challenging parts of it. You should already know not to take-off with an airplane that is heavier than its maximum take-off weight limit. Most drop zones want you to fuel for 3 loads, some prefer 2 loads worth plus 30 minutes of reserve during the day.

Cessna 182 jump planes have all of the seats removed except for the pilot’s seat. The arrangement of how the skydivers sit on the floor is dependent on which STC your airplane has, which determines where the seatbelt anchors are located. In ALL types a TI will sit with their back (rig) up against the passenger panel (Always verify that their rig did not get snagged on the lip of the panel etc) with a student between their legs facing the rear of the airplane. In ALL types a TI will be sitting with their back against the back of the pilot’s seat. The variance is where the second student sits. Depending on which STC your airplane has (location of seatbelts), they will either sit facing the rear of the airplane in between the TI’s legs that have their back against the seat or they will sit with their back against the rear bulkhead facing forward.

You will normally have two tandem instructors and two tandem students on every load. Whenever I had a larger than average instructor or student, I had them sit in the most forward slot. Periodically check to make sure that no one has accidentally bumped the fuel tank selector knob. 

Every person on-board needs to be seat belted for taxi and take-off. Always keep a hook-knife on you and another stored in the airplane within easy reach. There have been many instances when a skydiver jumped or fell out of the airplane with the seat belt still attached to their leg strap or a part of their rig or suit got caught on the step or main landing gear. If that were to happen, someone, if not you will need to try to cut them free. 

A couple more important reminders are to never get caught up in a “rush mode”, that can lead to you forgetting important items on your checklist. Which segues to my next important reminder, ALWAYS double check that the trim is set to “take-off”. I remember, right after I started flying skydivers in 2008 I heard about a C182 jump pilot that forgot to set the trim to “takeoff” from nose-up and right after rotation the airplane nosed up sharply, stalled and crashed. No one survived. AGAIN… DON’T RUSH! READ and DO WHAT’S ON YOUR CHECKLISTS! 

Takeoff and Climb

If it’s the first load of the day, be sure and do a run-up and systems check. Add 10 degrees of flaps for takeoff and make sure that your cowl flaps are open. Make the appropriate call on CTAF. Takeoff with full power. Remember that if you lose your engine soon after takeoff and are fully loaded, you are to land straight ahead, do not attempt to turn back to the airport if you are below 500 ft AGL. Climb at 2500 RPM and 25 inches MP, with an airspeed of 85-90 initially. 

Check in with ATC as soon as practical. Lower the nose to keep the CHTs below 390. Start leaning between 4000 - 5000 feet. Always stay within gliding distance to the DZ, in case you lose an engine. This can be done by flying a racetrack or spiral climbing pattern, using shallow banking, that gets wider as you climb.

Jump Run

Get to jump altitude about 2 miles before the jump spot. Your settings for jump run should be 15 inches MP, 2200 RPM and 80-85 knots airspeed. (Do NOT flirt with the stall speed! Stalling with skydivers on the step or in the door is one of the worst case scenarios.) Close the cowl flaps. Your jump run direction and length will be determined by the Winds Aloft forecast for your area. Spotting will take some practice, but you will learn it quickly. ATC will usually want you to give them a “2 minutes until jumpers away” call. Also give a “Jumpers away in 1 minute over XYZ airport” call on CTAF. 

Depending on what the winds are doing, you will call “Door” at the appropriate time. Remember that they require some time to get into position to jump and even longer if they have a nervous student jumper. Also, when calculating your jump run direction and distance, remember to give more “weight” or consideration for the wind direction and speeds at altitudes when the skydivers will be under canopy, because they will be at those altitudes longer and sometimes the canopy can act as a sail if the wind is strong enough. Most TI’s deploy around 5000 Feet, Fun Jumpers around 3000 feet and Student Skydivers much higher. 

You will notice that the airplane will require a lot of left aileron because of the weight shift and drag caused by the skydivers being outside of the airplane on the step and/or hanging onto the wing strut.

Descent

We Jump Pilots are basically doing an emergency descent on every flight. As soon as the skydivers drop away, it’s neutral control wheel and full left rudder to get the door to drop down enough for you to grab and latch it. Tell ATC, "Jumpers away" and make a “Skydivers over XYZ airport 10,000 feet and below” call, while simultaneously raising the wing flaps, closing the cowl flaps and adding carb heat. 

Your engine settings should be the same on descent, 15 inches MP and 2200 RPM. Put the airplane in a left bank, keep an eye on the skydivers as long as you can to see if anyone deployed high. If they did, ATC needs to know this information so that they can keep air traffic above that altitude. Also, keep your circle wide in case you did not see that someone deployed their parachute high.

Keep the airspeed within the yellow arc only if in smooth air. As you get lower and closer to the airfield, turn your landing light on and keep your eyes on the skydivers while scanning for other traffic, especially if it is a very windy day and/or you had an AFF (Accelerated Free Fall) skydiver on that load. I’ve had them float across my final or land right on my touchdown zone MANY times. Continuously scan for skydivers from the beginning of descent until parking. Do not fly near the skydiver's landing pattern. Also, don't forget to tell ATC, "Jumpers on the ground", they usually appreciate that. Do them favors whenever you can, they help us every single day and I believe that most pilots take them for granted.

In Conclusion

If you are a newly hired Jump Pilot, get familiar with the FARs that govern skydiving, you will find them listed on our Resources page. Ask your DZO if they have a Training Syllabus, if they do not, you can find that as well on our Resources Page. While on that page, be sure and watch the video "Flying for Skydiving Operations". Also, be sure and join our Jump Pilot group on Facebook here. It's another great resource. Finally, if you have ANY questions at all feel free to email us. We love helping our fellow pilots. Like I always say, Remember to… Never Stop Learning, Review Often and Fly Safe, so that you can continue to… Have Fun!

