Parachute Rigger Handbook (Change 1)

Preface

The Parachute Rigger Handbook introduces the basic skills necessary for acquiring a Parachute Rigger Certificate. It is developed by the Flight Standards Service, Airman Testing Standards Branch, in cooperation with various aviation educators and industry.

This handbook is primarily intended to assist individuals who are preparing for the parachute rigger airman knowledge test and the oral and practical test. The material presented in this handbook is appropriate for senior and master parachute riggers. The handbook contains information on regulations and human factors, design and construction, materials, operations, inspection and packing, hand tools, sewing machines, the parachute loft, repairs, alterations, and manufacture.

This handbook conforms to training and certification concepts established by the Federal Aviation Administration (FAA).

There are different ways of teaching, as well as performing specific rigging procedures, and many variations in the explanations of repairs, alterations, and manufacture of parachutes. The discussion and explanations reflect commonly used practices and principles. This handbook provides a basic knowledge that can serve as a foundation on which to build further knowledge. Occasionally the word “must” or similar language is used where the desired action is deemed critical.

The use of such language is not intended to add to, interpret, or relieve a duty imposed by Title 14 of the Code of Federal Regulations (14 CFR).

It is essential for persons using this handbook to also become familiar with and apply the pertinent parts of 14 CFR and appropriate technical standards. Performance standards for demonstrating competence required for parachute riggers are prescribed in the appropriate practical test standard.

This handbook is available for download, in PDF format, from www.faa.gov. The current Flight Standards Service airman training and testing material and learning statements for all airman certificates and ratings can be obtained from www.faa.gov.

The FAA greatly acknowledges the valuable assistance provided by many individuals and organizations throughout the aviation community whose expertise contributed to the preparation of this handbook. This handbook contains material and pictures of various products often used by industry. It is presented here as a means of communicating information to be used for training purposes only. The FAA neither endorses nor recommends any specific trademark item in this handbook.

This handbook is published by the U.S. Department of Transportation, Federal Aviation Administration, Airman Testing Standards Branch, AFS-630, P.O. Box 25082, Oklahoma City, OK 73125.

Comments regarding this publication should be sent, in email form, to the following address: AFS630comments@faa.gov.

/s/ John Barbagallo, for John S. Duncan Director, Flight Standards Service iii iv

Acknowledgments

The Parachute Rigger Handbook was produced by the Federal Aviation Administration (FAA) with the assistance of Safety Research Corporation of America (SRCA). The FAA wishes to acknowledge the following contributors: Parachute Labs, Inc., for images used in Chapters 1, 2, and 4 Ilse Ungeheuer, for images used in Chapters 3 and 5 Tim Taykalo, for images used in in Chapter 6 Tom Dolphin, for images and content used in Chapter 7 and the Appendix v vi

Record of Changes

Change 1 (December 2015) This is an updated version of FAA-H-8083-17A, Parachute Rigger Handbook, dated August 2015. This version contains error corrections, revised graphics, and updated performance standards. All pages containing changes are marked with the change number and change date in the page footer. The original pagination has been maintained so that the revised pages may be replaced in lieu of repurchasing or reprinting the entire handbook. The changes made in this version are as follows: • Updated Table of Contents page numbers (page ix).

• Replaced Figure 2-12 (page 2-8) with version from previous version of the handbook (FAA-H-8083-17, Figure 2-10).

3 1 • Revised the third sentence in the second paragraph in the left column of page 2-14: changed “ ⁄ 8 "” to “ ⁄ 2 ".” • Revised the caption for Figure 3-17 (page 3-7): changed “Tape” to “Webbing.” • Revised the caption for Figure 3-18 (page 3-7): changed “Tape” to “Webbing.” • Revised the last sentence in the first paragraph in the right column of page 7-2: changed “FAA-licensed” to “FAA- certificated.” • Revised the third bullet under Square Canopy – Rib Repair in the right column of page 7-25: added “—mains and reserves; FAA Senior Parachute Rigger—mains.” • Revised Figure G at the bottom of page 7-82: removed “+2"” after “X = Required length.” • Revised Appendix A Table of Contents (page A-1): revised titles of new documents and updated page numbers.

• Revised Appendix A: replaced PIA TS-100—Standardized Nomenclature for Ram-Air Parachutes with latest version (pages A-3 – A-10).

• Revised Appendix A: replaced SAE AS 8015B—Minimum Performance Standards for Parachute Assemblies and Components with Personnel PIA TS 135—Performance Standards for Personnel Parachute Assemblies and Components (pages A-26 – A-43) • Revised Appendix A: updated page numbering for all documents (pages A3 – A-65).

