Narrative:

We flew to ZZZ airport on the morning of september 2013 to pick up passengers. The weather was clear and visibility unrestricted with winds light and variable. There was a NOTAM for parachute jumping. Our first indication that the parachute activity was more than usual was about fifty miles out while listening to CTAF. We found that aircraft were using both runways [single runway airport] simultaneously. There were also reports of jumpers 'tossed out the door' several times during our arrival. A hawker jet was lining up for a 10 mile straight in to runway 3 and there were also planes departing and taking off from runway 21; ranging from C-172s to jump planes (twin otters). I asked (I was non-flying pilot on inbound leg) where the jump plane was dropping jumpers and where exactly the drop zone was. The pilot responded that the drop zone was on the east side of the field. We elected to do a wide visual approach on the west side of the field; doing a standard left pattern with a 45 degree entry for left traffic runway 3; which would keep us clear of where the jumpers were being dropped. During the approach we witnessed only one plane landing and two parachutes on the other side of the field.there were no radio calls heard as we made our standard radio position reports and after landing; we shut down the engines and as soon as I climbed out of the plane; I saw above us approximately two dozen parachutes opening and jumpers spiraling down and landing on the drop zone. I remarked to my partner about the parachutes; and how the pilot who had dropped them had not been on frequency while we had been making our position reports. After post-flight and refueling; I walked over to the jump zone. There were hundreds of jumpers and several aircraft loading jumpers and taking off. I was told this was a four day 'jump boogie' and I watched for about thirty minutes as aircraft took off and made drops over the 'drop zone' which was just south of the 'beacon' symbol and ramp on the 10-9 chart. The wind was variable and the jumpers seemed to be landing downwind on the drop zone and I had a conversation about this with one of the jumpers. The jumper told me that those jumping came from 'all over the place;' and that explained why they were incorrectly 'landing downwind.' my partner and I had a long discussion on how we would depart without conflicting with the jumpers. We decided that based on the winds we should takeoff on the same runway we landed; runway 3; and do an immediate left turn to both clear the area and terrain. This left turn also complied with the published obstacle departure. We also decided against a VFR departure and decided to have an IFR clearance to increase safety. We started engines; and made an announcement we were taxiing to runway 3. A jump plane responded that there was 'jump activity at canyonlands airport'; which we knew. As we paralleled runway 3; my partner switched off frequency to raise center. While he was attempting this; I continued my taxi and witnessed a single engine jump plane depart runway 21; and then slowly climb to the east. I monitored my partner's attempt to call center and then heard him calling ZZZ radio; since no one responded on center frequency. He was told by ZZZ radio to try center again on because 'center turns down the volume unless they know someone is calling' and so then my partner went back to center and after they responded; he got a clearance. By this time we were at end of runway and finishing our checklists and preparing for departure. We looked at TCAS and saw nothing; and we saw nothing visually. There was a call from a jump plane saying jumpers away in one minute over canyonlands. Based on what we had observed and the fact we felt we had time; not to mention that there was a second single engine jump plane somewhere between the one that was releasing jumpers and us; we made another radio call about taking the active and we started our takeoff roll. Shortly after gear retraction and a right turn at 400 ft; I began to make the left turn and my partner pointed out jumpers and I looked up and saw about half a dozen chutes well above but along centerline of runway and to the east of runway 3. I increased the angle of bank to turn us more to the west and we continued with flap retraction. Upon switching to center frequency we were asked if we had 'been in contact with the jump plane;' to which we responded yes; because they had responded to our CTAF radio calls as we had taxied to runway 3. I feel that this situation is a very hazardous one that needs immediate remedy. The standard NOTAM for parachute jumping in no way reflected the massive parachute operation that was really taking place. The constant churn of twin otters taking off and coming down on various runways; mixed with GA traffic and jets all with no control tower is an accident waiting to happen. There needs to be more control or coordination between aircraft; and simple CTAF radio calls will not suffice. We had made calls inbound as we arrived; and the jump aircraft had not; which we discovered upon opening the cabin door and seeing chutes all above us. The fact that we had been told that the drop zone (and I had even walked over and looked at the drop zone) was east of the runway; provided a false sense of security to me that the jumpers would be east of the centerline; which they apparently were not as we departed. My recommendation would be that when there is a 'jump boogie' (and this was a four day event) taking place our company does not fly into it unless the following happens: either a dedicated 'slot time' every couple of hours where jump operations cease or a temporary tower is put in place to control the traffic. Mixing jet aircraft with GA aircraft and jump planes all using the same piece of concrete is simply not the level of safety that will prevent an accident or death. In hindsight; the best thing I could have done would have been to physically walk over to the drop zone when my passengers had arrived; and told them we were departing and to stop their jumps until we cleared the area. That is simply the only safe course of action I can now imagine. Based on what occurred; the lack of communication and control; I simply see no better course of action when departing that airport during a 'jump boogie.'

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Original NASA ASRS Text

Title: Corporate Jet flight crew reports a dangerous and hazardous conflict between aircraft operations and parachute jumpers at a non-towered airport.

