jct

I used to get $125 just for showing up, then once I flew a certain amount of loads, I would start making more for each load after that. On a typical busy day I would bring in $300-350. Not bad, but could be exhausting at times going 10-12 hours straight with just a few bathroom breaks while hot fueling.

The easiest way to think about it is your rudder is to keep your nose aligned with the centerline, and aileron to correct for drift. As you get slower and into the flare, keep adding whatever control input necessary to keep yourself over the centerline. Whatever you do, do not take the control inputs out as you slow! Keep adding aileron until eventually you are full aileron as you slow to taxi speed. No matter what method you use (crab and kick, wing low), you will always end up with the same result in the flare (opposite rudder and into the wind aileron). Go up on a windy day with your instructor and do some pattern work. It just takes practice and experience, just like anything else! Try not to get discouraged.

The high descent rate is caused mostly by drag (prop, etc). In all honesty, it doesn't take much skill to put the power levers to idle and pitch for Vne (or whatever limitation is in the AFM for the door mod). Fast turn times are all in the climb. Climbing at other than optimum airspeed, and not arriving at altitude at exactly the right time is what really increases turn times.

And make sure you give the pilot a heads up so he can plan his spot accordingly. It's his certificate on the line if your object causes damage to anything on the ground.

Telling the pilot you're flying a wingsuit really means nothing for the most part. If anything it just means you are going to make his life more difficult by asking for a longer spot, etc. My response to that statement, or a question about what to do while flying your wingsuit is usually "Don't hit anyone". You can't expect your pilot to know your capabilities, as he might not even be a skydiver/wingsuiter. When you are jumping at a large DZ flying turbine aircraft, you can for the most part be assured that this isn't your pilots first trip to the rodeo. Obey the green light! He knows the winds, and knows the spot, and how deep he can take it before needing a 2nd pass. Our nightmare is having people land out. However, just because you want to land right in front of the packing area instead of out in the field (but on the DZ), isn't a reason to demand a go around. He most likely has managers and people in manifest staring at a timer, expecting him to be on the ramp to pick up the next load on a schedule. This bring me to my next point... Know your loading order, know which aircraft you are supposed to be on, and be geared up and ready to go well before the plane is sitting there idling burning expensive fuel. Nothing is more irritating than seeing the jumpers get into the mock up right as you pull into the ramp, or jumpers getting on the wrong aircraft causing mass confusion and delay. Ask the pilot for the upper winds, and plan your exits accordingly. Take into account the time it takes to climb into the door and get your group ready for exit. It's extremely frustrating to give the light to open the door and check the spot over a mile before the green light, only to turn the green light on and have the jumpers dink around and weasel away half a mile of jump run, most likely leading me to have to do an unnecessary 2nd pass... costing extra fuel, time on the airplane, etc. Overall, I wish more jumpers would realize that they are getting a BARGAIN by getting a ride in a Twin Turbine aircraft to 14,000 MSL for $25. I know my DZ charges around $22 a MINUTE for aircraft use ($1300/hr). We burn on average 30 gallons in a 20 minute run, which is close to $150 in fuel costs alone. Do your part by not wasting time in the door, etc. Your pilot will appreciate it, and your jump tickets will stay low (hopefully!)