Change 1 (December 2015) vii viii

Table of Contents

Preface .................................................................... iii Component Parts ........................................................... 2-2 Main Parachute Canopy ............................................ 2-2 Acknowledgments .................................................. v Reserve Parachute Canopy ......................................... 2-2 Emergency Parachute Canopy .................................... 2-2 Record of Changes ............................................... vii Harness/Container ...................................................... 2-2 Pilot Chutes and Bridles for the Main and Table of Contents .................................................. ix Reserve Parachutes ................................................ 2-2 Ripcords or Equivalent Devices for the Main Chapter 1 and Reserve Parachutes ......................................... 2-3 Introduction to Parachute Rigging .................... 1-1 Deployment Devices for the Main and Reserve Regulations and Human Factors .................................... 1-1 Parachutes ............................................................... 2-3 Parachute Rigger Certificates ......................................... 1-2 Main Parachute Release Mechanism and Eligibility and Requirements ..................................... 1-2 Associated Handles or Static Lines ....................... 2-3 Earning a Parachute Rigger Certificate ...................... 1-2 Risers and Associated Steering Toggles ................. 2-3 Testing .................................................................... 1-3 TSO Standards ............................................................... 2-4 Alternate Means of Qualifying for a Parachute Canopy Design ............................................................... 2-5 Rigger Certificate ................................................... 1-3 Nomenclature ............................................................. 2-5 Retesting ................................................................. 1-3 Construction Concepts and Techniques .................... 2-5 Responsibilities of a Certificated Parachute Rigger ...... 1-5 Operational Theory ..................................................... 2-6 Facilities and Tools .................................................... 1-5 Materials ..................................................................... 2-6 Performance Standards .............................................. 1-5 Damage ....................................................................... 2-6 Currency Requirements ............................................. 1-6 Containers ................................................................... 2-6 Record Keeping ......................................................... 1-7 Configuration .............................................................. 2-7 Sealing the Parachute ................................................. 1-8 Harness Design .............................................................. 2-9 Regulatory Compliance ................................................. 1-8 Bridles and Deployment Devices ................................. 2-11 14 CFR part 1—Definitions ....................................... 1-8 Deployment Types ................................................... 2-12 14 CFR part 21, subpart O—Technical Standard Type 1: Canopy First Deployment ...................... 2-12 Orders (TSO) .............................................................. 1-8 Type 2: Two-Stow Diaper or Half Diaper ........... 2-12 14 CFR part 39—Airworthiness Directives (ADs) .... 1-8 Type 3: Ascuitto or Piglet-Style Flat Diaper ....... 2-13 14 CFR part 91—General Operating and Flight Type 4: Handbury or Preserve Full Diaper .......... 2-13 Rules .......................................................................... 1-9 Type 5: Free Bag ................................................. 2-13 14 CFR part 105, subpart C—Parachute Type 6: Sleeves ..................................................... 2-13 Equipment and Packing ............................................. 1-9 Bridles ...................................................................... 2-15 Rigging Ethics ............................................................... 1-9 Pilot Chutes ................................................................. 2-17 Certification Specifications ........................................ 1-9 Spring-Loaded Pilot Chutes ..................................... 2-17 Pilot Versus Parachute Size ........................................ 1-9 Hand Deploy Pilot Chutes ....................................... 2-17 Parachute Service Life ................................................ 1-9 Automatic Activation Devices (AADs) and Chapter Summary ........................................................ 1-10 Reserve Static Lines (RSLs) ....................................... 2-18 Automatic Activation Devices ................................ 2-18 Chapter 2 Operation .................................................................. 2-19 Design and Construction .................................... 2-1 Reserve Static Line (RSL) Systems ........................ 2-21 Introduction .................................................................... 2-1 RSL Designs ............................................................. 2-21 Parachute Design and Construction ............................... 2-2 Change 1 ( December 2015) ix Main Riser Attachment ......................................... 2-22 Suspension Lines and Connector Links ................... 5-10 Harness ..................................................................... 5-11 Ripcord Cable Routing ........................................ 2-23 Container .................................................................. 5-12 RSL Lanyard and Container Mount .................... 2-23 Ripcord ..................................................................... 5-12 Joint Efficiency ..................................................... 2-24 Airing and Drying .................................................... 5-13 Chapter Summary ........................................................ 2-25 Ram-Air Reserves and Sport Piggyback Systems .... 5-13 Pilot Chute and Free Bag/Bridle ........................... 5-13 Chapter 3 Ram-Air Reserve Canopy ..................................... 5-13 Materials ............................................................... 3-1 Canopy Assembly and Line Continuity ................ 5-14 Introduction .................................................................... 3-1 Specifications ................................................................. 3-2 Inspection .............................................................. 5-16 Fabrics ............................................................................ 3-2 Harness ................................................................. 5-17 Webbing and Tapes ........................................................ 3-3 Container ............................................................... 5-17 Webbing Selection ..................................................... 3-4 Ripcord ................................................................. 5-18 Cords, Lines, and Threads ............................................ 3-8 Rigging and Repairs ..................................................... 5-19 Hardware ...................................................................... 3-12 Packing ......................................................................... 5-19 Plastics and Synthetics ................................................. 3-20 Round Canopy into a Pilot Emergency Fasteners ...................................................................... 3-21 Parachute System ..................................................... 5-20 Housings ...................................................................... 3-22 Layout ................................................................... 5-20 Ripcords, Cables, and Swages ..................................... 3-24 Pleating the Canopy .............................................. 5-21 Miscellaneous .............................................................. 3-26 Fold the Skirt ........................................................ 5-22 Chapter Summary ........................................................ 3-26 Closing the Diaper and Stowing the Lines ........... 5-23 Skirt or Diaper Placement ..................................... 5-24 Chapter 4 Accordion Folding the Canopy ............................. 5-25 Operations ............................................................ 4-1 Closing the Container ........................................... 5-25 Introduction ................................................................... 4-1 Ripcord Pull Force ................................................... 5-27 Sport Parachute Main Packing Techniques ................... 4-2 Sealing the Parachute ............................................... 5-27 Deployment and Inflation Characteristics ...................... 4-8 Ram-Air Reserve into a Sport Piggyback System .... 5-28 Main Pilot Chute ........................................................ 4-9 Assembling the Reserve System ........................... 5-28 Bridle Length ............................................................ 4-10 Rubber Bands ........................................................... 4-10 Ram-Air Reserve into a Two-Pin Piggyback .......... 5-38 Assembly of the Main Canopy To The Harness Documentation ............................................................. 5-39 and Container .............................................................. 4-11 Chapter Summary ........................................................ 5-42 Assembly of Components and Compatibility .............. 4-13 Chapter 6 Reserve Bag Extraction Force .................................. 4-14 Hand Tools, Sewing Machines, and the TSO Certification and Placard Limitations .............. 4-14 Parachute Loft ..................................................... 6-1 Harness Strength ....................................................... 4-14 Introduction .................................................................... 6-1 Volume ..................................................................... 4-16 Hand Tools ..................................................................... 6-2 Deployment Type ..................................................... 4-16 Hand Tools Description .............................................. 6-2 Chapter Summary ........................................................ 4-17 Sewing Machines ......................................................... 6-14 Chapter 5 Identification and Nomenclature .............................. 6-16 Inspection and Packing ...................................... 5-1 Sewing Theory ............................................................. 6-18 Introduction .................................................................... 5-1 Needles ..................................................................... 6-20 Identification .................................................................. 5-2 Operation .................................................................. 6-21 Inspection ....................................................................... 5-2 Installing the Needle and Threading the Machine .... 6-21 Component Compatibility .......................................... 5-4 Machine Maintenance .............................................. 6-23 Round Canopies and Pilot Emergency Systems ......... 5-7 Sewing Machine Attachments .................................. 6-24 Straightening the Canopy ........................................... 5-7 The Parachute Loft ....................................................... 6-24 Damage Identification ................................................ 5-8 Packing and Inspection Area ................................ 6-25 Pilot Chute and Bridle ................................................ 5-8 Work Area Including Layout Tables and Reserve Canopy .......................................................... 5-9 Sewing Machines .................................................. 6-26 Change 1 ( December 2015) x Harness Table and Machines ................................ 6-27 Square Canopy—Pilot Chute Attachment Point Repair ....................................................................... 7-28 Cutting Table ........................................................ 6-27 Procedure .............................................................. 7-28 Metal Working Area ............................................. 6-27 Inspection .............................................................. 7-30 Office Area ............................................................... 6-27 Round Canopy—Non-continuous Line Materials Storage Area ............................................. 6-28 Replacement ............................................................. 7-30 Chapter Summary ........................................................ 6-28 Procedure .............................................................. 7-30 Chapter 7 Inspection .............................................................. 7-31 Repairs, Alterations, and Manufacture .............. 7-1 Square Canopy—Main Line Replacement ............... 7-31 Introduction .................................................................... 7-1 Procedure .............................................................. 7-31 Inspection Process .......................................................... 7-2 Inspection .............................................................. 7-32 Major or Minor Repairs ................................................. 7-8 Square Canopy—Control Line Replacement ........... 7-33 Contamination Conditions ............................................. 7-8 Procedure .............................................................. 7-33 Acid Contamination ................................................. 7-10 Continuous Line Method .......................................... 7-34 Action ................................................................... 7-10 Non-continuous Line Method .................................. 7-34 Salt Water Contamination ........................................ 7-10 Inspection .............................................................. 7-35 Action ................................................................... 7-10 Square Canopy—Crossport Repair .......................... 7-36 Removal of Perspiration ........................................... 7-10 Procedure .............................................................. 7-36 Removal of Fresh Water ........................................... 7-10 Inspection .............................................................. 7-36 Removal of Mildew .................................................. 7-10 Square Canopy—Trim Check and Re-trim .............. 7-37 Removal of Petroleum Products ............................... 7-10 Procedure .............................................................. 7-37 Removal of Bloodstains ........................................... 7-10 Inspection .............................................................. 7-38 Removal of Soil ........................................................ 7-10 Section 2, Container ..................................................... 7-38 Drying a Parachute ................................................... 7-11 Container Fabric Panel Repair ................................. 7-38 Cleaning the Parachute ............................................ 7-11 Procedure .............................................................. 7-39 Hand Washing (If Absolutely Necessary) ............ 7-11 Binding Tape Repair or Splice ............................. 7-39 Approved Data ............................................................. 7-11 Hidden Patches ..................................................... 7-40 Types of Approved Data .......................................... 7-12 Overlay Patches .................................................... 7-40 Repair Techniques ....................................................... 7-12 Single-Side Fabric Patches ................................... 7-41 Section 1, Canopy and Lines ....................................... 7-13 Inspection .............................................................. 7-42 Detailed Information on Square Canopy Repairs ..... 7-14 Container Grommet Replacement ............................ 7-42 Materials ................................................................... 7-14 Procedure .............................................................. 7-42 Seam Restitching ...................................................... 7-15 Procedure .............................................................. 7-15 Material Repair and Grommet Replacement ............ 7-43 Inspection .............................................................. 7-43 Inspection .............................................................. 7-15 ® Container Velcro Replacement .............................. 7-43 Canopy Ripstop Tape Repair ................................... 7-16 Procedure .............................................................. 7-43 Procedure .............................................................. 7-16 Inspection .............................................................. 7-44 Inspection .............................................................. 7-17 Container Plastic Stiffener Replacement .................. 7-44 Round and Square Canopy—Basic Patch Repair ..... 7-17 Procedure .............................................................. 7-44 Procedure .............................................................. 7-18 Main Container Side Flap Replacement ................... 7-46 Round Canopy—Panel Replacement ....................... 7-21 Procedure .............................................................. 7-46 Procedure .............................................................. 7-21 Inspection .............................................................. 7-48 Inspection .............................................................. 7-22 Bottom of Container (BOC) Pocket Replacement ... 7-48 Square Canopy—Partial Panel Replacement ........... 7-22 Procedure .............................................................. 7-48 Procedure .............................................................. 7-22 Inspection .............................................................. 7-49 Inspection .............................................................. 7-25 Ring Release Housing Replacement ........................ 7-49 Square Canopy—Rib Repair .................................... 7-25 Procedure .............................................................. 7-49 Procedure .............................................................. 7-25 Inspection .............................................................. 7-50 Inspection .............................................................. 7-28 Change 1 ( December 2015) xi Section 3, Harness and Risers ...................................... 7-51 Automatic Activation Device ( AAD ) Installation .... 7-77 Chest Strap Replacement .......................................... 7-51 Procedure .............................................................. 7-77 Procedure .............................................................. 7-51 Built-In Channel Modification Configuration ...... 7-78 Inspection .............................................................. 7-54 Adhesive Channel Installation .............................. 7-78 Lower Leg Strap Shortening .................................... 7-54 Cutter Channel and Elastic Installation ................ 7-79 Procedure .............................................................. 7-54 Inspection .............................................................. 7-80 Inspection .............................................................. 7-55 Section 6, Manufacturing ............................................. 7-80 ® Ripcord Pocket Velcro Replacement ..................... 7-55 Main and Reserve Closing Loop Manufacture ......... 7-80 Procedure .............................................................. 7-55 Procedure .............................................................. 7-80 Inspection .............................................................. 7-56 Inspection .............................................................. 7-82 Articulated Upper Leg Hardware Replacement ....... 7-56 Main Deployment Bag ............................................. 7-82 Procedure .............................................................. 7-56 Procedure .............................................................. 7-83 Inspection .............................................................. 7-56 Inspection .............................................................. 7-84 Standard Harness Main Lift Web Replacement ....... 7-57 Bottom of Container (BOC) Pocket ......................... 7-85 Background ........................................................... 7-58 Procedure .............................................................. 7-85 Procedure .............................................................. 7-59 Inspection .............................................................. 7-86 Inspection .............................................................. 7-62 Section 7, Manufacturing ............................................. 7-86 Main Riser 3-Ring Locking Loop Replacement ...... 7-62 Hand Tacking Techniques ........................................ 7-86 Procedure .............................................................. 7-63 Procedure .............................................................. 7-87 ® Main Riser Steering Toggle Velcro Replacement .. 7-64 Cleaning and Washing Procedures ........................... 7-89 Procedure .............................................................. 7-64 Background ........................................................... 7-89 Inspection .............................................................. 7-65 Colorfastness ............................................................ 7-89 Procedure .............................................................. 7-89 Section 4, Accessory Components ............................... 7-65 Reserve Pilot Chute Repair—Mesh, Tackings, Chapter Summary ........................................................ 7-90 and Bad Grommet .................................................... 7-65 Procedure .............................................................. 7-65 Appendix A .......................................................... A-1 Inspection .............................................................. 7-66 Glossary .............................................................. G-1 Inspection .............................................................. 7-67 Reserve Free Bag Repair—Grommet Pullout .......... 7-67 Index ...................................................................... I-1 Procedure .............................................................. 7-67 Inspection .............................................................. 7-68 Main Pilot Chute Repair—Top Canopy Reinforcing ............................................................... 7-68 Procedure .............................................................. 7-68 Inspection .............................................................. 7-69 Main Pilot Chute Collapsible Bridle Replacement .. 7-69 Procedure .............................................................. 7-69 Inspection .............................................................. 7-71 Main Deployment Bag Repair—Closing Flap Grommet Pullout ...................................................... 7-72 Procedure .............................................................. 7-72 Inspection .............................................................. 7-73 Section 5, Alterations ................................................... 7-73 Articulated Harness Main Lift Web ( MLW ) Resizing .................................................................... 7-73 Procedure .............................................................. 7-74 Leg Pad Resizing ...................................................... 7-74 Procedure .............................................................. 7-75 Inspection .............................................................. 7-77 Change 1 ( December 2015) xii

Chapter 1

Introduction to

Parachute Rigging

Regulations and Human Factors A parachute rigger has a critical responsibility to anyone who uses a parachute. For many, a special meaning can be attributed to ensuring the safety of a piece of equipment that may save their life or that of a friend. For others, attention to detail may keep a stranger safe during recreational activities, such as skydiving or aerobatic flying. This chapter explains what parachute riggers do and what is required to earn a Parachute Rigger Certificate. In addition, this chapter covers relevant human factor issues and ethical standards.

1-1

th The term “rigger” originated in the 16 Century and referred to a person who organized, repaired, and maintained sails and lines aboard sailing ships. The rigger was not a high-ranking individual aboard the ship, but he was an essential technician that could not be done without. Likewise, parachute riggers, as indispensible as they are, must operate within strict boundaries set forth by the Federal Aviation Administration th (FAA). When parachutes were developed in the early 20 Century, those who sewed the canopies and lines became known as “riggers.” In those first decades, anyone with some knowledge of sewing and materials could make or repair parachutes. As the aviation industry grew and matured, the need for trained individuals to pack and maintain the parachutes grew as well. In order to protect the pilots and public who flew in airplanes and relied on parachutes, the government began to license these individuals. Rigging, in reference to parachutes, came to mean: the final adjustment and alignment of the various component sections to provide the proper aerodynamic reaction.

Parachute Rigger Certificates Parachutes intended for emergency use in civil aircraft in the United States, including the reserve parachute of a dual parachute system to be used for intentional jumping, must be packed, maintained, or altered by a person who holds an Figure 1-1. Airman's Certificate—Master Parachute Rigger.

appropriate and current Parachute Rigger Certificate. The rigger and have packed at least 100 parachutes of two types certificate is issued under Title 14 of the Code of Federal in common use (for a total of 200 pack jobs). There are Regulations (14 CFR), part 65, subpart F. These regulations four type ratings that may be placed on a Parachute Rigger do not apply to an individual who packs the main parachute Certificate: back, chest, seat, and lap. Of these, the first three of a dual parachute pack to be used for intentional jumping.

are used today. The lap rating applies to parachutes that are These regulations also do not apply to parachutes packed, basically obsolete. A Senior Parachute Rigger is considered maintained, or altered for use by the Armed Forces.

a journeyman technician, and the Master Parachute Rigger is considered an expert.