SkydiverDriver.com

The USPA Professional - Jump Pilot Section

Starting today we will be re-posting some interesting articles found in the Jump Pilot section of the USPA newsletter titled The USPA Professional. For those of you that have not read any of the articles, we are going to jump back to the March 5th 2020 article titled "Safety Day with Jump Pilots". 

We thought that would be a good place to start because some of you were hired after Safety Day and need to know what's involved with it and the importance of it. As us pilots know, safety is paramount!

Safety Day with Jump Pilots

Safety Day presents the perfect opportunity to strengthen the relationship between jump pilots and skydivers. Your pilots can participate in DZ safety culture by presenting a “skydiving from a pilot’s perspective” seminar, which will likely include segments on aircraft weight and balance and aircraft emergencies. Most jump pilots have scouted and planned alternate landing areas near the airport that they would use in the event of a forced landing at low altitude. Have them describe what emergencies would require the use of an off-airport landing area. Aircraft like the Cessna 182 and Cessna 206 have Federal Aviation Administration approvals that require the jump pilot to wear a pilot emergency parachute while flying skydivers. If your pilot isn’t a skydiver, consider teaching your pilot how to egress and clear the aircraft, then use the parachute. Experienced skydivers and instructors should ensure that the pilot is wearing their parachute properly. Though skydivers seldom ride down with the plane, remind pilots of turbine aircraft that there is a risk of automatic activation device activation during a rapid descent. And have a plan to escort skydivers or observers to the rear of the aircraft, away from propellers, in the event they land with the aircraft. Jump pilots and skydivers should communicate prior to beginning a flight. That conversation—or DZ policy—may address minimum exit altitude in emergencies for tandems or for skydivers with low experience. The goal of good dialogue between skydivers and jump pilots is to brief the essentials before action becomes necessary during an in-flight emergency. SkydiverDriver.com

Review - AIM 3-5-4 Parachute Jump Aircraft Operations

A good Jump Pilot is always reviewing and never gets complacent. I've flown at drop zones that are located at public airports and at some that are located at private airports. Although there may be less air traffic at private airports, that does not mean that there isn't any. At private airport DZs I always had more enroute aircraft nearby, most of which are not talking to ATC. Always look and listen for any traffic that might be in the area. When you do see or hear any traffic, expect them to not pay attention and to make a mistake. The day that you don't expect them to make a mistake, they will!

It is also a good idea to inform FBOs at nearby airports with a phone call or visit that you are conducting skydiving operations, your location and your normal operating hours. Anytime that I have done this it was much appreciated and even led to a few tandems being sold. Now let's review AIM Chapter 3, Section 5, Paragraph 4, Sub-Chapter C.

3−5−4. Parachute Jump Aircraft Operations

c. Parachute operations in the vicinity of an airport without an operating control tower − there is no substitute for alertness while in the vicinity of an airport. It is essential that pilots conducting parachute operations be alert, look for other traffic, and exchange traffic information as recommended in paragraph 4−1−9, Traffic Advisory Practices at Airports Without Operating Control Towers. In addition, pilots should avoid releasing parachutes while in an airport traffic pattern when there are other aircraft in that pattern. Pilots should make appropriate broadcasts on the designated Common Traffic Advisory Frequency (CTAF), and monitor that CTAF until all parachute activity has terminated or the aircraft has left the area. Prior to commencing a jump operation, the pilot should broadcast the aircraft’s altitude and position in relation to the airport, the approximate relative time when the jump will commence and terminate, and listen to the position reports of other aircraft in the area.

My fellow Jump Pilots, please remember to review often and fly safe so that you can continue to have fun!


- SkydiverDriver.com

This is Mexico by Dean Ricci

This is Mexico

by Dean Ricci

I’ve never felt further away from home than I did at that moment. I could feel the pieces of tooth swimming across the left side of my tongue, but it was a distant and almost unimportant sensation. At that instant I was focused on the baseball bats in the hands of the four men surrounding me, but much more so on the pistol aimed right at my chest by the fifth. The tiny little (sixth) guy with the ring that had split my canine tooth in half was still bouncing around in front of me like a madman, and I, well I must have had the most confused look on my face I have ever had in my life.

Perhaps a bit of a rewind is in order. Cut to my very first solo Otter load flying for Chicagoland Skydiving Center. I had told Doug, the owner and pilot training me to fly her, that I wasn’t sure if his winter trip to Mexico was something I’d want to take on. I’d suggested that perhaps we both find out first if I could handle the Otter there at home before I agreed to fly it off to Mexico. I was climbing through about 8,000’ on my first solo Otter load before I radioed down to manifest to tell Doug that Mexico sounded just fine to me! That’s how much I loved flying that plane.

Chicago to far southern Mexico is no small trip. Flying your own aircraft internationally is no little deal. Doing it with nothing but a few notes from a jump pilot buddy named Kro, the first flight plan I’d made in more than two years, an outdated GPS database, and non-pilot co-pilot is just, well it’s f*cking stupid.

Hinckley to Texarkana to Brownsville went off without a hitch. My close long-time friend Mandy kicked back in the co-pilot seat listening to music and enjoying the view, while I sat wondering if the cloud layer we’d been over for the last 200 miles would break before we got to Texas and I’d have to shoot an approach I was completely unprepared to make. Once the Otter was firmly planted on the ground in Brownsville, Texas (through clear skies), and the prevailing weather had been checked (f*cking crap), I let the boss know that I wouldn’t be continuing on to Mexico until the next day (even though Brownsville, Texas was the biggest shithole town I’d ever been in) because the thought of trying to land in some random field in Mexico in the forecasted bad weather ahead scared the living f*ck out of me.

