What happened
On 11 November 2000, a Douglas DC-3-R-183 and 90C, registration G-AMSV, was conducting aerial work at Coventry Airport. The mission involved dropping poppy petals over a local war memorial to mark the Remembrance Day weekend. Following the successful petal drop, the crew noted improved weather conditions, which prompted a decision to attempt a parachute jump.
As the aircraft flew over the airfield, the pilot requested permission from Air Traffic Control to perform the jump. The flight crew began slowing the aircraft toward a target speed of 80 knots with one-quarter flaps extended. During the maneuver, a qualified crew member exited the rear of the aircraft. However, before the parachutist had cleared the airframe, he struck a part of the aircraft, resulting in a broken arm. The subsequent descent became violently unstable. Due to the low altitude and the difficulty in deploying the reserve parachute, the main parachute failed to fully deploy. The parachutist landed on a hangar roof, sustaining further injuries to his ribs and internal organs.
The investigation
The investigation examined the flight parameters and the aircraft's configuration. Radar data indicated the aircraft's ground speed was approximately 89 knots, and with the prevailing winds, the true airspeed was estimated at 109 knots. This exceeded the speed specified in the aircraft's Certificate of Airworthiness (C of A), which requires a speed of 75 knots (plus or minus 5 knots) for parachute operations.
Investigators also looked into the physical cause of the impact. While the parachutist was aware of a spray bar fitted beneath the rear fuselage, he believed he had struck the tailplane. The investigation noted that the aircraft's C of A allows for both parachute jumping and chemical spraying, but did not explicitly clarify if both modifications could be used simultaneously.
Findings
- The aircraft was flying at a higher airspeed than the 75-knot limit specified in its Certificate of Airworthiness for parachute operations.
- The parachutist struck the aircraft during the exit, causing a broken arm.
- The unstable descent and low altitude prevented the full deployment of the main parachute.
- There was a lack of clarity in the aircraft's documentation regarding the use of parachute operations while the spray bar modification is installed.
Safety action
- Recommendation 2001-30: It is recommended that the CAA amend the Certificate of Airworthiness for DC3 aircraft equipped with spray bar modifications to clarify whether parachute dropping is permitted while the spray bar is fitted.