Any person who holds a Parachute Rigger Certificate must present it for inspection if requested by the Administrator or The two types of certificates differ in the level of experience an authorized representative of the National Transportation and responsibility. A Senior Parachute Rigger may pack, as Safety Board (NTSB) or any federal, state, or local law well as maintain, a parachute by making minor repairs. A enforcement officer. A sample certificate is shown in Master Parachute Rigger has all the privileges of the lesser Figure 1-1 .

certificate plus the ability to make major repairs and alter parachutes according to approved data. A major repair is Eligibility and Requirements one that, if improperly done, can appreciably affect the To be eligible for a Parachute Rigger Certificate issued by the airworthiness of the parachute. An example of a major repair FAA, individuals must be at least 18 years of age; be able to might be replacing a damaged canopy panel or altering a read, write, speak, and understand the English language; and harness by changing the size of a main lift web. A minor comply with other requirements of 14 CFR, part 65, subpart repair is anything other than a major repair, such as a small F, which governs the certification of parachute riggers.

patch on a canopy or the replacement of a defective or worn connector link.

There are two levels of Parachute Rigger Certificate available in the United States: senior and master. The Senior Parachute Earning a Parachute Rigger Certificate Rigger candidate must pack a minimum of 20 parachutes of When an applicant meets the requirements and demonstrates one type and be able to demonstrate the ability to maintain sufficient knowledge and skills as outlined in 14 CFR part 65, and make minor repairs. The Master Parachute Rigger subpart F, the supervising parachute rigger (either a senior or candidate must have 3 years of experience as a parachute 1-2

Master Parachute Rigger) “signs off” on the trainee’s logbook passing the test, the candidate may then make an appointment and provides a letter to the FAA that allows the applicant to for taking the oral and practical portion of the test with a take the necessary tests. [Figure 1-2] Designated Parachute Rigger Examiner (DPRE).

Under 14 CFR, part 183, DPREs are Master Parachute To Whom It May Concern: Riggers who have attended an FAA course and are authorized to conduct oral and practical tests for the Administrator. In This is to certify that David D. Wolf has packed in many cases, these individuals are full-time professionals excess of 20 back-type parachutes under my supervision in accordance with the manufacturer’s instructions and who work in the parachute industry. Upon the successful all applicable FAA directives. In addition, he has completion of the oral and practical tests, in most cases, the demonstrated a sound knowledge of the parachute, its DPRE issues a Temporary Parachute Rigger Certificate and construction, packing, maintenance, and use, as well as subparts A & F of 14 CFR part 65. a seal symbol to the candidate. [Figure 1-5] In some FSDO jurisdictions, the district office may issue the temporary certificate and/or seal symbol. The seal symbol consists of three letters or numbers or a combination of both.

Sincerely Yours, Joe Smith [Figure 1-6] The seal symbol is very important; it serves as Master parachute rigger #123456789 the identifying mark for that individual parachute rigger and is used to seal any parachute that he or she packs.

Figure 1-2. Certification letter signing off a parachute rigger Alternate Means of Qualifying for a Parachute Rigger candidate for FAA testing.

Certificate Active duty military personnel and civilian personnel who Once the rigging candidate has successfully achieved a work for the military as parachute riggers may qualify for a rigger's certificate, they can now begin to learn through Senior Parachute Rigger Certificate under the provisions of experience. Rigging is best learned through apprenticeship; 14 CFR part 65, section 65.117, Special Certification Rule.

however, it takes a lot of time to become intimately familiar If they meet the practical requirements, they need only take with materials, learn how to identify stains, and experience a special 25-question test.

packing the myriad of sport parachute systems.

A Senior Parachute Rigger applying for a Master Parachute Testing Rigger Certificate only needs to take the oral and practical The applicant should take a letter similar to the one depicted test. A person with 3 years experience as a parachute rigger, in Figure 1-2 , the applicant’s logbook, and any other but not holding a Senior Parachute Rigger Certificate, must necessary identification to the nearest FAA Flight Standards take both the knowledge test and the oral and practical test.

District Office (FSDO) or International Field Office (IFO). Any parachute rigger, senior or master, who wishes to add An FAA Aviation Safety Inspector (ASI) (airworthiness) additional ratings to his or her certificate needs to take only examines these documents for completeness and eligibility. a practical test for the type rating sought. No additional The applicant is asked to fill out FAA Form 8610-2, Airman knowledge test is necessary.

Certificate and/or Rating Application. When the inspector has determined that the applicant is eligible to take the test, he Retesting or she signs the FAA Form 8610-2. [Figure 1-3] Once this If the applicant fails the knowledge test, he or she may retake is done, the applicant may then go to any of the designated the test under the following conditions: An applicant may FAA airman knowledge testing centers to take the airman apply for retesting by presenting the failed test report: knowledge written test.

• 30 days after the date the applicant failed the test; or The knowledge test consists of 50 multiple-choice questions • before 30 days have expired if the applicant presents a signed statement from an airman holding the certificate that are not designed to be tricky or misleading. They cover all basic rigging and packing subject areas in addition to 14 and rating sought by the applicant certifying that the airman has given the applicant additional instruction CFR part 65 regulations. A minimum score of 70 percent is required to pass the test. The test is scored immediately on in each of the subjects failed and that the airman considers the applicant ready for retesting.

conclusion of the test and a Certified Airman Knowledge Test report is issued to the applicant. [Figure 1-4] After 1-3 Figure 1-3. FAA Form 8610-2, Airman Certificate and/or Rating Application.

1-4

there is no specification for height. A table is only desirable if the parachute rigger is going to pack round parachutes.

U.S. DEPARTMENT OF TRANSPORTATION Federal Aviation Administration With the predominance of square reserve parachutes in the skydiving community, some parachute riggers specialize in Airman Knowledge Test Report packing only square reserves. A table can be used for packing NAME: APPLICANT ID: this type of parachute, but the manufacturer may specify EXAM: Parachute Rigger Senior (RIG) EXAM ID: EXAM DATE: 04/20/2004 EXAM SITE: any smooth, clean surface of a size that accommodates the SCORE: 96 GRADE: PASS TAKE: 1 canopy. In this case, a clean, carpeted floor does the job and Below are subject matter knowledge codes in which questions were answered a table may not be necessary. According to 14 CFR part 65, incorrectly. For code descriptions see the latest version of AC 60-25 Reference Materials and Subject Matter Knowledge Codes for Airman subsection 65.127(b), the parachute rigger needs suitable Knowledge Testing, available via the internet: http://afs600.faa.gov A single code may represent more than one incorrect response.

housing that is adequately heated, lighted, and ventilated for L90 P38 drying and airing parachutes. This is subject to interpretation Expiration Date: 04/30/2006 by the parachute rigger and the Administrator since the standards fluctuate based on location and time of year.

DO NOT LOSE THIS REPORT Authorized instructor’s statement. (If applicable) A parachute rigger must have enough tools and equipment I have given Mr./Ms. additional to pack and maintain the types of parachutes for which he or instruction in each subject area shown to be deficient and consider the applicant competent to pass the test.

she is rated to service. This may include only the basic tools Last Initial Cert. No. Type of a packing fid, temporary pin, and pull-up cord if this is all (Print clearly) that the manufacturer says is necessary to pack its product.

Signature However, there is a broad selection of tools necessary for a FRAUDULENT ALTERATION OF THIS FORM BY ANY PERSON IS A BASIS FOR SUSPENSION OR REVOCATION OF ANY CERTIFICATES OR RATINGS HELD BY THAT PERSON.

well-equipped parachute rigger to possess. These are covered in detail in Chapter 6, Hand Tools, Sewing Machines, and ISSUED BY: ADMINISTRATOR FEDERAL AVIATION ADMINISTRATION the Parachute Loft.

Performance Standards A number of performance standards are defined in 14 CFR Figure 1-4. Sample Airman Knowledge Test Report.

part 65, section 65.129 to guide the parachute rigger’s performance of the duties that fall under the certificate. The It is also possible for candidates who pass the test but receive parachute rigger may not: a marginal score to retake the test with the anticipation of getting a higher score. In this case, the candidate must wait • Pack, maintain, or alter any parachute unless he or she a minimum of 30 days from the date the last test was taken is rated for that type.

to retake a passed test. Prior to retesting, the individual must • Pack a parachute that is not safe for emergency use.

give his or her current airman test report to the proctor. The most recent test taken reflects the official score. • Pack a parachute that is not thoroughly dried and aired.

• Alter a parachute in a manner not specifically Responsibilities of a Certificated Parachute authorized by the Administrator or the manufacturer Rigger of the parachute.

Parachute riggers have a broad range of responsibilities that include ensuring that proper facilities and equipment The last item in this list is one that has been abused by are available to him or her, adhering to certain performance many Master Parachute Riggers over the years. The Master standards, record keeping, and use of their seal. The following Parachute Rigger must have Administrator or manufacturer describes the responsibilities of a certificated parachute rigger.

approval, in writing, to be in compliance with this regulation.

Facilities and Tools Aside from the necessary tools, 14 CFR part 65, subsection Issuance of a Parachute Rigger Certificate is just the first 65.129(f) states that parachute riggers may exercise the step toward becoming a professional parachute rigger. As privileges of the certificate only if they understand the current the un-certificated apprentice gains experience packing, he manufacturer’s instructions for the operation involved. This or she should also begin to acquire an inventory of tools and means that the rigger must possess a copy of the instructions manuals necessary to exercise the privileges of a certificate. or have access to them during the operation. If they do not In compliance with 14 CFR part 65, section 65.127, there are have a copy, but the owner of the parachute provides them, several items required. One of these requirements is a smooth then the parachute rigger may pack or maintain the parachute.

tabletop that is at least 3 feet wide by 40 feet long. Note that 1-5

I. UNITED STATES OF AMERICA III. CERTIFICATE NO.

DEPARTMENT OF TRANSPORTATION - FEDERAL AVIATION ADMINISTRATION Pending ii. TEMPORARY AIRMAN CERTIFICATE THIS CERTIFIES THAT IV. Frank Alvin Adams th 2530 S.W. 57 street V.

Oklahoma City, OK 73119-9999 DATE OF BIRTH HEIGHT WEIGHT HAIR EYES SEX NATIONALITY VI.

09/13/1962 72 180 Black Blue M USA IN IX. has been found to be properly qualified and is hereby authorized in accordance with the conditions of issuance on the reverse of this certificate to exercise the privileges of Senior Parachute Rigger RATINGS AND LIMITATIONS XII.

Seat, Chest, and Back types XIII. Seal Symbol—KRR THIS IS AN ORIGINAL ISSUANCE A REISSUANCE OF THIS DATE OF SUPERSEDED AIRMAN CERTIFICATE X GRADE OF CERTIFICATE EXAMINER'S DESIGNATION NO. OR BY DIRECTION OF THE ADMINISTRATOR INSPECTOR'S REG. NO.