Two days later … Puebla, Mexico was in sight. It was a pretty straightforward flight, other than the fact that it didn’t appear that Mexico had an air traffic system (that I could identify anyway). I believe after having crossed the International line, I spoke to only one Mexican controller, and he basically told me he didn’t care what I did. Once I was on the ground in Puebla I started their version of clearing customs, which involved spending a lot of money on paperwork I wasn’t told I’d need and going back and forth between two counters filled with people whose apparent jobs were to make the whole experience as difficult as possible. I made contact with the DZO Tony, who told me he was about an hour’s flight south of Puebla, just around the back side of the big f*cking volcano. He said that Pepe, his “guy” on the ground, would be waiting for us.

Imagine the most rutted-up f*cked up, weed-covered, rock-strewn, pothole-filled back road you’ve ever seen. That was the runway. Place on one side of that runway 50’ tall high-tension power lines. Place on the other side of that runway a rather deep ravine. Space those two very daunting obstacles about 2,000’ apart, angle the runway downhill just a touch and then stick the whole f*cking mess at about 4,500’ above sea level. Now bring in a fully fueled Twin Otter stuffed to the gills with everything from a dozen spare tires and enough spare parts to build a second plane, to a scooter and a six-month stockpile of cleaning supplies. Put in the pilot seat a guy who’s only landed that Otter completely empty and at sea level, and … BAM! Welcome to Mexico!

Cut to a day and a half later. The plane had been emptied, and was happily parked on a completely different runway that had everything from pavement to a centerline. I was about a million times more secure with my choice than I had been the previous evening, and was starting to think that I might just manage to survive the whole experience for more than a week. My nerves were settled, I once again believed I knew how to fly a plane and was totally ready to get it all started. It was Friday, the beginning of the DZ’s Halloween Boogie, and people were starting to show up for what promised to be quite the party.

DZO Tony had quite the reputation as a total party animal, and f*ck me, it was true. I was to be a guest at Tony’s house for the first week or so that I was in the country, which, unfortunately for Mandy, Fritz Pfnür, Fritz’s girlfriend, and me, meant we couldn’t get away from the damn music raging at Tony’s house long enough to get any rest. As I began flying on Saturday, it was only the mood of the jumpers that kept me awake.

[...I watched him taxi the King Air down a hill and hit one of the props on the runway...]

Besides the Otter, the DZ had a King Air leased from a drop zone in Colorado that was being flown by a local pilot by the name of Cesar. I’d heard about Cesar from Kro, the pilot who had flown the Mexico gig before me and was warned quite firmly to keep an eye out. At first Cesar didn’t seem to be much of a concern. He didn’t speak English, and didn’t seem to have any desire to get to know the gringo pilot in the flash Otter. I’d almost decided not to give Cesar a second thought—until I watched him taxi the King Air down a hill and hit one of the props on the runway, sending sparks and a few chunks of pavement flying! I was floored almost to inaction by what had happened, but after what I’d seen soaked in, I ran in front of the King Air as the jumpers began loading the plane screaming, “Shut this f*cking thing down! Shut it down!” Not only had Cesar known he had a prop strike, but the f*cker was still gonna fly the load, putting not only himself but everyone onboard at serious risk! There was just no way in hell I was gonna let that happen.

After I’d finally managed to get the attention of Cesar, as well as Tony, I was able to get the load transferred over to the Otter while they “inspected” the King Air. I didn’t really know what type of inspection they were doing, but as I pulled up to load the third group since the prop strike I saw some really stupid shit … The King Air was chalked on all three tires and completely unattended with both engines running. I can only assume that Cesar must have decided that doing a run-up from a safe distance would be a good idea. The next thing you know … He also decided that taking a quick flight was a good idea as well. A quick flight that involved buzzing the Otter at high speed! I just about lost my f*cking mind.

Luckily for me, Cesar hadn’t learned English in the two days I’d been in Mexico, so he couldn’t understand the massive string of profanities flowing through my headset—but Pepe on the ground sure as hell could! I was so mad I couldn’t see straight, and ended up glad that I had another two hours of flying before I was able to shut down, giving me a good chance to cool off before I could confront F*ckstick for his actions.

With Tony interpreting, I told Cesar that he had absolutely no business being a pilot. I made it very clear to him that in no uncertain terms was he to go anywhere near the Otter either in the air OR on the ground, and that he should stay the hell away from me as well. As it turns out, considering I was basically all alone in far southern Mexico right around the time the drug cartels were really getting the hang of killing people and cutting off their heads, calling Cesar out in that way may not have been the wisest of choices.

It was almost twenty-four hours later that I climbed out of the plane after a beautiful flyby that I found myself approached by the six men I mentioned earlier. I guess it had been a really good day, full of fun jumps and happy people, because the previous day’s excitement wasn’t even remotely in my mind when the first guy walked up and said, “We have a problem.”

That’s just about the time I swallowed half of my tooth. The little guy, who probably stood no more than about five-foot-five, threw a sucker punch from my blind spot that confused me more than anything else, because my first reaction was to laugh and bark out the word “what??” It wasn’t until he came in for punch number two and I’d shoved him away that I saw the baseball bats. As he came in for number three, I got my first view of the gun barrel pointed straight at my chest, and let the little shit swing away.

Cesar, being the big man that he was, stood a safe twenty feet back from the action, letting his boys prove how rugged and tough he was. The gang clearly saw that I saw the gun CLEARLY, and slowed the pace a bit, I assume to savor what was to come. “This is MEXICO” came from the mouth of Mr. We Have a Problem. He had clearly been voted the spokesman for the group, and was taking his job quite seriously, using the full weight of the situation to really put some impact behind his words. And then … My savior!

Mandy had been watching the situation unfold, and according to her, screaming her f*cking head off (although to this day I don’t recall hearing a sound) loud enough to attract the attention of the military on the field. It didn’t appear that the military intended to do a damn thing about the attack, but they did stand up and look our way (I assume to get a better view), which turned out to be just enough to back my new friends off just a touch. The Spokesman looked to the military, then to me and said, in his most ominous tone, “Eeef you are here Saturday, you go home in a box.”

