Narrative:

On a frequently flown direct-route round-trip route to and from bdu from the north; three open parachutes were encountered at or very near hygen intersection. There is a parachute symbol southwest of lmo between the lmo runway depiction and the hygen depiction on the sectional chart. Hygen is also depicted on the IFR low chart. The a/FD (airport/facilities directory) for lmo states 'parachute jumping on and invof arpt primarily of rwy; avoid overflights mid fld.' also in the a/FD there is a 'parachute jumping area' depicted as being nearly adjacent to taxiway B at lmo.in my opinion; parachute operations southwest of lmo are extremely hazardous and should be terminated. Parachutists drop paths vary considerably depending on winds; altitude; and other factors; and in this encounter their paths were very near hygen intersection; a crossing-point of two significant airways; V-220 and V-85. During a common VFR practice of tracking along and over airway routes and intersections such as hygen; airplanes' altitudes are often flown that are lower than IFR minimum crossing altitudes and that fact could put aircraft in conflict with free-falling parachutists that had exited their jump planes but had not yet descended to where they open their chutes; and therefore would be very difficult to see and avoid in time. Hygen is less than a mile from the parachute depiction on the sectional chart.the parachute symbol is only about 1/3 of a mile from the approach path for the VOR-DME-a instrument approach for lmo; for which the approach path; based on a VOR; is variable since it is based on the positional limitations of bjc VOR that is 15 miles distant. The parachute symbol is similarly 1/3 of a mile from the approach path for the RNAV (GPS)-B approach into lmo. Both of these approaches are favorites for practice by locals in VMC; when parachutists are frequently active. The approach paths for both of these approaches crosses exactly over the 'parachute jumping area' that is depicted adjacent to taxiway B at lmo. In other words; a practice instrument approach would pass exactly through the parachutist's landing area at the airport essentially at the missed approach point. The AFD admonition to 'avoid overflights mid fld' is in direct conflict with the instructions to be followed when practicing these two instrument approach procedures.the jump plane pilot routinely makes a call on the CTAF frequency when his jumpers are away; but a pilot approaching the airport may miss that one warning if he or she is listening to the lmo AWOS-3. Additionally; the jump plane pilot's communication could be blocked by other voice traffic on the CTAF. The 'jumpers away' call is easily missed. If an aircraft is cruising just a thousand or two thousand feet below the jump plane when the 'jumpers away' call is made; the aircraft's pilot may not be able to see free-fallers in time; and not have time to avoid free-falling parachutists.I believe this situation is a disaster waiting to happen and I hope you can influence the powers that be to take action. I do not wish to publish this recommendation at some future time because of hearing of the death of a parachutist and possibly the occupants of an aircraft if a parachutist goes through the windscreen of an aircraft.

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Original NASA ASRS Text

Title: Pilot reported parachute operations in the vicinity of LMO put skydivers and aircraft in danger because of the zone's proximity to V220 and V85. Reporter also stated; regular CTAF communications may interfere with the 'jumpers away' call.

Narrative: On a frequently flown direct-route round-trip route to and from BDU from the north; three open parachutes were encountered at or very near HYGEN intersection. There is a parachute symbol southwest of LMO between the LMO runway depiction and the HYGEN depiction on the sectional chart. HYGEN is also depicted on the IFR Low chart. The A/FD (Airport/Facilities Directory) for LMO states 'Parachute jumping on and invof arpt primarily of rwy; avoid overflights mid fld.' Also in the A/FD there is a 'Parachute Jumping Area' depicted as being nearly adjacent to taxiway B at LMO.In my opinion; parachute operations southwest of LMO are extremely hazardous and should be terminated. Parachutists drop paths vary considerably depending on winds; altitude; and other factors; and in this encounter their paths were very near HYGEN intersection; a crossing-point of two significant airways; V-220 and V-85. During a common VFR practice of tracking along and over airway routes and intersections such as HYGEN; airplanes' altitudes are often flown that are lower than IFR minimum crossing altitudes and that fact could put aircraft in conflict with free-falling parachutists that had exited their jump planes but had not yet descended to where they open their chutes; and therefore would be very difficult to see and avoid in time. HYGEN is less than a mile from the parachute depiction on the sectional chart.The parachute symbol is only about 1/3 of a mile from the approach path for the VOR-DME-A instrument approach for LMO; for which the approach path; based on a VOR; is variable since it is based on the positional limitations of BJC VOR that is 15 miles distant. The parachute symbol is similarly 1/3 of a mile from the approach path for the RNAV (GPS)-B approach into LMO. Both of these approaches are favorites for practice by locals in VMC; when parachutists are frequently active. The approach paths for both of these approaches crosses exactly over the 'Parachute Jumping Area' that is depicted adjacent to taxiway B at LMO. In other words; a practice instrument approach would pass exactly through the parachutist's landing area at the airport essentially at the missed approach point. The AFD admonition to 'avoid overflights mid fld' is in direct conflict with the instructions to be followed when practicing these two instrument approach procedures.The jump plane pilot routinely makes a call on the CTAF frequency when his jumpers are away; but a pilot approaching the airport may miss that one warning if he or she is listening to the LMO AWOS-3. Additionally; the jump plane pilot's communication could be blocked by other voice traffic on the CTAF. The 'jumpers away' call is easily missed. If an aircraft is cruising just a thousand or two thousand feet below the jump plane when the 'jumpers away' call is made; the aircraft's pilot may not be able to see free-fallers in time; and not have time to avoid free-falling parachutists.I believe this situation is a disaster waiting to happen and I hope you can influence the powers that be to take action. I do not wish to publish this recommendation at some future time because of hearing of the death of a parachutist and possibly the occupants of an aircraft if a parachutist goes through the windscreen of an aircraft.

Data retrieved from NASA's ASRS site 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.