SAMPLE

X. DATE OF ISSUANCE X. SIGNATURE OF EXAMINER OR INSPECTOR 1404108 Floyd E. Long 06/02/2005 DATE DESIGNATION EXPIRES 10/31/2005 Floyd E. Long vii. AIRMAN'S SIGNATURE FAA Form 8060-4 (8-79) USE PREVIOUS EDITION Figure 1-5. FAA Form 8060-4, Temporary Airman Certificate.

computer may not have a printer attached but could still meet this requirement.

Parachute riggers are not necessarily required to download the instructions to a hard drive or disk as long as they are able to access the manual in real time. However, if a problem is identified with the parachute rigger’s pack job at a later date, the parachute rigger would need to prove to the Administrator that he or she had access to the instructions. Without a hardcopy or downloaded computer files, it would appear that the parachute rigger had not met the rule requirement.

Currency Requirements Once an individual obtains a Parachute Rigger Certificate, it is valid for life unless surrendered, suspended, or revoked.

If the individual intends to work as a parachute rigger and Figure 1-6. Parachute Rigger’s Seal.

not just have the certificate, it is necessary that he or she maintain currency as a practicing parachute rigger. These A variation on this theme is accessing the packing instruction currency requirements include at least one of the following.

via the Internet. Many manufacturers provide manuals via their websites. If the parachute rigger does not download • Performing parachute rigger duties for at least 90 days within the preceding 12 months. the actual instruction, they must show that they had access during the packing of the parachute. For example, a laptop 1-6

• Demonstrating to the Administrator the ability to These records must be kept for a minimum of 2 years.

perform those duties. Figure 1-7 shows a sample of a logbook page. In addition, each parachute rigger must note on the parachute packing Record Keeping record or data card the following information: [Figure 1-8] Maintaining proper records of parachute rigger activities is an • Date and location of packing important responsibility. This is necessary for the protection • A notation of any defects found on inspection of the parachute rigger, the user of the parachute, and the satisfaction of the Administrator. Under 14 CFR part 65, • Parachute Rigger Certificate number section 65.131, certificated parachute riggers must document • Parachute rigger name and signature the packing, maintenance, and alteration of parachutes they have performed or supervised. These records normally are While not required on the data card, it has become documented in a parachute rigger’s logbook. The following commonplace for the parachute rigger to note the work information must be documented: performed as well. This is usually noted as assemble and pack • Parachute type and make (A&P) or inspect and repack (I&R). Professional parachute riggers often use an ink stamp on the data card that indicates • Serial number name, certificate number, seal symbol, and provides an area • Name and address of the owner for signature. This allows the customer or other parachute • Description of the work performed riggers to read the name (some signatures are illegible) and to correlate the last entry with the seal on the parachute.

• Date and location of work performed • Results of any drop tests EQUIP . DATA MANUFACTURER MODEL SERIAL NO. MFR. DATE WHERE PACKED RESERVE A & P

PD PR-143 022797 10/2k FLOY AZ

CANOPY HARNESS & Sun Path Wings 4/03 4/03 CONTAINER AAD TYPE B S C EQUIP . DATA MANUFACTURER MODEL SERIAL NO. MFR. DATE WHERE PACKED RESERVE A & P Paucision Rayon 135 53733054 12/97

FLOY AZ

CANOPY HARNESS & Sun Path Javelin 14/93 1/98 CONTAINER AAD TYPE B S C EQUIP . DATA MANUFACTURER MODEL SERIAL NO. MFR. DATE WHERE PACKED RESERVE A & P PD PR-160 9132 7/95

CANOPY FLOY AZ

HARNESS & Sun Path Javelin 8640 9/95 CONTAINER AAD TYPE B S C EQUIP . DATA MANUFACTURER MODEL SERIAL NO. MFR. DATE WHERE PACKED RESERVE A & P PISA Tempo 170 218748 7/2k

FLOY AZ

CANOPY HARNESS & Sun Path Javelin 21462 9/01 CONTAINER AAD TYPE B S C EQUIP . DATA MANUFACTURER MODEL SERIAL NO. MFR. DATE WHERE PACKED RESERVE A & P PD PR-126 022027 6/2k

CANOPY FLOY AZ

HARNESS & Sun Path Javelin 23267 9/02 CONTAINER AAD TYPE B S C TOTALS TO DATE: BACK ______ SEAT ______ CHEST ______ ALL TYPES ________ Figure 1-7. Parachute Rigger Logbook Page.

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DATE LOCATION SIGNATURE & CERTIFICATE NO.

PARACHUTE LOGBOOK & DATA CARD Sep 1, 2003 Kenny Chou #1234567 ELOY AZ WORK PERFORMANCE This log should be kept with the parachute assembly at all time. When it becomes Inspect & repack

Kenny Chou

full, it should remain with the assembly or stored in a secure place. The owner DATE LOCATION SIGNATURE & CERTIFICATE NO.

should keep a photocopy of this page in the event the parachute is lost or stolen.

WORK PERFORMANCE OWNER INFORMATION: DATE LOCATION SIGNATURE & CERTIFICATE NO. Joe Smith NAME: WORK PERFORMANCE STREET or P.O. BOX: 123 Maple Dr.

Middletown, MA 00010 CITY, STATE, ZIP CODE: DATE LOCATION SIGNATURE & CERTIFICATE NO.

WORK PERFORMANCE 413-555-1212 TELEPHONE: DATE LOCATION SIGNATURE & CERTIFICATE NO.

EQUIPMENT INFORMATION: Rigging Innovations Talon T5 WORK PERFORMANCE HARNESS & CONTAINER MANUFACTURER & MODEL 21512 May 2002 DATE LOCATION SIGNATURE & CERTIFICATE NO.

HARNESS & CONTAINER SERIAL NUMBER & DATA OF MANUFACTURE Precision Aerodynamics Super Raven 150 WORK PERFORMANCE AUTOMATIC / EMERGENCY CANOPY MANUFACTURER OR MODEL 29218222 Aug 1998 DATE LOCATION SIGNATURE & CERTIFICATE NO.

AUTOMATIC / EMERGENCY CANOPY SERIAL NUMBER & DATA OF MANUFACTURE Airtec, Cypres WORK PERFORMANCE AUTOMATIC / OPENER(AAD) MANUFACTURER & MODEL IF ANY 50DO17325dc822-2x July 1998 DATE LOCATION SIGNATURE & CERTIFICATE NO.

AUTOMATIC / OPENER(AAD) SERIAL NUMBER & DATA OF MANUFACTURE WORK PERFORMANCE WARNING!

DATE LOCATION SIGNATURE & CERTIFICATE NO.

USE OF THIS PARACHUTE MAY RESULT IN SERIOUS INJURY OR DEATH. PARACHUTES SOMETIMES MALFUNCTION, EVEN WHEN PROPERLY CONSTRUCTED, PACKED AND USED. READ ALL INSTRUCTIONS AND MANUALS PRIOR TO WORK PERFORMANCE DONNING. SOME COUNTRIES HAVE REGULATIONS REGARDING THE MAINTENANCE AND USE OF PARACHUTES.

Figure 1-8. Parachute Packing Record or Data Card.

Sealing the Parachute The second is the local DPRE. This private person is empowered to conduct practical tests for the Administrator.

As noted previously, each certificated parachute rigger is issued a unique symbol with which to seal each parachute 14 CFR part 21, subpart O—Technical Standard once he or she packs it in a manner prescribed by the Orders (TSO) manufacturer. A hand press, 4.75 pound tensile seal thread, A Technical Standard Order (TSO) is issued by the and a lead blank are used for this purpose. This ensures that Administrator and is a minimum performance standard for no one tampers with the parachute, and the owner knows specified articles, such as parachutes. It is important that that it is ready for use.

the parachute rigger understand the TSO process and the various levels of TSO approval under which parachutes Regulatory Compliance are manufactured. Every parachute rigger should read and As with other airman certificates, there are additional parts of become familiar with the TSOs for parachutes, the 23 series 14 CFR that are of direct concern to the parachute rigger in (C23b, C23c, C23d). This is important to the parachute rigger addition to those already mentioned. It is important that the in determining certification compatibility when he or she is parachute rigger have a thorough understanding of these parts assembling approved components.

in order to avoid any inadvertent non-compliance: 14 CFR parts 1, 21, 39, 91, 105, and 183.

14 CFR part 39—Airworthiness Directives (ADs) This part specifically deals with Airworthiness Directives 14 CFR part 1—Definitions (ADs). An AD is an amendment to the CFR. An AD must This part provides legal definitions for words and abbreviations be complied with before using an affected product. In the under this title. One of the more important terms in this case of a parachute, when: part is that of the Administrator. The Administrator is the • An unsafe condition exists in a product.

administrative head of the FAA or any employee of the FAA to whom authority has been delegated. The parachute rigger • The condition is likely to exist or develop in other is most likely to come in contact with two individuals who products of the same type or design.

may act on the Administrator’s behalf.

Under 14 CFR part 39, “No person may operate a product to The first is the ASI from the local FSDO or IFO. This which an airworthiness directive applies except in accordance employee of the FAA is responsible for enforcement of the with the requirements of that airworthiness directive.” Code of Federal Regulations (CFR) in aviation matters. The ASI (airworthiness type) has jurisdictional responsibility in In recent years, there have been a number of parachute ADs such matters as compliance with the rules, approving data issued by the Administrator. These ADs prescribe certain for major repairs or alterations, investigation of accidents, actions to be taken by the parachute rigger in order to ensure overseeing airshows and demo jumps, or any aviation- the safety and function of parachutes that have been found related matter.

in some manner to be defective. If the parachute rigger does 1-8

not comply with the AD, the parachute rigger cannot pack, In the case of the pilot above, depending on which TSO maintain, or alter the affected parachute. ADs are mailed the parachute is certified, there may be a weight and to each certificated parachute rigger on the FAA listing. If speed limitation for the system. For example, TSO C23c the parachute rigger has moved and not complied with the category B has a limitation of 254-pound exit weight and a requirements for an address change, the rigger may not receive speed limitation of 150 knots. Imagine a pilot who weighs the AD. This introduces an additional problem. Under 14 225 pounds and his airplane regularly exceeds the 150- CFR, part 65, subpart A—General, section 65.21, airmen must knot envelope during maneuvering. If this pilot brings a register their change of address within 30 days of moving or parachute to a parachute rigger for repacking, the first thing they are not able to exercise the privileges of their certificate. the parachute rigger should notice is the size of the pilot.

When the parachute rigger inspects the parachute, he notices 14 CFR part 91—General Operating and Flight Rules that it has a 22-foot diameter round canopy. The parachute rigger finds that with the pilot at 225 pounds, his clothes at 5 14 CFR part 91, section 91.307 of 14 CFR deals with parachutes and parachuting. This section defines an “approved pounds, and the parachute at 20 pounds, he is at 250 pounds or just under the limit. However, in looking at the owner’s parachute” and states the repack time for parachutes. Both of these are of vital interest to the parachute rigger. manual, the parachute rigger cannot find any information in the weight-carrying limit of the canopy. In addition, this 14 CFR part 105, subpart C—Parachute Equipment particular parachute was made by a company that is no longer and Packing in business. The parachute appears to be in good condition 14 CFR part 105 deals with the use of parachutes in the United visually but is 30 years old. In this situation, the parachute rigger is faced with a number of questionable areas that are States. The following areas are of interest to parachute riggers: detailed below.

