Skydivers-Flight ops manual
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Skydivers-Flight ops manual
To anybody going through this forum!!!
I would like to know what has to be done in order to get permission to drop skydivers from a helicopter. Does it have to be an amendment in the Flight operations manual, etc... Any suggestions or comments are appreciated.
Cheers
I would like to know what has to be done in order to get permission to drop skydivers from a helicopter. Does it have to be an amendment in the Flight operations manual, etc... Any suggestions or comments are appreciated.
Cheers
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Can't offer any advise on this topic, other than ensuring that this doesn't happen to you...........
NTSB Identification: FTW96LA110 . The docket is stored in the (offline) NTSB Imaging System.
Accident occurred Saturday, February 03, 1996 at CUSHING, OK
Aircraft:Bell 206B, registration: N2184Z
Injuries: 1 Serious, 1 Uninjured.
After one of a group of five parachutists decided not to jump from the helicopter, he failed to deactivate a safety device designed to open his reserve parachute at a preset altitude. As the helicopter descended through approximately 1,000 feet AGL, the reserve opened automatically and the parachutist was pulled from the helicopter. The parachute snagged on the skids of the helicopter and did not inflate fully. The parachutist was injured during his subsequent hard landing.
The National Transportation Safety Board determines the probable cause(s) of this accident was:
The inadvertent deployment of the passenger's parachute as a result of his failure to follow proper procedures and deactivate the automatic opening device on the parachute.
NTSB Identification: FTW96LA110 . The docket is stored in the (offline) NTSB Imaging System.
Accident occurred Saturday, February 03, 1996 at CUSHING, OK
Aircraft:Bell 206B, registration: N2184Z
Injuries: 1 Serious, 1 Uninjured.
After one of a group of five parachutists decided not to jump from the helicopter, he failed to deactivate a safety device designed to open his reserve parachute at a preset altitude. As the helicopter descended through approximately 1,000 feet AGL, the reserve opened automatically and the parachutist was pulled from the helicopter. The parachute snagged on the skids of the helicopter and did not inflate fully. The parachutist was injured during his subsequent hard landing.
The National Transportation Safety Board determines the probable cause(s) of this accident was:
The inadvertent deployment of the passenger's parachute as a result of his failure to follow proper procedures and deactivate the automatic opening device on the parachute.
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To Alouette
Haven't actually done any dropping myself, but once met a man that had,he said the big thing to watch out for is the c of g shift as they hop of the racks/landing gear(obviously the lateral moment if one side jumped before the other could make for an exciting time !)
But he said it was no great shakes( s long as you were ready for it).
He was using a jetbanger I think, the only special eqp was the hand loops for the jumpers ( he also pointed out that jumping out of helis was for experienced jumpers only ) I think he did his dropping in the states (based in UK now)
As I say this s second hand info.
Sorry cant be of more help
Regards
hoverbover
Haven't actually done any dropping myself, but once met a man that had,he said the big thing to watch out for is the c of g shift as they hop of the racks/landing gear(obviously the lateral moment if one side jumped before the other could make for an exciting time !)
But he said it was no great shakes( s long as you were ready for it).
He was using a jetbanger I think, the only special eqp was the hand loops for the jumpers ( he also pointed out that jumping out of helis was for experienced jumpers only ) I think he did his dropping in the states (based in UK now)
As I say this s second hand info.
Sorry cant be of more help
Regards
hoverbover
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The best People to contact are the parachute organisations in your country, In the UK we have to carry out Flights with parachute indtructors and have a sign off from the British Parachuting association. Not too sure about the Csech Republic!
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I flew for a company in UK back in the 80's who regularly dropped skydivers from a Bell 206. All pilots had to be checked and signed off by an experienced British Parachute Association instructor. The pilot was then issued with a BPA card restricted to the type of aircraft flown during the endorsement.The company operations manual was amended to allow this.
Four skydivers were dropped from between 4 and 10 thousand feet and exited in a planned sequence to help with C of G. All were very experienced display/CRW skydivers. They preferred to exit at a low forward airspeed rather than in a hover.
Finding yourself suddenly all alone at 10,000 feet in a Bell 206 with all doors removed can be disconcerting but the experience was great fun - particularly as the skydivers were all attractive women.
Four skydivers were dropped from between 4 and 10 thousand feet and exited in a planned sequence to help with C of G. All were very experienced display/CRW skydivers. They preferred to exit at a low forward airspeed rather than in a hover.