“Doug, if I’m here on Saturday, the f*ckin’ guy says I go home in a box! So … Either I leave Mexico with the Otter, or I leave without it! Your choice!” To his credit, he handled the news pretty damn well. I mean really, when you consider I had just called him to tell him that I was flushing his entire winter down the toilet because of something that happened to somebody else’s plane, he was a real gent.

Tony, the DZO, had quickly gone into damage control mode, and was busy telling his entire staff that there had been no gun, and that for some unknown reason I was making the entire story up. It wasn’t until Fritz’s girlfriend stood up and called bullshit that he stopped trying to play everyone. Luckily for me, she had seen the guy with the gun (who turned out to be a f*cking Federale) and told the entire staff right then and there what she had seen. Between her, Mandy, and a staff that wasn’t blind or stupid, everyone got a pretty good picture of what had transpired.

From then on out, things started to get a bit strange … First, I found myself standing in front of a group of 20 or so staff members, telling them that I was leaving as soon as the sun came up WITH the Otter, then apologizing deeply because I knew that I was ruining their season by doing so. I felt horrible in a way that I never have before, but it was the only choice that was to be made. Once Doug had the chance to get a handle on the situation, he told me flat out to get in the Otter and get the f*ck outta there. To this day I still greatly respect his decision and how hard it must have been to make. Then, the staff, whose entire season I was about to destroy, did something I really never would have expected.

Each and every one of them went above and beyond, and helped me load thousands of pounds of equipment back into the Otter so that I’d be ready to leave at first light. They actually helped me take money right out of their pockets. Of all the staff, I only knew Buzz from Chicagoland. I don’t know a single one of the other staff members’ names, but I owe them a huge debt of gratitude nonetheless.

That night Tony took me to meet a Mexican version of the Godfather who told me, through Tony, that I should put the past behind me, and that I should not worry. He told me that I should not speak of that night any further because I was now under his protection, and nobody would touch me. He invited me to stay to finish the season in comfort, knowing that he would be looking out for me. I flew out as soon as the sun hit the horizon the next morning.

As I crossed the border from Mexico back to the U.S. and Brownsville, Texas, I remember thinking that it was just about the most beautiful place I’d ever seen. If it hadn’t been so damn close to the border, I probably would have settled down there …

["So, to the staff of that DZ in Southern Mexico I give my heart-felt thanks."]

I lasted a total of four days in Mexico. It was the last time I visited that country, and I still have no plans to return. Ninety nine percent of the people I met there (well, ninety five anyway) were wonderful people. Had it not been for the crazy events that took place there, I truly believe I would have had an amazing experience. The staff at the DZ were kind, full of smiles, apologetic for the events, and were amazingly generous with their help. It is a testament to what I hope is the real spirit of the Mexican people.

The true test of a choice that you make is simple. Would you make the same choice if you had it to do all over again? Absolutely! Would I change the way I approached f*ckstick Cesar? Sure. I can tell you from experience that having a gun pointed at you sucks! Would I change stopping him from flying a load of jumpers after the prop strike? NEVER! Those were my people! It didn’t matter if I knew them or not, they were skydivers, and I would never be willing to risk their lives under any circumstances, no matter who they were or where they were from. So, to the staff of that DZ in Southern Mexico I give my heart-felt thanks. To Cesar I say, “GO F*CK YOURSELF!” (From a safe distance and an undisclosed location).



This article was posted on SkydiverDriver.com with permission from Dean Ricci and  Blue Skies Magazine

Pissed Off Pilot? What Your Pilot May be Thinking and Why. By Dean Ricci

by Dean Ricci

I love this sport. I love the people, the vibe and the job, but that love doesn’t keep certain things from really pissing me off! Before I started flying jumpers, I was a fulltime AFF and tandem instructor. I had close to seven thousand jumps, I’d worked at half a dozen DZs including Cross Keys, which was the busiest DZ in the States at the time. I’d done a lot and seen even more, and I knew everything … right up until I started sitting up front full time.  As soon as I was behind the stick, I started paying attention to things that had rarely, if ever, crossed my mind as a jumper. I looked back at more than a few of my actions over the years wondering what I’d been thinking and realizing how little I really knew.

The thing is, I’m a jumper first. My life as I know it started with a parachute on my back almost 16 years ago. As a jump pilot I always try to keep that in mind. On the flip side, most jumpers aren’t pilots and have little or no idea what goes on at the front of the plane and, at bigger drop zones, may not even know who their pilot is.

We’re gonna try here to cover some of the things that I, and other jump pilots I know, think about and are concerned with while taking you to altitude. Some of them may seem like old news, but you just might be surprised!

The Loading Area

Here’s the spot where my head just about comes off a dozen times a day. My whole reason for existence is fast turns, and as many loads as I can manage. At a medium or large drop zone, there are a whole lot of people who want to jump and only so much daylight; the loading area is where the difference between thirty loads in a day or thirty-five-plus loads is made. It’s also where you the jumper can dictate how many jumps you’re gonna get in.

Have your dirt dive done BEFORE the plane pulls up to the loading area! As a pilot, there’s nothing worse than watching the clock ticking with props spinning on the ground while jumpers are trying to figure out their slot and first point on a 10-way.

It is everyone’s responsibility to keep everyone else away from the propellers! A screaming pilot is really hard to hear with the engine running, and he or she can only see and do so much. Even if the engine has not been started, stay away from the spinny, whirly, choppy thing and yell to anyone that heads that way!

Know your exit order BEFORE you get in the plane—that way when you get to the plane, you can get in and sit the f*ck down!

If you’re trying to help out the pilot and DZ by loading, pulling the power cart from the A/C, helping an observer on the plane, etc., make sure that what you’re doing is really helping! If you’re not sure what’s going on, either ask or let someone else do it.