• Main parachutes used for intentional jumping must be packed by the person jumping or by a U.S. certificated Certification Specifications parachute rigger.

The practical matter of the above pilot’s use of the parachute • The auxiliary parachute must be packed by a is that he is at the maximum limits of the certification certificated and appropriately-rated parachute rigger.

specifications of that parachute. If he does not eat a big breakfast or gain much weight before using the parachute, • If the parachute is made from synthetic materials, it he might stay under the weight limit. The speed limitation must be packed within 180 days of its use. If it is made is probably exceeded on a regular basis during acrobatic from materials subject to mold or mildew (natural maneuvers. If he needs to use the parachute at some point, fibers), then it must be packed within 60 days of use.

there should be enough of a safety margin built into the design • If a main static line is used, it must meet certain and testing of the parachute to be sufficient.

requirements as to its use and configuration.

• An approved parachute is defined as a parachute Pilot Versus Parachute Size manufactured under a type certificate or a TSO (C-23 With 250 pounds under a 22-foot diameter canopy, the pilot series), or a personnel-carrying U.S. military parachute probably drops from the sky at an excessive rate of descent.

(other than a high altitude, high speed, or ejection A common assumption in this situation is that it is unlikely he type), identified by a Navy Air Facility, an Army Air needs to use the parachute, but if he does, will it save his life?

Field, an Air Force-Navy drawing number, an Army Air Field order number, or any military designation Parachute Service Life or specification number.

There is no service life on the parachute; it may be considered airworthy as long as it meets its TSO. While the parachute Rigging Ethics appears to be in good condition, there are not many non- As parachute riggers gain additional experience, they are destructive tests available to the parachute rigger in the field occasionally faced with situations that involve less than ideal to make this determination. It may be possible to drop test circumstances. For example, they may be presented with a new the parachute, but the cost would probably outweigh the jumper who has purchased old or damaged equipment that may value of the system. It is up to the parachute rigger to make or may not be airworthy; or it may be a pilot who purchased an the determination as to the airworthiness of the parachute acrobatic plane that came with a parachute that is far too small system. When the parachute rigger seals the parachute and for his or her weight. These situations involve more than just signs the data card, the rigger is saying it is ready, thereby the technical knowledge for a Parachute Rigger Certificate. putting the customer’s life on the line.

1-9

What should the parachute rigger do? This is not just a The most important thought to keep in mind with regard theoretical situation—it is one that has been experienced to parachute rigging is that the purpose of the 180-day many times by many parachute riggers. All of the above inspection and repack cycle is to inspect the parachute and information plus economic factors complicate the parachute all of its sub-assemblies, as well as the harness/container rigger’s decision. If the rigger does not pack the parachute, system and all of its sub-assemblies. Almost any parachute the pilot may take it down the road to another parachute could theoretically remain packed for years and still open rigger for a second opinion who may not have the same and function normally if stored in a perfect environment, standards. An added factor is liability exposure. If the as long as all the materials were chemically stable. History parachute rigger signs off on a questionable parachute has shown however, that in rare instances fabrics can break and an accident occurs later, the rigger may be exposed to down spontaneously and their chemical makeup can change, disciplinary action from the Administrator in addition to possibly compromising the integrity of the entire system.

civil action in the courts. There are no hard and fast rules Therefore it is imperative that a thorough inspection is done in these situations, but instead the parachute rigger must on a frequent and regular basis by a competent rigger prior exercise the best judgment he or she can summon based on to repack. The conscientious rigger is the ultimate safety net experience and the information at hand. between the jumper and the ground.

Most professional parachute riggers would refuse to pack the parachute described in the scenario above due to the age of the parachute, the size of the individual, and the potential use parameters. The conscientious rigger should give the pilot all of the facts concerning permissible exit weights and speeds and probable system performance, or lack thereof. Perhaps the pilot can be convinced to purchase a more appropriate emergency parachute, one that is certified for higher weight and speeds.

Chapter Summary This first chapter summarized the need-to-know areas of 14 CFR and familiarized the rigger candidate with the 8610-2 Rating Application and other pertinent documents. Become familiar with 14 CFR online at http://www.ecfr.gov/cgi- bin/text-idx?SID=ea18c91ab7072a02b2cefba39393ebfc&t pl=/ecfrbrowse/Title14/14tab_02.tpl. There is an overview of the rigger’s responsibilities, limitations, and currency requirements. Becoming a well-rounded parachute rigger is a serious undertaking and requires independent study and determination to learn the history of parachutes, as well as current methods and materials.

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Chapter 2

Design and Construction

Introduction It is important for the aspiring rigger to understand basic design parameters and construction techniques of modern parachute systems. The master rigger must have a thorough understanding of these areas to perform any desired or necessary alterations. An understanding of how the systems or components were originally designed, and why they were constructed as they were, is essential. Any proposed alteration may degrade the function and/or structural integrity of the assembly or component thereby causing it to fail.

2-1

Parachute Design and Construction Canopy The design parameters for certificated parachutes are set forth in Federal Aviation Administration (FAA) documents, specifically within the Technical Standard Order (TSO) system. Parachute certification standards fall within the TSO C23 series. Currently, there are three TSO documents under which parachutes are manufactured: C23b, C23c, and C23d. Appendix A of this handbook explains these standards in detail. Military parachutes are manufactured and certified under a military drawing system; however, some manufacturers have certified them under the TSO system as well.

Advisory Circular (AC) 105-2D, Sport Parachuting explains that a parachute assembly normally, but not exclusively, Slider consists of the following major components: a canopy, a deployment device, a pilot chute and/or drogue, risers, a Suspension lines stowage container, a harness, and an actuation device (ripcord).

Component Parts Parachute assemblies and component parts are identified in Steering lines the following discussion. The appropriate nomenclatures, as well as the commonly accepted names, are defined below.

Main Parachute Canopy The main parachute canopy is used in conjunction with a reserve parachute assembly as the primary parachute canopy for a premeditated jump. The main canopy consists of Figure 2-1. Component parts of a ram-air parachute.

everything from the main riser connector links to the bridle container assembly is what remains when all items that can attachment point (excluding the steering toggles). The major be removed without unstitching have been removed. Most parts are the suspension lines and the canopy. [Figure 2-1] sport parachute assemblies have the harness and containers integrated into one assembly, but many military assemblies Reserve Parachute Canopy may be disassembled into separate harness and container The reserve parachute canopy is worn in conjunction with subassemblies. The following items are subcomponents of a main parachute used for premeditated jumps. The reserve the harness/container assembly and are shown in Figure 2-2 .

parachute consists of everything from the reserve riser connector links to the bridle attachment point (excluding the Pilot Chutes and Bridles for the Main and Reserve steering toggles). The major parts are the canopy, suspension Parachutes lines, and any type of deployment device that is sewn to the canopy or lines. The pilot chute is a small parachute or similar device that enters the airstream when released to act as a drag device and Emergency Parachute Canopy withdraw the canopy from the container. As such, it maintains The emergency parachute canopy is worn for emergency, tension on the canopy and lines during the deployment unpremeditated use only. The canopy may be identical to process, except for reserve “Free Bags.” Pilot chutes are the reserve parachute canopy. either spring-loaded or manually thrown into the airstream as a “hand deployed” pilot chute. Some military or emergency Harness/Container pilot chutes are ballistically deployed. A bridle is a piece of line or webbing that connects the canopy or deployment The harness and container assembly includes all the remaining parts necessary to complete an airworthy device to the pilot chute.

parachute system except for the canopies. The basic harness/ 2-2

Typically such devices are the 3-ring release or Capewell Harness 3-ring releases. These types may utilize a separate release handle Upper main lift web to provide release of both sides with one motion. This cable/ handle assembly consists of a cable to each riser and a Reserve parachute velcro-mounted handle. The cables must be kept lubricated to function properly. There are several types of cable coatings Container used by various manufacturers. Nylon coating, which is Chest strap hydroscopic, includes the yellow (Lolon) coated cables and Main parachute the clear coated cables. This type of cable should be oiled frequently as climate conditions dictate. When you pull the cable between your fingers, if it squeaks like clean hair, then it Lower main lift web needs to be lubricated. The Red or (new) orange-coated cable Hip ring is pure FEP Teflon coating and requires no maintenance.

Typically when the cable is removed from its housing, it has black oil in spots along the cable. This black oil is the residue Horizontal back strap Upper leg strap of the cutting oil used in the manufacture of the housings. It is not harmful. In fact, if this black oil is distributed evenly along the cable, it provides limited lubrication. There is no Reserve pilot Main deployment bag Main pilot chute chute and bridle need to worry about sand or dirt being attracted to the oil on the cable as it is more important for the cable to be lubricated than it is to be clean. [Figure 2-3] The reserve may employ Reserve ripcord 3-ring release a static line (RSL) that is activated upon cutaway. This is handle covered in greater detail later in the chapter.

Reserve deployment bag RSL lanyard Main risers and toggles Figure 2-2. Subcomponents of the harness/container assembly.

Ripcords or Equivalent Devices for the Main and Reserve Parachutes The ripcord is a device for securing the container closed prior to use. It usually consists of a handle, a flexible cable, Figure 2-3. Lolon cable is yellow. Teflon cable is red or orange.

one or more pins, and a device for securing the cable to the handle. Some ripcords use a stiffened cable instead of a pin.

Similar to the ripcord is the main riser retain/release cable/ Risers and Associated Steering Toggles handle assembly if the parachute is equipped with a main Risers are part of the suspension system between the lines and riser release system, such as the 3-ring release.

the harness or load. Generally made of webbing, emergency parachutes usually have the risers integral to the harness. If Deployment Devices for the Main and Reserve they are detachable and not integral and are being used for Parachutes an emergency parachute, they require a cross connector, as they are tested with only one side connected. Main risers used Deployment devices are designed to provide an orderly on sport or military systems used for intentional jumping and controlled deployment of the parachute during use.

have release mechanisms installed. Steering toggles are Typical devices include bags, sleeves, pockets, straps, usually design specific to the riser for the type of canopy diapers, and sliders.

installed. Ram air canopies use the steering toggle to lock the deployment brake. Pulling on the toggle after opening Main Parachute Release Mechanism and releases the brake. Premature brake release is a major cause Associated Handles or Static Lines of malfunctions. [Figure 2-4] The main parachute release mechanism has two parts. One part is attached to the harness and the other to the risers.

2-3

Aerospace Standard AS-8015. When the TSO was revised again in 1994, the revised document became AS-8015b with the original as AS-8015a. Figure 2-5 is a table showing the pertinent points of each of the TSO certifications. For a more thorough study of the documents, refer to Appendix B.

