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Safety Recommendation Details

Safety Recommendation A-81-167
Details
Synopsis: ON APRIL 17, 1981, AIR U.S. 716, HP-137 (JETSTREAM), AND SKY'S WEST PARACHUTE CENTER'S CESSNA TU-206 COLLIDED IN MIDAIR AT 13,000 FEET M.S.L. NEAR THE FT. COLLINS/ LOVELAND AIRPORT, LOVELAND, COLORADO (SEE AIRCRAFT ACCIDENT REPORT NTSB-AAR-81-18). THE MIDAIR COLLISION ILLUSTRATES CERTAIN SAFETY BOARD CONCERNS RELATED TO AIR TRAFFIC CONTROL PROCEDURES AND EXISTING REGULATIONS WITH RESPECT TO PARACHUTE JUMP OPERATIONS.
Recommendation: THE NTSB RECOMMENDS THAT THE FEDERAL AVIATION ADMINISTRATION: AMEND 14 CFR 105.14 TO REQUIRE THAT A PARACHUTE JUMP AIRCRAFT CONTACT THE AIR TRAFFIC CONTROL FACILITY HAVING JURISDICTION OF THE AIRSPACE IN WHICH THE JUMP IS TO BE INITIATED RATHER THAN THE "NEAREST FAA AIR TRAFFIC CONTROL FACILITY OR FAA FLIGHT SERVICE STATION."
Original recommendation transmittal letter: PDF
Overall Status: Closed - Acceptable Alternate Action
Mode: Aviation
Location: Loveland, CO, United States
Is Reiterated: No
Is Hazmat: No
Is NPRM: No
Accident #: DCA81AA015
Accident Reports: Air U.S. Flight 716, HP-137, N11360, and Sky's West Cessna TU-206, N4862F, Midair Collision
Report #: AAR-81-18
Accident Date: 4/17/1981
Issue Date: 1/25/1982
Date Closed: 4/13/1983
Addressee(s) and Addressee Status: FAA (Closed - Acceptable Alternate Action)
Keyword(s):

Safety Recommendation History
From: NTSB
To: FAA
Date: 4/13/1983
Response: We do not believe, as you stated in your October 4 reply, that the NTSB proposal would add an unnecessary regulatory requirement. Our proposal would provide the pilot with a more direct method of receiving traffic advisories. However, because of the May 13, 1982, addition of Section 8, "NONEMERGENCY PARACHUTE JUMPING," to chapter 7 of the Flight Services Handbook, we believe that at least the "loop has been closed" requiring flight service stations to contact the control facility which has jurisdiction of the airspace in which the jump begins. Although this is less direct, it does satisfy the basic intent of the recommendation. Because of the chapter 7 addition, we are classifying this recommendation as "Closed--Acceptable Alternate Action."

From: FAA
To: NTSB
Date: 10/4/1982
Response: FAA LETTER: CHANGE TO FAA HANDBOOK 7110.10F, FLIGHT SERVICES, PARAGRAPHS 690 AND 691, WILL CONTAIN THE FOLLOWING DIRECTIVE INFORMATION: 690. COORDINATION: ALL PERTINENT INFORMATION RECEIVED FROM PILOTS PRIOR TO AND DURING PARACHUTE JUMPING ACTIVITY SHALL BE COORDINATED WITH OTHER AFFECTED ATC FACILITIES. WHEN A FLIGHT SERVICE STATION RECEIVES THE PREJUMP RADIO CALL REQUIRED BY FAR 105.14, CONTACT THE ARTCC SECTOR OR TERMINAL FACILITY IN WHOSE AIRSPACE THE JUMP BEGINS. IF THE CONTROLLER HAS PERTINENT TRAFFIC, ADVISE THE JUMP AIRCRAFT TO CONTACT THE CONTROL FACILITY DIRECTLY, OBTAIN TRAFFIC INFORMATION AND RELAY IT TO THE AIRCRAFT.

From: NTSB
To: FAA
Date: 7/8/1982
Response: Your action in modifying "procedures to ensure that, whenever possible, traffic information is provided directly to the jump aircraft by the appropriate controller" is considered to be a partial response to our recommendation. However, we fail to understand why you prefer to require contact with the "nearest FAA Air Traffic Control Facility or FAA Flight Service Station" as opposed to the Air Traffic Control Facility having jurisdiction of the airspace in which the jump is to be initiated. Before traffic advisories can be issued, the aircraft involved must be radar identified. Such identification can only be accomplished by the facility having jurisdiction. Why resort to less direct, less safe methods of communication? Data Source: NTSB Recommendations to FAA and FAA Responses This recommendation will be classified as "Open--Unacceptable Action." Further consideration and response would be appreciated.

From: FAA
To: NTSB
Date: 4/27/1982
Response: FAA LTR: RATHER THAN AMENDING 14 CFR 105.14 AS RECOMMENDED, WE BELIEVE THAT WE HAVE COMPLIED WITH THE INTENT OF THE RECOMMENDATION BY MODIFYING OUR PROCEDURES TO ENSURE THAT, WHENEVER POSSIBLE, TRAFFIC INFORMATION IS PROVIDED DIRECTLY TO THE JUMP AIRCRAFT BY THE APPROPRIATE CONTROLLER.