Para Dropping in NZ
Join Date: Jan 2009
Location: Jump Run
Posts: 45
Likes: 0
Received 0 Likes
on
0 Posts
My drop rating was done at mercer but they made me fly 9 hrs and a PIANZ theory exam and lots of flight simulation and ground training. Dint pay for the rating but had to work on the ground for 3 months.
Join Date: Jan 2000
Location: Daghdaghistan
Posts: 440
Likes: 0
Received 0 Likes
on
0 Posts
Matamata might be able to do a drop rating.
Ended up doing 2 hrs in a C206, but I had previous C206 time. Ground theory and exam, and static line parachute jump... as in you do the jump. (ended up doing 5 more after that cause it was actually fun)
Which come to think of it wasn't really a bad idea. All these pilots that swear that they'll never jump out of a perfectly good aircraft is BS and they're
deluding themselves.
Do you really want to make you first parachute jump while your aircraft is outta control, missing a tailplane?
Thankfully in my time I've never had to bail out of a aircraft for real.... but at least I'm comfortable enough to not second guess myself if it comes to that...
Ended up doing 2 hrs in a C206, but I had previous C206 time. Ground theory and exam, and static line parachute jump... as in you do the jump. (ended up doing 5 more after that cause it was actually fun)
Which come to think of it wasn't really a bad idea. All these pilots that swear that they'll never jump out of a perfectly good aircraft is BS and they're
deluding themselves.
Do you really want to make you first parachute jump while your aircraft is outta control, missing a tailplane?
Thankfully in my time I've never had to bail out of a aircraft for real.... but at least I'm comfortable enough to not second guess myself if it comes to that...
Join Date: Sep 2007
Location: The 'Bat Cave' @ HLP in the Big Durian Indo
Age: 61
Posts: 781
Likes: 0
Received 0 Likes
on
0 Posts
When I did my training I had to read up on the regs the night before then was given a quiz by the chief pilot and then he was jump master on 2 or 3 loads showing me what the run in should look like and where the spot was on those runs , after that he said good to go.
One tip I can pass on is listen to the spotter on Jump run , if he wants to give you lots of heading corrections just follow them. After a while when you get good at it you'll find you can get the right line without any corrections (or a cheeky 5 left or right with a grin from the spotter just before they leave as they don't want pilots getting big heads) and get to jump height just in time to let them out at the right spot and the right height.
A slight difference between piston and turbine , you want to get to height with a piston on the run in so you give the engine a chance to cool down a bit before descent where as with a turbine you can still be climbing on jump run and stabilise altitude and give them a good exit speed 15 or 20 seconds before exit.
The most difficult spots I ever did was literally reversing the Pilatus Porter at altitude due to 60 to 70 knot headwinds at 12,000 ft, flew upwind of the spot and then slowly drifted backwards and dropped them. This only happened on only a few days in 6 years of jump flying as when the upper winds are blowing like that usually the ground winds are also blowing 20-25 kts plus and only the very experienced guys were addicted enough to handle conditions like that.
Keep a good lookout for other aircraft on climb , especially in what is going to be your 6 oclock position on jump run. The spotters can get so fixated on the drop zone they sometimes forget to have a real good look for other aircraft.
Learn to say NO , some skydivers will jump in any weather and they will always push a pilot , when the conditions are really too bad or dangerous or beyond your skill level it's your call. The more they respect your flying skills the more they will push.
You can get your 'wuss revenge' when it's blowing 30 to 35 knots outside , the skydivers are all on their creeper boards practicing or drinking coffee and you say ok lets go for a load , you won't get any takers .
One tip I can pass on is listen to the spotter on Jump run , if he wants to give you lots of heading corrections just follow them. After a while when you get good at it you'll find you can get the right line without any corrections (or a cheeky 5 left or right with a grin from the spotter just before they leave as they don't want pilots getting big heads) and get to jump height just in time to let them out at the right spot and the right height.