The TSO system consists of two parts. The first is the performance standards listed above. This ensures that the parachute performs as specified. The second is the production approval, which ensures that the manufacturer is able to produce the parachute as designed and tested. While minor design changes are allowed, any major design change must Figure 2-4. Toggle through brake eye and stowed. be submitted to the FAA for approval before implementation.

A major change is anything that affects the airworthiness of Other Harness/Container Assembly Components the system of the parachute.

Other components designed to function as part of the harness/ container assembly, such as closing loops, also may be used.

For the aspiring rigger, the primary purpose of knowing the Closing loops used with automatic activation devices (AADs) TSO system is determining the compatibility of components on reserve or emergency parachutes are usually design when assembling the parachute system. This is necessary specific to ensure proper operation of the system.

in order to ensure that, besides fitting together properly, the performance standards are compatible. Under Advisory TSO Standards Circular (AC) 105-2, Sport Parachute Jumping, “the assembly The original TSO C23b for parachutes came into existence or mating of separately approved components may be made in 1949. The specifications were revised in 1984 to C23c by a certificated and appropriately rated parachute rigger and again in 1994 to C23d. The TSO is a simple two-page or parachute loft in accordance with the manufacturer’s document that specifies the requirements for certification.

instructions and without further authorization by the This document also references a performance standard that manufacturer or the FAA.” Under these guidelines, there are the parachute must meet. C23b parachutes were tested to certain parameters that must be met. One of them is to ensure standards under National Aircraft Standards Specifications that “the strength of the harness must always be equal to or NAS-804. When the TSO was revised in 1984, the greater than the maximum force generated by the canopy specification document was drafted under the auspices of the during the certification tests.” Full knowledge of the TSO Society of Automotive Engineers (SAE) S-17 committee as documents ensures that the above requirements are met.

TSO Documents TSO number C23b C23c C23d Performance standard NAS-804 AS-8015a AS-8015b Effective dates 1949-1984 1984-1994 1994-Present Performance specifications Low speed 3000 lb Category A Weight: 300 lb Variable- Speed: 150 knots Maximum operating weight x 1.2 Standard category 5000 lb Category B Weight: 300 lb Maximum operating weight x 1.2 Speed: 175 knots Category C Weight: 300 lb Speed: 230 knots Placard limitations Low speed 3000 lb Category A Weight: 198 lb Placard with average peak force Speed: 130 knots measured during the strength Standard category 5000 lb Category B Weight: 254 lb drop.

Speed: 150 knots Category C Weight: 254 lb Speed: 175 knots Number of drop tests 28 68 68 Figure 2-5. TSO comparisons.

2-4

Canopy Design Accomplished design skills are not necessary for the rigger to Bridle Pilot chute properly service parachutes. The skills involved to become a designer can take several years of training and practice. It is Canopy necessary, however, that the rigger understands some of the basic concepts to relate the performance characteristics to the design theory of the components involved. For the average rigger, these concepts are accepted as those proven and tested in the finished product. The following are specific areas that the rigger should understand to determine the identity, function, and assembly of parachute components and their interaction.

Lines Understanding the sequence and method of deployment is necessary when assembling components to assure proper function. Most ram air parachutes are trimmed nose down, and as such the canopy tries to fly over its nose during deployment. This flight angle causes the top skin nose of the canopy to roll over the bottom skin leading edge closing off Risers Harness the cell preventing inflation. To counter this, the trailing edge Container of the canopy is deflected downward to apply brakes during inflation; this holds the nose up and open allowing air intake.

These are called “deployment brakes” and are implemented by providing a “brake eye” in the steering line of the canopy located so as to apply the proper amount of brakes. The Figure 2-6. Round parachute assembly.

steering line is pulled down through the steering guide ring on the risers and locked with the nose of the steering toggle mission requirements better than the square parachute.

during the packing process. Loss of one or both brakes during Poynter’s Parachute Manual, Volume 1, Chapter 8, provides opening will most likely cause a malfunction. Loss of one an excellent discussion of the design parameters and causes the canopy to turn into that side as the cells remain characteristics of round parachutes for those needing more collapsed and the inflated side over-flies the collapsed side.

technical background.

In flight corrective action is to grab both toggles and apply both brakes evenly and quickly.

Construction Concepts and Techniques TS-100 describes the various ram-air construction methods Nomenclature such as half-cell chord wise, full-cell “I” beam chord All riggers should become familiar with Parachute Industry wise, full-cell interlocking “T” chord wise, and span wise Association (PIA) Technical Standard 100 (TS-100), configurations. When learning the various construction Standardized Nomenclature for Ram-Air Inflated Gliding methods, the beginning rigger can become confused as to how Parachutes (See Appendix I). This document is the official the seams are folded together. Seeing the schematic diagrams language and terminology used for ram-air parachutes. It of the various configurations can help in the repair sequence.

specifies the parts of the parachute, the various construction Additionally, there are two basic methods of construction for methods, and the seam configurations used. This is necessary the main seam used on modern ram airs. One method is to roll for the rigger to understand the manuals and repair procedures the adjacent bottom skins with the attendant rib together and provided by the manufacturers for their products.

double needle 301 stitch to hold the joint. Line attachment tabs are then appliquéd over the rolled seam for subsequent Figure 2-6 identifies the components of a typical round line attachment. The other method is the foil method where emergency parachute. The nomenclature of this design the rib has the line attachment tab attached directly to it and has remained constant for several decades with a few is flat stitched to the bottom skins allowing the bottom edge exceptions. While some riggers who skydive think that of the rib to be exposed.

the square parachute has replaced it, the round parachute still has many uses, and in certain instances, fulfills some 2-5

and harness. These, in turn, affect the design of the container Round parachute construction is divided into two primary systems. Using this as an example, the rigger can see the chain techniques: bias and block construction. Bias construction is of cause and effect in the design process. Complete coverage most prevalent in the early parachutes and military designs.

of materials is presented in Chapter 3 of this handbook.

It is generally the stronger of the two techniques due to its ability to stretch more during opening. In bias construction, Damage the fabric is cut and sewn so that the warp and filler threads Damage patterns identified during the inspection of canopies are at 45° to the centerline of the gore. A typical example is the 28' C-9 canopy. can highlight problems caused from packing or incorrect use.

By being able to identify these patterns, the rigger can provide Block construction is where the warp threads of the panels the user with correct technique and, thereby, prevent possible injury or death. In addition, the rigger can provide valuable are parallel to the hem of the canopy. Block construction gained in popularity in the lightweight sport reserves of feedback to the manufacturer of potentially serious problems with new designs once they have been subjected to real world the 1970s and 1980s. They were easier to build and packed smaller. An example of this design is the Phantom/Aerostar conditions. While manufacturers conduct extensive testing programs before releasing new products to the market, very canopies, manufactured by National Parachute Industries, Inc. Additionally lines may run from link to link through the often, subtle problems do not arise until the parachute has been in the field for an extended period of time.

canopy or from skirt to link using reinforcement tape for the canopy portion of the radial seam.

Containers Operational Theory The container component assembly of the parachute system The rigger must have knowledge of how the parachute is that part which encloses the canopy(s) and lines, the deployment device (if used), and the pilot chute unless it is functions. Without this, the rigger may not be able to assemble the correct components so that they function as externally mounted as on a “pop top.” It is held closed by the use of cones or loops, which are secured by ripcord pins a complete assembly. While the manufacturer may specify what components are to be used with their particular design, or locking pins such as are used on hand deploy systems.

Containers may consist of single units as are used on pilot with the vast numbers of products on the market today, there are an infinite number of combinations being used by emergency systems or multiple units such as are used on skydiving piggyback systems. The term “pack” is used the skydiving community. While seeming to be compatible with each other, many designs have subtle differences that interchangeably with container. The harness and container assembly may be called the pack and harness. The term affect their performance and operation. Such differences include pilot chute drag capability and bag extraction force “packtray” is used to refer to the bottom panel or section of the container where the lines may be stowed during packing.

requirements. Pilot chutes should not be interchanged unless the drag capability and container extraction force is known.

Early containers were simply a bag-shaped unit that the Materials canopy was stuffed into and then tied closed. The parachute was static line deployed and the parachutist simply fell away The materials used in construction have changed over the last from the balloon or aircraft allowing the canopy to deploy.

several years. This has resulted in better performance and With the advent of manually deployed free fall systems, the durability. The use of incorrect materials can have a detrimental need for a more secure and tailored design became evident.

effect on the opening, flying, and landing characteristics of the parachute. The growth in popularity of the ram-air canopies in Originally, the parachute systems were identified by the the 1970s required new fabrics for the designs to function. Very position at which they were located in relation to the body low permeability fabric was necessary for the canopy to remain of the user. These were the back parachute, seat parachute, inflated and maintain the aerodynamic airfoil shape. To reduce chest parachute, and lap parachute. The containers were the drag created by the suspension lines, newer lightweight and ® usually rectangular in shape with four closing flaps. These high-strength materials were used. First Dacron , followed ® ® ® configurations were primarily dictated by the need to fit the by Kevlar , and now Spectra and Vectran . While reducing assembly into the flighdeck of the aircraft.

the line bulk and drag, these materials have introduced newer problems into the designs.

With the growth of skydiving, the container configurations and the associated terminology changed. The original The ultra-low permeability fabrics inflate faster and have location of the main parachute on the back and the reserve on almost zero stretch. As a result, the opening forces increase the chest became known as the “conventional” configuration.

considerably. These effects have contributed to newer packing [Figure 2-7] The original tandem configuration with both and deployment methods to reduce the loads on the parachutist 2-6

Figure 2-8. Piggyback containers.

Figure 2-7. Conventional container.

the main and reserve on the back became known as a “piggyback,” and the introduction of a two-person parachute system became the new “tandem.” [Figure 2-8 and 2-9] Configuration When canopies were packed into early bag-type containers, they always wanted to assume a spherical or round shape.

For the container to remain flat, it was necessary to tailor the fabric and then use frames or bow stiffeners to keep it flat and compress the pilot chute. Back designs utilized multiple cones and pins, usually three or four to maintain the length and width. Seat containers were usually more square and thicker since they were held in place by the seat pan. Most use two cones and pins for closing. The same was used for chest and lap parachutes. Many military systems still utilize these basic configurations today.

With the introduction of skydiving in the 1960s, most equipment was of modified military designs, and the first generation of commercial products was simply colored versions of these designs. In the 1970s, skydiving canopies had progressed to ram-air designs, which were smaller in volume and had different deployment requirements.

Container designs evolved to meet these requirements. The Figure 2-9. Tandem container system. introduction of the hand deploy pilot chute was probably the 2-7 most influential concept in the evolving container design. Modern Design Concepts Cones were replaced by fabric closing loops, and main The containers of today do more than simply enclose the ripcords and pins were replaced by hand deploy bridles and canopy and deployment device. Sport containers in particular locking pins. It was no longer necessary to compress the need to be designed so that they contribute to the deployment spring-loaded pilot chute inside the container. Thru closing needs of the specific parachute. Piggyback designs have loops were used to compress the pack and make it thinner to separate requirements for the main and reserve containers.

conform to the body shape. The use of deployment bags and other devices helped provide shaping to the container. This The reserve container is generally small, tight, and mostly was true for both square and round canopies. wedge-shaped. Virtually all popular sport systems are designed around the use of a ram-air canopy. The deployment Today, most modern container designs have completely done method of choice is a Type 5 deployment bag. In the early away with frames and bow stiffeners. This has resulted in days of the ram-air reserve, there were certain container smaller, more flexible, more comfortable, and more efficient design requirements specified by the manufacturers which container designs. Instead of metal stiffeners, nylon plastic are listed below: is used to reinforce the container flaps for backing the 1. A hesitator loop configuration secures the bridle grommets. The nylon is lighter, easier to work with, and and holds the bag in until the reserve pilot chute is cheaper. Many of the modern military designs now follow the deployed and under drag. [Figure 2-11] design concepts pioneered by the sport industry as they have proven better and more cost effective. Figure 2-10 shows a modern military container.