Finding yourself suddenly all alone at 10,000 feet in a Bell 206 with all doors removed can be disconcerting but the experience was great fun - particularly as the skydivers were all attractive women.
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We drop parachutists reasonably regularly, and the procedures are covered in Australian CAO's. Go to www.casa.gov.au for copies of CAO's, plus a small search will bring up parachute regs.
One hard & fast rule these days, hewn in tablets of stone in my ops manual, is NEVER take doors off the pilot's side! We had a B206 rolled inverted when 4 jumpers failed to follow the brief of departing evenly from opposite sides. Needless to say, the two that departed went from the port side, and the two remaining on the pilot's side put the cg somewhat over limits. To this day we have no idea how the second pair missed the rotors...
Lateral limits can be hit if the jumpers aren't well briefed, especially not to push themselves away from the aircraft. Very important that they step off the skids or doorway, and even then you can encounter quite severe cyclic demands, especially when we drop jumpers with deployable flags plus ballast weights, often over 50kg on top of their normal gear.
One hard & fast rule these days, hewn in tablets of stone in my ops manual, is NEVER take doors off the pilot's side! We had a B206 rolled inverted when 4 jumpers failed to follow the brief of departing evenly from opposite sides. Needless to say, the two that departed went from the port side, and the two remaining on the pilot's side put the cg somewhat over limits. To this day we have no idea how the second pair missed the rotors...
Lateral limits can be hit if the jumpers aren't well briefed, especially not to push themselves away from the aircraft. Very important that they step off the skids or doorway, and even then you can encounter quite severe cyclic demands, especially when we drop jumpers with deployable flags plus ballast weights, often over 50kg on top of their normal gear.
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Drop parachutists quite regularly out of a 500. In UK the aircraft has to be cleared by the CAA for parachute dropping with a flight manual supplement.
The 500 has to have all lose items including seat squabs removed, seat belts must be fitted and used by the jumpers, no more than 4 jumpers, 1 in front 3 in back, obviously doors removed !!!
Must fly not below 60 knts
As for pilot, has to be endorsed by BPA with a bi annual checkride by an approved jump master.
Don't worry about the aircraft c of g as they exit only a split second rocking around ( as you are not allowed to fly below 60 knts - FM supplement ). Most disconcerting is speaking well shouting at someone who is standing on your skids while you are flying at 5 k plus, then the sense of being all alone when they have gone.
Be careful not to autorotate after them, it can be easy to catch them up !!!
Hope this is useful drop me an e mail and I will give you my phone numbers if you want to chat about it
The 500 has to have all lose items including seat squabs removed, seat belts must be fitted and used by the jumpers, no more than 4 jumpers, 1 in front 3 in back, obviously doors removed !!!
Must fly not below 60 knts
As for pilot, has to be endorsed by BPA with a bi annual checkride by an approved jump master.
Don't worry about the aircraft c of g as they exit only a split second rocking around ( as you are not allowed to fly below 60 knts - FM supplement ). Most disconcerting is speaking well shouting at someone who is standing on your skids while you are flying at 5 k plus, then the sense of being all alone when they have gone.
Be careful not to autorotate after them, it can be easy to catch them up !!!
Hope this is useful drop me an e mail and I will give you my phone numbers if you want to chat about it
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In the ignorance of my unsupervised youth many moons ago, I took the doors off a 47J2 and dropped two parachutists from 5000 ft over Shobdon (UK). They went out about two seconds apart and the resulting extreme lateral rock scared me witless! Subsequently found out you had to get the aircraft cleared for that kind of thing..........!
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SkyDiving / Jumping from Heli...
Hi Guys, Could anyone possibly point me in the direction of any regulations regarding skydiving from helicopters in the UK, I hold a UK CPL(H) and often have Skydiving friends asking me to drop for them, but I assume there are official regulations, requirements and pilot limitations... regarding the sport and unfortunately it is something i have never needed to look into in the past or stumbled across.
cheers
cheers
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Parachuting | Flight Operations | Safety Regulationsorry guys, i wasn't being lazy
, just searching for the wrong thing, it appears i needed to search parachuting rather than skydiving.Anyhow any personal experiences would be much appreciated
thanks again
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Aucky
I have a British Parachute Association Form 108B which gives my BPA Pilot Number and BPA Membership number which says I am authorised in accordance with the BPA Ops manual as a Parachute Pilot with specific helicopter types annotated on the back.