Seatbelts

Hardly a new topic, right? I for one never thought about not putting on a seatbelt in an aircraft and yet, as a jumper and pilot, I see it happen all the time. If you choose not to wear your seatbelt for takeoff or landing in a jump plane, you’re going to appear twice in the FAA report: once as a victim and yet again as the probable cause of death to someone else, more than likely a friend of yours.

Hey jackass, that camera helmet should be boned in or worn for the same reasons you should be. The people around you aren’t trying to be dicks by telling you to secure it, they are trying to keep if from taking their fucking heads off! It’s nothing but a really big projectile if that plane stops quickly. The seatbelts come off you and your equipment at the altitude your DZ and pilot want them to, and it’s your responsibility to know what that is.

Not nearly as important as putting your seatbelt on, but still important: take it off when you’re supposed to. With your belt on, you create a potential log jam in an emergency situation in which people need to leave quickly and safely.

Last but not least, your pilot can receive a violation against his or her license if the FAA observes passengers without seatbelts on, so watch out for him as well! You’re not going to do much jumping without a pilot, and when he’s flying again after getting spanked by the FAA, see how much extra altitude you get.

The Ride to Altitude

Have fun! That’s what we are here for, and there’s nobody on board who doesn’t know it. The thing is, have responsible fun. No screaming at the top of your lungs to show how much you love skydiving. There’s one particular fool that used to think it was great fun to scream like a B horror movie from takeoff through one-thousand feet, right up until he got thrown out of the plane (you know who you are, asshole!). It’s not only stupid behavior that makes you look like a tool, but it’s dangerous as well. Why would you want your pilot to wonder if there’s something horribly wrong during takeoff?

Keep the shifting around in the plane to a minimum, especially in a mid-sized aircraft. Your pilot probably isn’t worried about weight and balance at this point, but he’s getting pretty tired of trimming out the aircraft ‘cause you’re chatting with the whole load. It may not look like the pilot is doing much, but trust me, he’s busy! Anything to help out on a 12-hour day is greatly appreciated!

Keep your eyes open. You have a view of the aircraft that the pilot doesn’t. If you see something that looks funny or wrong with the plane, the jumpers, etc., say something to the pilot. The life you save may be your own.

Try to remember that the pilot is there to do a job, and that job is not only taking you to altitude but also keeping you safe along the way. If you need to speak with him or her, do so, but get to the point! Distracting the pilot too much could result in anything from a bad spot, less altitude, or even him/her not seeing the other plane flying right at you!

Jump Run, Exits and Freefall

Whether or not your jump plane has jump lights, you undoubtedly have signals for when to open the door and when to leave. These signals are given (or not given) for a reason. If the green light hasn’t come on when you think it should, it may be that the pilot knows there is another aircraft below you that causes a major hazard and is holding you until it’s clear, or that winds have changed drastically. The pilot of your plane is more than likely in constant contact with a controller and has information you don’t have, so whatever the reason may be, don’t do anything before the pilot signals you!

Remember how you figured out exit orders BEFORE you got on the plane? Now is the time to put that info to use. Know how much time you should be giving to the group in front of you. Have a good idea how long your climbout is going take and GET ON WITH IT! In the door isn’t the place to chat, and all you’re doing is screwing the spot for those in the back, usually the tandem instructors who already have enough on their plate without having to deal with a bad spot!

Unless you’re at a DZ where the jumpers are responsible for spotting, let the pilot fuck up the spot BEFORE you try to correct him! As a jump pilot, I know how fast we’re going thru the air, how fast we’re going across the ground and EXACTLY how far away from the DZ we are, as well as wind speeds from the ground to exit altitude, so give your pilot a chance to do his job. Then again, if you’ve been on a load with a bad spot, it’s not a bad thing to let the pilot know where you opened up because he may not realize it. Be polite though, or you may be doing a lot of hiking!

If you look down and can’t see the ground because of clouds, tell your pilot! There isn’t a licensed jumper out there that doesn’t know you’re not supposed to punch clouds, regardless of how amazing it may be.

Here’s a question for you. If the FAA is on the ground watching jumpers punch clouds, what happens to the jumpers? The answer is: NOTHING. If the FAA is on the ground watching jumpers punch clouds, what happens to the pilot? The answer is: the pilot is f*cked!

Depending on how much of a d!ck the FAA official wants to be, your happy time in a puffy may have just trashed your pilot’s career. This is especially important for you WINGSUIT FLYERS! It doesn’t matter how far you had to travel to hit that cloud, it’s still your pilot’s responsibility, and he or she is the only one that will pay the price for your fun. If you didn’t realize that, now you do—please please please act accordingly! Oh, and there may be another aircraft in that cloud you might hit as well!

Truth be told, I, like most of the jump pilots I know, absolutely love what I do. For the most part, flying jumpers to altitude and diving down like a mad man to get more jumpers is an incredible ride. The people, the vibe, the scene and the sport is what I’ve lived for, and enjoy more than almost anything else. The tips, suggestions and criticisms offered here are things that not only slow down a DZ’s operation, but also pose potential hazards to jumpers and pilots alike. With very few exceptions, every jump pilot I know takes very personal responsibility for everyone onboard the plane they fly. Not only are the people onboard fellow skydivers, but more than likely friends. Most of the things that really piss me off are things that put the people I care about at risk, and that’s something I’m completely willing to get publicly pissed off about. It’s all about having a fucking blast SAFELY, and like it or not, every skydive starts with an aircraft and every aircraft starts with a Fuckin’ Pilot!

This article was posted on SkydiverDriver.com with permission from Dean Ricci and  Blue Skies Magazine.

New for 2019 - Articles by Dean Ricci

Back in 2008 I was flying for Skydive Temple, about 50 miles north of Austin Texas. That is where I met a fellow jump pilot by the name of Dean Ricci aka Princess. He was flying a Twin Otter for Chicagoland Skydiving Center, whom my DZ had leased the Twin Otter from. Dean and I have remained in contact over the years and he is now flying a Twin Otter for Skydive Dubai. He has logged over 9000 hours of flight time, 7000 of which is flying skydivers. He is also a tandem instructor with over 10,000 jumps.