Figure 2-11. Square reserve hesitator loop configuration.

2. Nonrestrictive corners to allow the bag to be lifted off by the bridle in the event of a horseshoe-type malfunction. [Figure 2-12] Figure 2-10. Modern military container. Figure 2-12. Non-restrictive container corners.

Change 1 (December 2015) 2-8

These requirements were adhered to for many years. Today, containers achieve the required holding and deployment needs through design tailoring. The bottom corners of the reserve container are designed so that the bag is held in place while the pilot chute and bridle deploy and then releases the bag, rotating it out of the container top to bottom into the airstream. At the same time, the bag can still deploy quickly in the event of a horseshoe-type malfunction.

The main container is less restrictive than the reserve in holding the main canopy in place during deployment. This is important so that there is no tendency for the bag to twist or be unstable on deployment. With many of the main canopies used today, if the bag is unstable, it results in the main canopy opening unevenly and causing spins and possible malfunctions. Along with the main bag, the main risers must be able to deploy evenly for the same reasons.

In the early days of skydiving, the primary body position was a stable, face-to-earth position. This resulted in the main container being behind the parachutist out of the airflow. One of the primary problems faced during those days was the high incidence of pilot chute hesitations. This was the result of poor training and lack of understanding of that air flow. Eventually skydivers learned to sit up during deployment causing the air to flow over their back sweeping the pilot chute into the main stream. Hand deployed pilot chutes were developed to make Figure 2-13. Modern aerodynamic container design.

packing easier and eliminate the need for a metal ripcord.

container. This contributes to higher reserve bag release forces. In severe cases, this can result in a reserve pilot chute In the face-to-earth position, the primary purpose of the in tow with potential serious consequences. The balance container is to hold the canopy and pilot chute closed, and between sufficient main riser protection and the requirement then allow it to open during deployment. Today, body for unhindered reserve deployment is a critical design feature.

positions experienced during free fall range from head-down to feet-to-earth and everything in between. Where speeds Most modern sport parachute containers have housings of formerly experienced ranged from 110 miles per hour (mph) some sort to accommodate ripcords and riser release cables.

to maybe 140 mph, today speeds in a head-down position can These flexible metal conduits come in 3 basic types in varying exceed 200 mph. This has changed the container dynamics to diameters: non-compressible, relaxed, and non-extendable.

ensure a more secure system and increased protection from The housing type is critical to provide proper protection the wind blast. These changes have resulted in more secure and function for the usage. Non-extendable is used for most and streamlined configurations to accommodate these new ripcord housings, except on Navy seat packs. Relaxed refers requirements. Figure 2-13 shows a modern container design to the ripcord housing that is not completely compressible.

shaped to meet the high-speed airflows of today.

Non-compressible housing is the correct type to use for 3-ring cutaway systems so the compression does not cause the sides An additional area that needs to be addressed when designing to release unevenly.

piggyback systems is the main riser covers. In the early days of sport piggyback designs, the main risers were held in Harness Design position by webbing keepers. As the sport progressed, the use of fully enclosed main riser covers became the norm. In their According to Poynter’s Parachute Manual, “the harness is ® attempt to protect the main risers during high-speed free fall, an arrangement of cotton, linen, nylon, or Dacron webbing, some designs tend to restrict the deployment of the reserve which is designed to conform to the shape of the load (usually container in the event of a “total” main pack malfunction. the body), to be carried in order to secure it properly so that When this happens and the main container remains closed, the opening forces and the weight of the load are evenly the main riser covers do not open. Because of this, there is distributed during opening and descent.” additional restriction over the upper corners of the reserve 2-9 The earliest harness was nothing more than a swing seat that the parachutist sat on and then held onto the risers or suspension straps. It soon became apparent that if the openings were in any way uneven, it could be very precarious for the parachutist. While the sling seat worked for the ride down, it was necessary to add additional straps to secure the parachutist. These straps included the leg, back, and chest straps. The standard harness configuration is equipped to secure a torso, head, arms, and legs with straps. Others have been added over time for additional purposes, such as survival kits or cushions. Figure 2-14 shows a basic military style harness. This harness configuration has seven points of adjustment to allow fitting of most military personnel.

Figure 2-15. Super swooper harness.

As skydiving and the sport parachute industry has grown, most of the equipment is now custom-built for each individual. The standard piggyback harness configuration of today is a fixed main lift web with adjustments only at the chest and leg straps. [Figure 2-16] Elimination of the extra hardware and webbing has resulted in a dramatic reduction in weight of modern systems. Along with this has been an increase in comfort and flexibility. One of the most innovative designs adopted in recent years is the “articulated” harness.

This design incorporates metal rings at the hip junction and the chest-strap attachment. [Figure 2-17] These rings allow a full range of motion both in the air and on the ground and increase the fit and comfort of the harness. Note however that hardware incorporated into the main lift web or junction of Figure 2-14. Military harness.

a harness should be equal in strength to the webbing or at least the certification of the harness. Type 7 harness webbing Most of the early parachute systems had the harness detachable is 6,000 pounds tensile. Type 13 harness webbing is 7,000 from the containers. This allowed interchangeability for pounds tensile. The stainless steel “RW-8” is certified to various models. In the 1970s, skydiving systems began to 3,500 pounds. The stainless steel 5010 Harness Ring is integrate the harness into a true harness/container assembly.

certified to 5,000 pounds.

This was accomplished by sandwiching the harness between the container and backpad and sewing them together.

The “stepped” harness is not as strong as the continuous Figure 2-15 shows one of the earliest custom systems called horizontal harness [Figure 2-18] . If point loading occurs on the “super swooper.” This harness was the precursor of a stepped harness, stitching may break, and the junction can today’s sport harnesses.

2-10

Figure 2-16. Standard piggyback harness.

fail with disastrous results. With a continuous horizontal, if all the stitching were to fail, the wearer would still be wrapped in webbing and restrained in the harness.

Figure 2-17. Fully-articulated harness. In recent years and with the increasing popularity of vertical skydiving or “free flying,” greater speeds are experienced with corresponding higher loads on the harnesses. For many years, harnesses were overbuilt as they were basically copies of military designs. As the sport has progressed, equipment has been made lighter and smaller.

Bridles and Deployment Devices In the early days of parachutes, the lines and canopy were stowed in the container. During the deployment process, the canopy was extracted first, followed by the lines. This was known as a “canopy first” deployment. If the canopy inflated before tension was applied to the lines, a malfunction was highly likely and a hard opening shock a certainty. Over the years, it was learned that the deployment process needed to Figure 2-18. Stair-stepped harness (aka stepped harness) junction be controlled to prevent malfunctions. Hence the introduction warping.

of deployment devices that changed the deployment sequence line. After deployment, the bag and static line remained to “lines first” by preventing canopy skirt from spreading with the aircraft. This system is still used today with some until the lines were fully extended.

modifications. For emergency parachutes, the military adopted the “quarter bag” in the 1950s for use with high- At the start of the World War II, with the advent of airborne speed emergency systems. [Figure 2-19] This was fairly paratroops, the main canopy was deployed from a direct complicated to pack but effective in controlling the parachute bag static line system. In this system, the main canopy was during opening. In the early 1960s, the sleeve was developed packed in a bag that was permanently attached to the static 2-11

and slows down the opening. While other methods have been developed for military or aerospace applications, the slider is the preferred method of reefing ram-air canopies. Without this device, skydiving would not be as developed as it is today.

Deployment Types There are currently six different types of deployment methods, which are listed below.

Type 1: Canopy First Deployment With this method, the lines are stowed vertically or horizontally in the container. Examples of this method are the T-7A chest pack or the B-12 back parachute. [Figure 2-21] Figure 2-19. Quarter bag.

and soon became popular for sport parachuting or skydiving.

With the growth of skydiving and the increased use of the reserve parachute, it soon became obvious that the reserve parachute needed to be controlled more. In the mid 1970s, the two-stow diaper was developed for use with emergency and reserve parachutes. This design was soon followed by the three-stow diaper and the piglet-style diaper invented by Hank Ascuitto. During this time period, the deployment bag became the preferred method of deploying the increasingly popular ram-air or square canopies. In 1977, Para-Flite, Inc.

introduced the first ram-air reserve canopy, which utilized the “free bag” deployment system. This design continues Figure 2-21. Type 1 deployment—T-7A reserve.

to this day virtually unchanged as the preferred method of deploying square reserve canopies.

Type 2: Two-Stow Diaper or Half Diaper This method utilizes split line groups. Two stows from one Reefing devices slow down and stage the opening sequences line group lock the diaper, compensated by offsetting stows of canopies, resulting in lower opening forces. This is of the other line group in the container with the remainder of particularly critical at higher speeds where the excessive the lines stowed in the container. Examples of this method “G” forces experienced may injure or kill the user. The are the early Strong 26' Lo-Po and the Pioneer “K” series most common reefing device used today is the “slider.” reserves. [Figure 2-22] [Figure 2-20A and B] This device consists of a piece of fabric with grommets or rings at the corners through which the line groups pass. This restricts the inflation of the canopy Figure 2-20. A) Non-collapsible slider and B) collapsible slider.

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Type 5: Free Bag With a free bag, the canopy is stowed in the bag, and lines are either stowed on or in the bag. They were originally used on the Safety Flyer reserve. This is the dominant and preferred method for virtually all modern square reserves. [Figure 2-25] Figure 2-22. Type 2 deployment—Lo-Po Reserve.

Type 3: Ascuitto or Piglet-Style Flat Diaper This deployment features a full diaper with all lines stowed left to right or perpendicular to the radial seam. Examples of this method are the Piglet, Phantom, and Security Aero Conical (SAC) canopies. [Figure 2-23] Figure 2-23. Type 3 deployment—Phantom canopy.

Figure 2-25. A) Type 5 deployment—Freebag and B) Type 5 deployment—Speedbag.

Type 4: Handbury or Preserve Full Diaper This features a choker-type diaper that wraps around the Type 6: Sleeves canopy skirt. It is locked with three stows and all lines are The sleeve type includes a fabric tube that encloses the stowed on the diaper parallel to the radial seam. Examples of full length of the folded canopy. Lines are stowed on the this method are the Preserve series canopies, Strong Lo-Po sleeve. They were originally used on early sport canopies, Lite, and the Hobbit square reserve. [Figure 2-24] The military particularly the Para-Commander. [Figure 2-26] A modern quarter bag is basically a version of the Type 4 method.

version, known as a “slag,” is used on some ram-air canopies.