Mine expired a few years ago so I am not sure whether rules have changed but try looking up the BPA website if they have one.
Cheers
Trog
Mine expired a few years ago so I am not sure whether rules have changed but try looking up the BPA website if they have one.
Cheers
Trog
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I know of 2 pilots that have done this. 1 has since retired but had to stop as the CAA seem to make it more difficult as time goes on. The other is still around but has only done it a few times.
As well as the CAA rules you must be tested and approved by the BPA.
I have sat left seat in a long ranger watching 5 guys jump out at 5000 ft, mad!!!
Jarvy
As well as the CAA rules you must be tested and approved by the BPA.
I have sat left seat in a long ranger watching 5 guys jump out at 5000 ft, mad!!!
Jarvy
Times have changed.....we just climbed into the aircraft for a quick training run to see club procedures and an aircraft check out....and good to go. No cards back then.
In the helicopter....now that the "Old Man" cannot reach out and strangle me...used to swing through Sunderland when ferrying S-58T's and give my Jump Club buddies a free drop or two. Always reminded them to shut the door on the way out.
I guess one time the Biggest Boss Fellah had me on contract before I left Redhill but neglected to tell me. As I was a bit delayed getting to Aberdeen, my tardiness was noticed and some very "polite" phone calls were made wherein my delicate ears would have burned had I known what was said. I do know the second hand version did as well! Needless to say....as the Statute of Limitations have run its natural course I am free now to confess my Sin.
To give the jumpers a thrill....slow to just above ETL speed and let them loft out! It pretty much equates to a balloon jump where there is no forward speed to help them stabilize and the acceleration is all but straight down....a sensation they are not used to.
In a Chinook, at a hover, with the guys going off the ramp on static lines.....it made for a very interesting opening. We always added five hundred feet to the requested jump height when we did that to them.
In the helicopter....now that the "Old Man" cannot reach out and strangle me...used to swing through Sunderland when ferrying S-58T's and give my Jump Club buddies a free drop or two. Always reminded them to shut the door on the way out.
I guess one time the Biggest Boss Fellah had me on contract before I left Redhill but neglected to tell me. As I was a bit delayed getting to Aberdeen, my tardiness was noticed and some very "polite" phone calls were made wherein my delicate ears would have burned had I known what was said. I do know the second hand version did as well! Needless to say....as the Statute of Limitations have run its natural course I am free now to confess my Sin.
To give the jumpers a thrill....slow to just above ETL speed and let them loft out! It pretty much equates to a balloon jump where there is no forward speed to help them stabilize and the acceleration is all but straight down....a sensation they are not used to.
In a Chinook, at a hover, with the guys going off the ramp on static lines.....it made for a very interesting opening. We always added five hundred feet to the requested jump height when we did that to them.
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I used to do 4 or 5 drops in 98 and all I can say is make sure the chaps leaving the aircraft do it in unison i.e. 2 at a time and one each side stepping / falling off rather then pushing off or else I am told it will make for an interesting flight.
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The individual aircraft has to have a supplement to the RFM that permits parachuting. In addition, you have to do it under the auspices of an approved club, which for the UK is the BPA I believe.
Rather like BS I used to do these as an extra to pleasure flying. A BPA team leader used to check out the pilots and authorise them. I remember a piece of paper added to my licence.
All of this is a few years ago. Whether EASA have generated a chunk of new paperwork, I am not sure.
It all goes back to the Article in the ANO, which says thow shalt not drop people from aircraft and is an exemption process from that prohibition.
Suggest you contact the BPA and the CAA for the current position. The BPA guys were always very helpful. If you have contacts in that game, they should know who to talk to .
Oh yes, and watch for when all the jumpers on one side jump together and PUSH off the aircraft
Rather like BS I used to do these as an extra to pleasure flying. A BPA team leader used to check out the pilots and authorise them. I remember a piece of paper added to my licence.
All of this is a few years ago. Whether EASA have generated a chunk of new paperwork, I am not sure.
It all goes back to the Article in the ANO, which says thow shalt not drop people from aircraft and is an exemption process from that prohibition.
Suggest you contact the BPA and the CAA for the current position. The BPA guys were always very helpful. If you have contacts in that game, they should know who to talk to .
Oh yes, and watch for when all the jumpers on one side jump together and PUSH off the aircraft