Since I last saw him he has also started writing articles for Blue Skies Magazine. I also wrote an article for that magazine back in January 2015 and I plan on writing more for them in the near future. 

I have read all of Dean's articles over the years and I have found them to be entertaining and informative, and I am happy to announce that new for 2019, and with permission from Blue Skies Magazine, we will be featuring Dean's articles here on SkydiverDriver.com! We are excited to be adding his flavor to our site and we hope that you all enjoy the articles as well.


SkydiverDriver.com

Looking for a job flying skydivers?

Pilots, 

Are you currently looking for a job flying skydivers? Most of the Jump Pilot hiring is done between now and May. Visit our "Jump Pilot Jobs" page here and check back often!

DZOs, looking for pilots? We have literally placed hundreds of pilots with Skydiving companies all over the world. We now have over 100K followers on our various Social Media channels, so your Ad will reach far and wide.

If you would like a Job Ad placed on SkydiverDriver.com and/or CaravanNation.com and linked to our Social Media pages and groups send a request to chris@caravannation.com


SkydiverDriver.com

Jump Flying, the Rotary Version! by Dan Rose

Jump Flying, the Rotary Version! 

By Dan Rose 

This article is in no way a guide to being a jump pilot, this is written to show the rotary side of jump flying for both pilots and jumpers as the helicopter is a rare visitor to the drop zone. In this article I've tried to guide the reader through the various stages of arrangements, phases of the flight and the individual problems and pitfalls of helicopter jump flying. If you want to learn to become a jump pilot go ahead and contact your local parachute authority as they'll have the relevant material to cover for jump pilot training. I hope the below helps both pilots and jumpers understand the principles of helicopter parachute operations as I've found there's a severe lack of resources and training material for the helicopter jump pilot!

First of all, a little bit about the helicopter and why the appeal to use it as a jump platform? Most fixed wing guys would describe them as 'the dark side of aviation', 'a million bolts flying in lose formation', and I've even been told by the guy who taught me jump flying that by flying rotary I'd be going straight to hell! Joking aside if you ask any rotary pilot they'll explain to you the attraction of the helicopter, the ability to lift vertically, hover and maneuver laterally. But the appeal of the helicopter as a jump platform isn't about what the pilot likes, it's the jumper! From the jumpers point of view it's a toss-up between the appeal of jumping an unusual aircraft, and the unique exit experience a helicopter gives. With the low airspeed on the run-in, this gives the jumper the subterminal exit more commonly experienced from a base jump.

To make a start we've all heard the saying 'the weight of the paperwork has to match the weight of the aircraft before you can go', this applies just as much here! Before any jumping has even been thought of, it’s important to make sure the relevant paperwork and authorisations are in place before you carry out helicopter parachute operations. What's needed may vary from country to country depending on your Civilian Aviation and Parachute authority. I'd advise researching heavily into what applies to you the pilot, the aircraft and the parachutist before you think about carrying out any kind of drops. For a pilot in the UK he/she must hold the appropriate licence/rating to operate and to be in command of the aircraft, be a BPA approved jump pilot and cleared on the aircraft he/she is going to be operating for the parachuting role. With reference to the helicopter or any aircraft carrying out parachuting it must be approved to carry out such operations, normally in the form of a flight supplement which has been prior approved by your relevant civilian aviation authority. This supplement may state any modifications made to the aircraft, door removals, and thus any airspeed or flight conditions that must be adhered to during the jump role. Finally for the jumper most drop zones put a licence and jump limit on anyone taking part in helicopter jumping, this is quite rightly so due to the complexity and the extra skill needed to carry out a helicopter jump. After the above has been said I'd just like to again emphasise that you must research the exact requirements needed for your particular location and operation, I've deliberately kept away from exact details as this article is more about an insight into helicopter parachute operations rather than definitive rules and regulations.

One final thing to be said about paperwork is the all-important weight & balance, look closely into the weight limits and envelope of your particular helicopter and any changes that'll occur through all phases of the flight. I'm not suggesting W&B is more important in the rotary world compared to fixed wing as it's vitally important in both roles, but in the rotary role the limits are very much more restricted and envelopes very much smaller. Thus 4 jumpers exiting from a Jet Ranger will have a larger effect on C of G and control forces needed to counter it, than it would in a fixed wing aircraft. The other aspect to think about in rotary operations is lateral C of G, this is where smooth jumper exit and exit order come into play. For example on a B206 with the pilot sat right seat and 2 jumpers exiting on the right side might be within C of G limits but would cause severe control inputs while they're at the door and upon exit, unable to guarantee a smooth and stable jump run. To put simply the helicopter pilot really gets to feel the difference between a light and heavy jumper and the control inputs needed on exit! It's important to sit down prior to jumping and work out suitable exit orders to ensure the safest and most stable way for all jumpers to exit the aircraft, this will vary on type, number of jumpers and pilot judgment. Also with some helicopter types there will be C of G and airspeed limits when the doors are removed. This is due to the way the air flows around the fuselage with the doors off, the rearward C of G, the effect on the directional stability of the airframe, the compensatory effect then needed from the tail rotor and cyclic inputs needed. As a result directional control may not be possible above certain air speeds and at certain C of G positions! With all this said I'd recommend running up w&b schedules for all possible jumper/fuel configurations through the day, this way you'll know what you can and can't do as things will typically change throughout the jumping day.