A slight difference between piston and turbine , you want to get to height with a piston on the run in so you give the engine a chance to cool down a bit before descent where as with a turbine you can still be climbing on jump run and stabilise altitude and give them a good exit speed 15 or 20 seconds before exit.
The most difficult spots I ever did was literally reversing the Pilatus Porter at altitude due to 60 to 70 knot headwinds at 12,000 ft, flew upwind of the spot and then slowly drifted backwards and dropped them. This only happened on only a few days in 6 years of jump flying as when the upper winds are blowing like that usually the ground winds are also blowing 20-25 kts plus and only the very experienced guys were addicted enough to handle conditions like that.
Keep a good lookout for other aircraft on climb , especially in what is going to be your 6 oclock position on jump run. The spotters can get so fixated on the drop zone they sometimes forget to have a real good look for other aircraft.
Learn to say NO , some skydivers will jump in any weather and they will always push a pilot , when the conditions are really too bad or dangerous or beyond your skill level it's your call. The more they respect your flying skills the more they will push.
You can get your 'wuss revenge' when it's blowing 30 to 35 knots outside , the skydivers are all on their creeper boards practicing or drinking coffee and you say ok lets go for a load , you won't get any takers .
Last edited by aseanaero; 21st Jul 2009 at 05:40.
Join Date: May 2009
Location: In a caravan
Posts: 179
Likes: 0
Received 0 Likes
on
0 Posts
you want to get to height with a piston on the run in so you give the engine a chance to cool down a bit before descent
Join Date: Sep 2007
Location: The 'Bat Cave' @ HLP in the Big Durian Indo
Age: 61
Posts: 781
Likes: 0
Received 0 Likes
on
0 Posts
Hi DJ,
That was a C182 , the club wanted the pilot to be at height at the beginning of the jump run to allow a cool off but the power settings were lower than yours on descent , bottom of the green arc 17"/2100rpm from memory. Descent was 140kts around 2,200-2,500 fpm with no spirals.
We never shock cooled a cylinder.
That was a C182 , the club wanted the pilot to be at height at the beginning of the jump run to allow a cool off but the power settings were lower than yours on descent , bottom of the green arc 17"/2100rpm from memory. Descent was 140kts around 2,200-2,500 fpm with no spirals.
We never shock cooled a cylinder.
Join Date: Apr 2008
Location: Aloha
Posts: 56
Likes: 0
Received 0 Likes
on
0 Posts
1962 | 0833 | Flight Archive Go on tin - do tell
Silly Old Git
LOL, yes have chucked out Ted, Bill and Harvey can't remembry the others
Which one are you?
Gawd, Bill Adams looks young
(I think)Threw Bill out on his brand new Para-commander(?) which mal'd and he cut away for a first time for him
Which one are you?
Gawd, Bill Adams looks young
(I think)Threw Bill out on his brand new Para-commander(?) which mal'd and he cut away for a first time for him
Last edited by tinpis; 21st Jul 2009 at 06:24. Reason: fading membry
Join Date: Jan 2009
Location: Jump Run
Posts: 45
Likes: 0
Received 0 Likes
on
0 Posts
Allow 3 mins to cool down before decent(very important). 19in 2200 rpm 110 kts to start off. Can go down to 13 inches 2200rpm 140 kts by 2000ft. Around 8 mins to touchdown from 10000ft. Any less no good.
Silly Old Git
Ted Hollick
For those that knew him probably a whole thread required, but can I say that anyone that transports building material for a Great Barrier Island holiday unit LASHED to the OUTSIDE of a Piper Cub, certainly attracts attention.
For those that knew him probably a whole thread required, but can I say that anyone that transports building material for a Great Barrier Island holiday unit LASHED to the OUTSIDE of a Piper Cub, certainly attracts attention.
