@@mgattini On the PC-6 you basically only do threepointers. The whole plane is aerodynamically and gear-wise set up to land (and take off) like that. It will not bounce if you roll it on instead of fully stalling it. You can do wheel landings, but they feel odd to do and there is really no need.

Good to know, thank you!

@@Cambone13 If you are talking about the trim: the control forces are so heavy when mistrimmed that you can hardly overcome them by muscle power alone. Typical issue is that without skydivers for landing you need to trim quite far back and for takeoff with skydivers quite far forward. If you forget to reset the trim after landing, you will get a sudden pitch up, stall and crash on takeoff. This is why most Porters have been retrofitted with a pitch trim warning that alerts you if you are outside a safe takeoff range.

@@LiberTY7416 very cool, thanks for info!

The parachute is legally required for these kind of specialized operations. It has less to do with trust in the plane, but more with the added risk of having skydivers exit mid flight. For example a premature deployment of a chute in the door could entangle the chute, the lines and god forbid the skydiver with the control surfaces on the tail. This would render the plane uncontrollable, in which case jumping out is the only option for survival. This risk is extremely low. And I would only jump out if I did everything I can to avoid people on the ground. Our dropping trajectories are also chosen to minimize any risk for people below.

You are welcome. Have fun with your RC planes!

Glad it helped. Normal procedure is to slow down to walking speed and then unlock the tail and reset the rudder trim for takeoff.

Absolutely. I would love to have the opportunity to fly a Porter (or any bush plane really) in your neck of the woods. Someday 🙂.

Indeed. It`s fun to be involved in this side of aviation. Lots of great experiences to be had!

Sure thing. In the region we have Walldorf and Lachen-Speyerdorf using SEPs (C182 and C206 respectively). There is also Mainbullau a bit further away (C182). They sometimes have pilot opportunities and are a decent place to start. For general advice/networking/training I am also available at Herrenteich. You can either visit us there (calendar is on the website of FSC Mannheim) or if you give me some form of contact method I will drop you a message (no DM on KZbin unfortunately).

Wenn die Tür gut geschmiert ist geht das ganz gut. Ist mir aber zu viel gefummel. Man muss erstmal in Beta rein, dann andrücken, vielleicht nochmal wenn es nicht gereicht hat. Oder doch von Hand nachhelfen usw. Nach über 2000 Loads ist das mit dem Besenstiel in Sekunden erledigt und ab geht's nach unten. Nur weniger spektakulär ;-).

For these skydive flights it is indeed mandatory to wear a parachute even as a pilot. The reason for this is the increased risk that this type of operation entails. For example a premature deployment of a parachute in the open door could send a skydiver right into the horizontal tail of the aircraft, ripping it off in the process and rendering the plane uncontrollable. Granted these cases are very rare and I am not aware of any serious mishaps like this in the recent past. But if it happens I take a parachute over no parachute any day :-).

@@LiberTY7416 very cool, thank you for telling me!!

There is another video where I take you up for a full flight plus more in this playlist: kzbin.info/aero/PLjF_DdHGwVwDv7O1oLWUDQmi5z230TUPU

I'll watch

Actually in this case it is the flap handle. Trim is electric on the stick. This was however an option only and there are quite a few Porters with two cranks up top (big one for flaps and small one for trim).

@@LiberTY7416 Thanks for that Dude.

To reduce thermal stress and hence increase engine life we let the engine stabilize at idle for about two minutes before shutting down. Idea is to let everything get to even temperature as much as possible. Normally one could use the taxi time at almost idle for this, but since here there is virtually zero taxi time I use the paperwork as a stop-gap for cooling.

Ah I see. Didn’t realize a stabilization is needed.