With the paperwork in order and your weight and balance figured out, what now? A very important source of information for both the pilot and the jumper is a proper briefing. This is an excellent opportunity to pass your requirements ascertained from your weight & balance calculations as to jumper numbers and types of exit. This is also a chance to run down the all-important safety briefing, what the jumpers do in an emergency may vary greatly between fixed wing and rotary and they must be completely clear as to what they should and shouldn't do. The briefing should include both what to do in an emergency and normal operations, for example how jumpers enter the aircraft during rotors running boarding, sounds simple but it's all too easy to walk into a tail rotor which is conveniently placed at head height! This is also a good opportunity for a question & answer session between the pilot and jumper, you'll more than likely get the typical questions like 'can we hang off this?', 'can we hang off that?', it's essential that you make everybody clear as to what they can and can't do as you don't want questions being asked while the pilots busy on the jump run. Typically with a helicopter a jump light system may not be installed so a system to notify the jumpers as to when they're on the jump run, when to climb out and exit the helicopter needs to be agreed on. With the pilot normally sat in close proximity to the jumpers verbal warnings usually work, but everybody needs to be clear exactly what the verbal warnings will be and when they'll be given to save any confusion once airborne.

Before the jumper gets into a helicopter to do a jump, it's probably a good idea to look over the aircraft while it's on the ground and shutdown. This will give them a chance to appreciate the major differences between rotary and fixed wing. The first thing a jumper may notice is the severe lack of space! Unless you happen to be really lucky and get jump a chinook, you're more than likely to be jumping a 4-5 seat light helicopter, maybe a B206 Jet Ranger or R44. I'd recommend sitting in the helicopter prior to jumping with a rig on to get used to your sitting position and how to operate the seat belts. Once you've figured out the basics think about where the handholds are and how you'll transfer yourself from sat in the door to your exit position, this might sound easy but when the time comes to exit it'll be the difference between a smooth exit and what's technically known as a cluster f**k! Ruining the experience for yourself, your fellow jumpers and not to mention making the pilots job a whole lot harder as you faff about in the door! A very important point to note are the additional snag-up points with a helicopter, door fixings, earthing points, skid supports and skid wheel attaching points are to name but a few! This emphasises the point about looking over the helicopter before the jump, chat with the pilot as he'll be able to point out the most obvious hangup points and the parts of the helicopter you should be looking for and avoid during the exit.

Once you're familiar with the seating, seatbelt usage and snag points it's time to think about the exit. Once again sit in the helicopter beforehand and plan the exit strategy and order. Will it be a single jumper exit, multiple exits, in what order and what type of exit? This will vary hugely on the type of helicopter you're jumping for reasons I'll explain later. My best advice for this is to speak to the pilot, he'll know the limits of the helicopter type and the preferred exit type and in what order to maintain a balanced and controlled exit for yourself and the aircraft. During the exit for smaller helicopter types it's vitally important jumpers are aware not to 'push-off' from any part of the airframe, it must be a 'fall away' exit. This is due to the fact the helicopters fuselage is supported under the rotor disc just like a pendulum and any outside force pushing on the fuselage will create a swinging motion and control problems for the pilot and an uncomfortable exit for following jumpers. Smooth exits are the order of the day when it comes to helicopter jumping!

Having dedicated ground crew may also be a good idea as invariably jumper loading will be done rotors running, having someone to guide them on and get them strapped in helps greatly. Due to the smaller fuel capacity and likely weight restrictions hot refuels may be needed, a ground crew will help with this and save valuable turnaround time. Whatever your ground handlers job he/she needs to be briefed just as much as the jumpers, particularly in emergencies and any relevant hand signals used during the ground handling phase.

Okay, so the paperwork, weight & balance and briefing are all complete and everybody is clear as to what do to and when. Time to start up, as with all jump flying you're more than likely be departing close to the helicopters MTOW. Careful thought needs to be taken as to the type of departure you'll be making depending on the conditions at the time, wind, temp, a/c weight, local obstacles and noise abatement need to be taken account of. Check your flight manual and make sure you're aware of your machines torque/power limits at all phases of flight, this is especially important for the helicopter when lifting/maneuvering at low level on the airfield. This is due to the power required to keep a heavily laden helicopter hovering at slow speed, and the additional power requirements needed to make turns with the tail rotors requirement of engine power. I personally try to ensure the pickup point is into wind and clear of obstacles for a straight out departure, thus easing the workload on the engine and making my job a whole lot easier! For a rotary departure it's important to try and remain clear of certain parts of the Height/Velocity curve. Any helicopter pilot will explain to you that during single engine operations, certain Height and Airspeed combinations will give unfavourable conditions for an autorotation in the event of an engine failure. Remain clear of these combinations as much as you can giving yourself the maximum possible chance to recover in the event of an engine failure, I'd also recommend scouting the airfield surroundings for ideal set down points if you have an engine failure or other technical problems on the departure phase.

When airborne and climbing it's important to have a predetermined pattern to follow to reach the jump run and exit point, this will hopefully keep you clear of other air traffic and possibly other jump ships and drops running alongside your rotary parachute operations. After all parachutists under canopy and helicopters don't mix! This is best arranged with a prior briefing amongst yourself, your fellow jump pilots and the DZ controller so you all work efficiently together through the day. On the climb-out and the doors off it's tempting for the jumpers to dangle legs, cameras etc out of the door, this should be discourage wherever possible, this is to avoid anything departing the aircraft and hitting the tail rotor with obvious serious consequences such as tail rotor failure! It's also worth mentioning that parachutist line checks must be strictly adhered to before climbing into the helicopter for the very fact doors are open during flight and thus the increased danger of premature canopy deployment and hang ups. Although a premature deployment and hang up is a serious situation in both fixed and rotary I'd argue that it's more likely to lead to an incident when on a helicopter with the additional rotating aerofoils and the proximity to these and the jumpers. In this situation the helicopter then has the reduced ability to maintain aircraft stability compared to fixed wing and should a canopy be cut away you then pose the risk of a main/tail rotor strike and failure. In this event it's important that any remaining jumpers smother the pre-deployed canopy to reduce the chance of any part of the canopy exiting the aircraft, leaving anything hanging outside the aircraft is strongly discouraged for the above mentioned reasons. Simply said with hang ups and premature deployment prevention is better than cure, parachutists check your gear before boarding and pilots ensure everybody is properly briefed on airframe snag hazards!