Narrative: We flew to ZZZ airport on the morning of September 2013 to pick up passengers. The weather was clear and visibility unrestricted with winds light and variable. There was a NOTAM for parachute jumping. Our first indication that the parachute activity was more than usual was about fifty miles out while listening to CTAF. We found that aircraft were using both runways [Single runway airport] simultaneously. There were also reports of jumpers 'tossed out the door' several times during our arrival. A Hawker jet was lining up for a 10 mile straight in to Runway 3 and there were also planes departing and taking off from Runway 21; ranging from C-172s to jump planes (Twin Otters). I asked (I was non-flying pilot on inbound leg) where the jump plane was dropping jumpers and where exactly the drop zone was. The pilot responded that the drop zone was on the East side of the field. We elected to do a wide visual approach on the West side of the field; doing a standard left pattern with a 45 degree entry for left traffic Runway 3; which would keep us clear of where the jumpers were being dropped. During the approach we witnessed only one plane landing and two parachutes on the other side of the field.There were no radio calls heard as we made our standard radio position reports and after landing; we shut down the engines and as soon as I climbed out of the plane; I saw above us approximately two dozen parachutes opening and jumpers spiraling down and landing on the drop zone. I remarked to my partner about the parachutes; and how the pilot who had dropped them had not been on frequency while we had been making our position reports. After post-flight and refueling; I walked over to the jump zone. There were hundreds of jumpers and several aircraft loading jumpers and taking off. I was told this was a four day 'Jump Boogie' and I watched for about thirty minutes as aircraft took off and made drops over the 'drop zone' which was just south of the 'Beacon' symbol and ramp on the 10-9 chart. The wind was variable and the jumpers seemed to be landing downwind on the drop zone and I had a conversation about this with one of the jumpers. The jumper told me that those jumping came from 'all over the place;' and that explained why they were incorrectly 'landing downwind.' My partner and I had a long discussion on how we would depart without conflicting with the jumpers. We decided that based on the winds we should takeoff on the same runway we landed; Runway 3; and do an immediate left turn to both clear the area and terrain. This left turn also complied with the published obstacle departure. We also decided against a VFR departure and decided to have an IFR clearance to increase safety. We started engines; and made an announcement we were taxiing to Runway 3. A jump plane responded that there was 'jump activity at Canyonlands airport'; which we knew. As we paralleled Runway 3; my partner switched off frequency to raise Center. While he was attempting this; I continued my taxi and witnessed a single engine jump plane depart Runway 21; and then slowly climb to the East. I monitored my partner's attempt to call Center and then heard him calling ZZZ Radio; since no one responded on Center frequency. He was told by ZZZ Radio to try Center again on because 'Center turns down the volume unless they know someone is calling' and so then my partner went back to Center and after they responded; he got a clearance. By this time we were at end of runway and finishing our checklists and preparing for departure. We looked at TCAS and saw nothing; and we saw nothing visually. There was a call from a jump plane saying jumpers away in one minute over Canyonlands. Based on what we had observed and the fact we felt we had time; not to mention that there was a second single engine jump plane somewhere between the one that was releasing jumpers and us; we made another radio call about taking the active and we started our takeoff roll. Shortly after gear retraction and a right turn at 400 FT; I began to make the left turn and my partner pointed out jumpers and I looked up and saw about half a dozen chutes well above but along centerline of runway and to the east of Runway 3. I increased the angle of bank to turn us more to the West and we continued with flap retraction. Upon switching to Center frequency we were asked if we had 'been in contact with the jump plane;' to which we responded yes; because they had responded to our CTAF radio calls as we had taxied to Runway 3. I feel that this situation is a very hazardous one that needs immediate remedy. The standard NOTAM for parachute jumping in no way reflected the massive parachute operation that was really taking place. The constant churn of Twin Otters taking off and coming down on various runways; mixed with GA traffic and jets all with no Control Tower is an accident waiting to happen. There needs to be more control or coordination between aircraft; and simple CTAF radio calls will not suffice. We had made calls inbound as we arrived; and the jump aircraft had not; which we discovered upon opening the cabin door and seeing chutes all above us. The fact that we had been told that the drop zone (and I had even walked over and looked at the drop zone) was east of the runway; provided a false sense of security to me that the jumpers would be east of the centerline; which they apparently were not as we departed. My recommendation would be that when there is a 'Jump Boogie' (and this was a four day event) taking place our company does not fly into it unless the following happens: either a dedicated 'slot time' every couple of hours where jump operations cease or a temporary Tower is put in place to control the traffic. Mixing jet aircraft with GA aircraft and jump planes all using the same piece of concrete is simply not the level of safety that will prevent an accident or death. In hindsight; the best thing I could have done would have been to physically walk over to the drop zone when my passengers had arrived; and told them we were departing and to stop their jumps until we cleared the area. That is simply the only safe course of action I can now imagine. Based on what occurred; the lack of communication and control; I simply see no better course of action when departing that airport during a 'Jump Boogie.'

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.