Yes, I am wearing a rescue parachute. For this operation it is also required by law. Not really planning on using it though as it is way more basic than your normal skydive rig (simple round parachute, but very fast opening). The use scenario is really only some severe damage to the airframe that renders it uncontrollable. The greatest risk I can think of here is a premature opening of a parachute in the door that flings a skydiver into the stabilizer/elevator. This would most likely rip the horizontal tail off and send the airplane into an uncontrollable dive/spin. Another scenario would be a mid air collision with another airplane. In such cases I would abandon ship as fast as I can. As long as the airplane is controllable, I would most likely try to land it after sending the skydivers out (given sufficient altitude). The climb rate is higher than the engine off descent rate, so for most of the time I am able to glide back to an airfield. Deadstick landings are routinely practiced plus I am also a glider pilot, so not afraid of executing a landing without engine power. Also the stall speed of the Porter is so low that you are not carrying that much energy into the landing, making survival with minimal injury very likely.

Many jump pilots wear parachutes. A jumper exiting could have his chute open accidentally, wrap around tail. Student on static line has problem. Murphys law.

In short: yes. As long as you can see the landing spot and can maintain cloud seperation (1.5km horizontally) on the way down, it's good to go. Does not matter if there are clouds in the area or moving over the dropzone in between jumps.

But at least most school busses have airconditioning these days. I am boiling in this thing all day ;-).

@@LiberTY7416 The busses I'm familiar with don't have air-con... extra heaters though.

Hi guys. Pleasure is all mine. You can check my walkaround video (kzbin.info/www/bejne/gHKac4WwrNqpitE). There you get a brief look at the annunciator panel. I don't have the sound there as it only plays into the headset and is a single "ping" if a master caution or warning goes off. Unfortunately I also cannot record it anymore as we replaced the old style gauges with a modern "glass cockpit" engine monitoring system that also replaces the annunciator panel.

@@LiberTY7416 Thank you very much!!! This is what we was looking for!!! :D

@@FSResearch-cj5wf No worries. Let me know when the model becomes available. Curious how it feels compared to the real deal :-).

@@LiberTY7416 We want to make PC-6 as real as possible. You will check it soon! :D

Seems like we will be able to get going from June onwards with a test concept and some additional precautions. Looking forward to get back into the Porter again :-).

Unfortunately no. Germany is still in some kind of Covid lockdown with skydiving not really possible. I expect no earlier than June/July.

@@LiberTY7416 Do you plan to make D-FROH videos this year?

@@redbearrc6706 I hope so. Unfortunately life has been in the way of making more videos. I actually have a lot of material in the can, but no time to cut it together into some videos :(.

Yep. If there is capacity left D-FROH sometimes does other jobs besides flying at Herrenteich, like training or filling in at other dropzones.

Moin :-). Wir setzen aktuell als Verein ausschließlich auf nichtkommerziellen Betrieb, entsprechend genügt ein PPL mit Classrating "Pilatus PC-6 SET". Unsere Piloten sind eine Mischung aus PPL- und CPL-Inhabern.

@@LiberTY7416 Danke für die Antwort! Bezüglich der PPL muss es ja dann so sein, dass der jeweilige Pilot keine Vergütung bekommt, falls ich das richtig verstanden habe. Oder geht es in dem Falle darum, ob der Verein auf Gewinn ausgelegt ist, oder nicht? Vielleicht kannst Du mir das ja kurz klarstellen? :)

@@fim5485 Das spielt in gewisser Weise zusammen. Mit einem PPL darf man keine Vergütung für die Tätigkeit als Pilot erhalten (Ausnahme Fluglehrer). Und eine Organisation darf einen PPL-Inhaber auch nicht einsetzen sofern diese kommerziellen Betrieb durchführen möchte. Das ist jetzt sehr vereinfacht ausgedrückt, aber ich denke das Prinzip wird klar. Grundsätzlich erhalten die Piloten für den nichtkommerziellen Vereinsbetrieb keine Vergütung. Heißt natürlich nicht, dass es nicht mal was zu Essen, Fahrtkosten, etc. gibt. Und eine Menge Spaß ;-).

Fortunately we do not do hot refuels. So every 6-8 loads or 2-3 hours we shut down and I can get out for a quick break. In cases of extreme urgency I will have someone else at the controls while boarding on the ground so I can get out for a pit stop.