As with both fixed and rotary, both types face the chances of an engine failure, this can happen at any phase of flight and the pilot must be happy he can deal with this as per his emergency drills at all times. While most fixed wing pilots might think that when the helicopter experiences an engine failure it just drops out of the sky like a brick.....fortunately for rotary pilots and their passengers this isn't so! While the procedures for engine failure on rotary aircraft differ to fixed wing the basic principles remain the same, maintaining control of the aircraft and find a suitable place to land the aircraft safely. In this fact helicopters have an easier time than fixed wing with the ability to set down in relatively small and confined areas. With an engine failure in a helicopter the procedure is called an Autorotation, a short explanation of this is where the helicopter uses the airflow from the decent to maintain rotor RPM, thus it's the airflow rotating the rotors rather than the engine. This is completed at the end with a flare and a hopeful smooth set down, with the pilot keeping careful control of the rotor RPM throughout all phases of the Autorotation. Another situation unfamiliar to fixed wing pilot is a tail rotor failure, which at some phases of flight can be worse than an engine failure! The purpose of the tail rotor on a helicopter is to counter the engine/rotor torque and give directional control, with this said I'm sure you can understand how serious is can be should it fail. Depending on the phase of flight this can be dealt with in a variety of ways, one of which is to enter an autorotation. All of the above can be complicated even further by the fact you may have jumpers inside/outside of the aircraft so make sure you're comfortable with you emergency procedures.

Once on the jump run the helicopter needs to be set up ready for the jumpers to climb out and exit, for the rotary pilot this is normally speed and power adjustments as the doors are normally already open/removed and flap configurations don't apply. As with the departure, power limits and requirements need to be carefully monitored due to the helicopter slowing and needing more power to maintain this flight configuration. It's also worth mentioning at this phase of flight pilots need to be aware of the condition known as LTE or Loss of Tail Rotor effectiveness, this occurs when the helicopters tail rotor is unable to counteract the main rotors torque effect, LTE is commonly experienced during low-airspeed high-power conditions which are both experienced during the jump run. As with most aerodynamic effects the chances of LTE will change depending on atmospheric conditions, most helicopter jumps in the UK will be done anywhere between 5000-6000ft AMSL and conditions similar to standard atmospheric conditions. Should you be operating anywhere Hot & High check your flight manual to ensure you're operating within performance limitations. With reference to the run in speed on the helicopter unless you're flying/jumping a large twin turbine you won't be hovering (much to the jumpers disgust!) and this is due to the fact high hovers require large amounts of engine power and should the engine fail at this point it would drastically reduce the chances of recovery. For this reason the run in will be done at a speed suitable for autorotation should the engine fail, with most light singles this is typically around the 50kt mark. I've been told that at 50kts and the combination of the rotor down wash the exit experience is as if you're making a still air exit from a building or as in a hover.

When the helicopter is configured, stable and you've received the 'clear-drop' from the DZ controller it's time to notify the jumpers it's time to climb out. Hopefully with the practice they've had on the ground and knowing the hand holds the jumpers will climb outside as smoothly as possible, as previously discussed the exit order and movement around the helicopter needs to be carefully rehearsed due to the pendulum effect of having the fuselage hung under the main rotor disc. As the jumpers exit (making sure they 'fall off' rather than 'push off') be prepared for shifts in CofG and the cyclic movements needed to adjust for this, after my first few lifts I soon became able to pre-empt the cyclic inputs needed as the jumpers exit the aircraft. Also be cautious with the sudden reduction in helicopter weight as they exit, unless you're quick with the collective this may lead to a sudden climb and if you're sat just below cloud level a chance of inadvertent IMC. Take your time of the first few jump runs to get used to the feel of the aircraft as they exit, it may also be a good idea to sit with an experienced helicopter jump pilot while doing a light load before you chuck yourself in at the deep end with a 20 lift cycle first time around!

 Once the jumpers have exited the helicopter it's time to descend and pick up the next load, as with all helicopter control inputs try to make this as smooth as possible. On two bladed teetering hinge rotor heads you have to be careful not to cause 'mast bumping', which may occur during the descent or when arresting an inadvertent climb after the jumpers have exited. This is where in low G conditions (typically arising from excessive forward cyclic inputs during a descent) the fuselage and rotor hub exceed angle limits causing the hub hitting the rotor mast resulting in damage and potential main rotor separation! For this reason use the collective to initiate the descent and the cyclic to control pitch and airspeed, this brings me to my next point. With some types you'll have airspeed limitations when the doors have been removed, adhere to these strictly as it's all too easy to forget this when trying to hurry the descent and pick up the next load. Ignoring these airspeed limits can lead to directional control problems as previously mentioned. As with the climb out make sure your descent and airfield joining pattern doesn’t clash with local air traffic, other jump ships on jump runs and jumpers under canopy. Keep the lookout going all the way through the descent as you're more than likely operating with a lot of activity happening in a small amount of airspace. Once you're on finals and positioning to pick up the next load be cautious of ground obstructions and personnel, this is where it's a good idea to have a designated loading area for rotors run refuels and loading jumpers under the safe control of a ground handler.

With all the above said, helicopter jumps are novel and challenging for both the parachutist and pilot. As with all types of flying, caution and a professional attitude are needed from all parties involved. I’m hoping from the information in this article it’ll allow the fixed wing pilot more information into what a rotary pilot goes through, the rotary pilot more information and a starting point on helicopter jump piloting, and the parachutist an insight as what he/she will experience on a helicopter jump. I encourage any pilot to research the above further before he/she takes up helicopter jump flying as I’m in no means an expert.....but this should give you an idea where to start and what to expect! Fly Safe!!


*Thanks to John O’Connell & Alex Law for their Technical Input!


SkyDiverDriver.com