Guest
Posts: n/a
Tinpis,
Ted Hollick was the only skydiver I ever refused to take up after his first exit from the aeroplane I was driving. The story I heard was the bits were lashed to a Tiger Moth. He was actually working as a septic tank cleaner when I knew him, so he was in it, the smelly stuff, more often then most.
Was Denny Main still the number one man when you were involved??
Ted Hollick was the only skydiver I ever refused to take up after his first exit from the aeroplane I was driving. The story I heard was the bits were lashed to a Tiger Moth. He was actually working as a septic tank cleaner when I knew him, so he was in it, the smelly stuff, more often then most.
Was Denny Main still the number one man when you were involved??
Join Date: Sep 2007
Location: The 'Bat Cave' @ HLP in the Big Durian Indo
Age: 61
Posts: 781
Likes: 0
Received 0 Likes
on
0 Posts
It always used to make me laugh when some poor guy would bring in a beautifully restored classic or vintage aircraft (Tiger Moth , Auster, Stearman , Harvard or whatever) and the skydivers would be pestering the owner to jump out of it , they couldn't get out of the drop zone fast enough !
Silly Old Git
prospector, DM knew him but before my time
With TH, Did you know about the missing ignition keys? LOL
Well he did own a Tiger with his flying CHIMNEY sweep and septic tank business, but that ended up in the surf on Claris beach (sp)
I SAW the Cub loaded in AR with house doors lashed to struts and a big 'ol dopey dog sitting on cement bags in the back seat.
He taxiied out for take off NORAD but the tower blew him a red light
He waggled and taxiied in furious circles but they still give him a RED
Eventually the doors drop open, TED climbs out, gives the tower an ENORMOUS FINGER, hops back in and buggers off to the Island
With TH, Did you know about the missing ignition keys? LOL
Well he did own a Tiger with his flying CHIMNEY sweep and septic tank business, but that ended up in the surf on Claris beach (sp)
I SAW the Cub loaded in AR with house doors lashed to struts and a big 'ol dopey dog sitting on cement bags in the back seat.
He taxiied out for take off NORAD but the tower blew him a red light
He waggled and taxiied in furious circles but they still give him a RED
Eventually the doors drop open, TED climbs out, gives the tower an ENORMOUS FINGER, hops back in and buggers off to the Island
Join Date: Mar 2009
Location: new zealand
Posts: 5
Likes: 0
Received 0 Likes
on
0 Posts
Jim Lyver at mercer avoid at all costs! If you want a parachute drop rating go to matamata. Jim will promise you lots and never deliver I was suppose to be getting a drop rating and spent two months working there did the exam just as I was about to start flying he fired me without any excuse. There is a reason CAA always calling by for "a cuppa".
Join Date: Mar 2000
Location: All over the show like a madwomans crap
Posts: 494
Received 0 Likes
on
0 Posts
JL
I hear JL has come out of the closet? And Mrs LL has, finally, fecked off and left that sad little SOB.....I could say quite a lot about Mercer, and especially JL.....but Id probably get banned or sued....best advice, avoid him like the plauge, unless you enjoy a jumped up, stropy little wank
yelling, hissing and screaming at you.....
I did hone my tractor driving skills there though....
yelling, hissing and screaming at you.....I did hone my tractor driving skills there though....
Join Date: Apr 2009
Location: New Zealand
Age: 37
Posts: 247
Likes: 0
Received 0 Likes
on
0 Posts
Ha! I knew it! Swiss airplanes do ruin your spelling.
But seriously... I have a mate starting at Mercer soon. Anyone have any advice for him to help smooth his (by the sound of things) potentially turbulent times there.
It’s not “a mate” as in “I have this mate with a funny rash what should I do about it” either. An actual mate!
But seriously... I have a mate starting at Mercer soon. Anyone have any advice for him to help smooth his (by the sound of things) potentially turbulent times there.
It’s not “a mate” as in “I have this mate with a funny rash what should I do about it” either. An actual mate!