An additional deployment method is the “tail pocket.” This is a fabric pocket sewn on the tail of a ram-air canopy in which the lines are stowed. [Figure 2-27] Figure 2-26. Type 6 deployment—Sleeve.

Figure 2-24. Type 4 deployment—Preserve diaper.

2-13 Figure 2-27. Tail pocket.

Figure 2-29. Para-Flite O-rings.

Securing the Deployment Device With all deployment methods, it is necessary to properly ® ® the “O” rings with the Safety Stow . The Safety Stow is fold or stow the canopy and secure the deployment device a continuous loop of elastic shock cord that runs through a with the lines. The early parachutes utilized hesitator loops webbing channel and through two grommets to secure the to secure the lines. [Figure 2-28] This method is still used first two locking stows. [Figure 2-30] In the event of any today in many military systems.

restriction on the locking stow, as the loop stretches, it allows first one side to release and then the opposite side.

Figure 2-28. Hesitator loops.

In modern designs that utilize types 1 through 4 and 6, ® Figure 2-30. Safety Stow .

the preferred method of locking the deployment device is rubber bands. The specification for standard rubber bands ® It is important to maintain the rubber bands or Safety Stow .

is MIL-R-1832. Type 1 are made of natural rubber and are Rubber bands are susceptible to heat degradation and may dry ⁄ 2 " × 2". These were designed for use with the thicker Type out. If they break prematurely during use, the parachute may III nylon lines such as on the 28' C-9 canopy. Many of the malfunction. Non-mil. specification rubber bands may react to newer lightweight, round canopies use smaller diameter and natural brass grommets and may become gummy and sticky, fewer lines. Consequently, the standard rubber bands do not causing the lines to stick to the diaper or bag. Rubber bands work well. Some manufacturers supply smaller, 1¼" diameter should be replaced during routine Inspection and Repack.

rubber bands to be used with their canopies. It is extremely [Figure 2-31A and B] The BUNA-N “O” rings should be important to utilize the correct size rubber bands.

® ® replaced with the Safety Stow . The Safety Stow should be inspected for broken stitching or internal rubber strands.

With the introduction of the free bag system in 1977, Para- [Figure 2-32] Flite, Inc., used a BUNA-N “O” ring to secure the locking stows. [Figure 2-29] During testing of the free bag system, In response to occasional violent openings on ram-air they found inconsistent holding and breaking strengths of canopies, Parachute Labs (Jump Shack) in 2003 introduced rubber bands. They wanted the locking stows to release at a the “speed bag” to eliminate “line dump” (line strip). The consistent force to prevent bag lock. The “O” rings provided lines are retained in rubber bands 25 percent in from the edge this. A couple of years later, the “O” rings were upgraded to of the bag. This balances the mass of the stows between the a thicker diameter model. In 1983, Para-Flite, Inc. replaced Change 1 (December 2015) 2-14

3 3 Figure 2-31. A) Old rubber bands and B) new rubber bands. They come in 3 sizes: ⁄ 8 " wide × 1¼" diameter, ⁄ 8 " wide × 2" diameter and ¾" wide × 2" diameter.

passed through the attach point on the pilot chute and then back through itself forming a lark’s head knot. The other loop of the bridle is then similarly attached to the canopy apex. [Figure 2-33] With this type, it is essential for the loop to remain loose to ensure the bridle is free floating and self-centering around the apex lines. Hand tack the loop to ensure this. [Figure 2-34] ® Figure 2-32. Bad Safety Stow .

bights and center span of the stow. The bag has an additional flap on the top side that has slots for the rubber bands mounted on the bottom flap. These two flaps overlap closing the bag over the canopy. The design was used on main canopies only for the first three years. Its success led to the release as a reserve bag in 2006.

Bridles The bridle is a cord or webbing strap that is used to connect Figure 2-33. Pre-sewn round bridles.

the pilot chute to the canopy or deployment device. Main and reserve bridles, while sharing the same function, operate differently.

Early bridles were simply a length of suspension line tied off to the two components. It was soon learned that the length of the bridle affected the function of the pilot chute and the opening characteristics of the canopy. On most round emergency and reserve parachute assemblies, the length and type of the bridle is fixed for optimum performance. The rigger cannot change the configuration of the bridle without approval of the manufacturer.

Figure 2-34. Hand tack floating bridle loop.

There are two basic types of round canopy bridles. The first Square reserve bridles are generally built into the free bag. The is a tubular nylon bridle that is tied on. The second is a pre- bridle material is usually 2 feet wide or more for high drag. The sewn bridle with loops at each end. The loop of one end is original concept of the free bag is to allow the square reserve 2-15 to deploy if the reserve pilot chute is captured resulting in a pilot chute is deployed into the airstream, the airflow inflates horseshoe-type malfunction. The high-drag bridle would then the pilot chute, which deploys the canopy. After opening, the pull the reserve bag off the parachutist’s back and allow the elastic pulls the apex down again and collapses the pilot chute, canopy to deploy free from the bag. In the late 1980s, assistor reducing the drag. While this system works, its main drawback pockets were added to some bridles for additional drag as is that certain airspeeds are needed to inflate the pilot chute.

square reserves became bigger and heavier. [Figure 2-35] Remember, the primary function of the pilot chute is to initiate deployment. Collapsing the pilot chute is secondary.

The second type is the “ kill-line collapsible” configuration. This consists of a bridle with a full length channel through which ® ® passes a line of Kevlar or Spectra . [Figure 2-37] The bridle is “cocked” and the lower end of the bridle is collapsed during packing. This allows the pilot chute to inflate immediately.

During the deployment sequence, as the canopy inflates, the lower end is stretched to length and the centerline pulls the apex of the pilot chute down and collapses it. This configuration has become almost universal in use for skydiving today. The Figure 2-35. Freebag assistor pocket. only drawback is if the user forgets to cock the bridle during packing. This results in a collapsed pilot chute and a pilot chute Early main bridles were simply longer versions of the reserve in tow. In the early days of use of the kill-line bridle, this was bridles. This was necessary to compensate for the “burble” a problem but has become less frequent today. Some bridles created in free fall by the parachutist. In the mid 1970s and have a colored “eye” at the locking pin location to show if it with the advent of the hand deploy pilot chute, the length of is cocked and the centerline is set correctly. [Figure 2-38] the bridle was critical in order to allow proper extraction of the locking pin that secured the pack closed.

In recent years and with the almost total use of ram-air parachutes, the need for collapsible main pilot chutes has become widespread. As the main canopies have become smaller and faster, the drag of the inflated main pilot chute after opening can have an adverse effect on canopy performance. This problem has been solved through the use of a collapsible pilot chute/bridle system. There are two primary designs used to accomplish this.

Figure 2-37. Kill-line collapsible bridle.

The first is the “ bungee” collapsible configuration. This consists of a length of elastic shock cord inside a tape sheath on the bridle near the pilot chute end. [Figure 2-36] When relaxed, it holds the apex of the pilot chute collapsed. When the Figure 2-38. Kill-line eye or window.

The kill-line configuration is used almost exclusively on tandem systems due to the high speeds involved and the size of the drogue pilot chutes. Some bridles are made from 2" Figure 2-36. Bungee collapsible bridle.

2-16

® Kevlar tape and have tubular nylon centerlines. Others are it into the airstream. The pack is held closed by a locking pin made from Type 4 square weave with a Spectra centerline. attached to the bridle of the pilot chute. As the pilot chute The advantage of the latter is that it can be cut with a hook inflates, it extracts the pin from the locking loop and pulls knife in the event of an on-person malfunction. [Figure 2-39] the parachute from the pack. The rest of the opening process is similar to the spring-loaded pilot chute. This configuration came into popularity in the mid 1970s and is now the primary method of deployment in skydiving.

Spring-Loaded Pilot Chutes Spring-loaded pilot chutes date from the 1920s. However, it was not until 1940 that the spiral vane pilot chute was invented. This design used a spiral spring that is easy to collapse and pack. The most common type of spiral vane pilot chute used today is the MA-1 model. [Figure 2-40A and B] This is used in several military parachute assemblies. In the early days of skydiving, military pilot chutes, such as the MA-1 and others were popular. Soon commercial designs were introduced that improved on the MA-1 with better ® launch and drag characteristics. These included the Grabber ® Figure 2-39. Tandem main collapsible bridle.

and Hot Dog pilot chutes. Both of these were primarily for use with main parachutes.

Another method of collapsing the pilot chute is to install a No.

8 grommet in the deployment bag and allow the bag to float With the advent of the hand deploy pilot chute for the main, on the bridle. After the canopy deploys, the bag slides up the most of the improvement in spring-loaded pilot chute design bridle, inverts, and covers the pilot chute. This is commonly has focused on its use in the reserve or emergency parachutes.

called the “poor man’s collapsible pilot chute system.” The This has paralleled the improvements in container design and drawback to this design is the high wear on the bridle and the increased use of AADs. Both of these require better pilot pilot chute mesh.

chutes than in the past.

® Pilot Chutes One example for reserve use is the Magnum pilot chute designed by National Parachute Industries. [Figure 2-41] A pilot chute is a small parachute that is used to deploy the With its unique shape, it provides maximum drag at low main or reserve parachute. In the earliest uses of parachutes, speeds, such as are experienced during cutaways. Its design the parachute was static line deployed. With the advent of has been licensed by other manufacturers for use in their manually operated or “free fall” parachutes, the need for a assemblies. Additional designs include the Vector II reserve pilot chute was quickly recognized.

pilot chute and the Stealth pilot chute. The Vector II design is a “ballute” configuration that eliminates the use of mesh. In There are two basic types of pilot chutes. The first is the the event of an unstable launch on its side, the mass of fabric spring-loaded design. This uses a collapsible spring, which is sufficient to lift the pilot chute and deploy the parachute.

is compressed in the parachute container and held closed The Stealth pilot chute uses a conventional mesh design but with the ripcord. When the ripcord is pulled, the pack opens has a unique spring/cap configuration that allows the pilot and the pilot chute launches into the airstream. The pilot chute to virtually disappear when packed, hence the name.

chute provides drag and pulls the canopy from the pack as The MA-1 spring with mesh in place of the vanes, and a the parachutist or load falls away. During this process, the closed canopy instead of the scalloped canopy provides the pilot chute also provides tension on the lines of the deploying best of both worlds: a spring that does not lock up on itself canopy and helps the opening sequence. Spring-loaded and high drag without the possibility of snag.

pilot chutes are used primarily for emergency and reserve parachutes. In addition, they are used in military free fall and Hand Deploy Pilot Chutes training systems for the main parachute.

The hand deploy pilot chute was introduced in 1976. There are two types of hand deploy designs. One is the throw-out The second type of pilot chute is the “ hand deploy” design.

pilot chute (TOP) configuration. This is the type where This type consists of the pilot chute canopy but does not have the pilot chute pulls the locking pin located on the bridle.

a spring to launch it. Instead, the parachutist extracts the [Figure 2-42] The original design had the pilot chute pouch folded pilot chute from a pouch or the container and launches 2-17

Figure 2-40. A) MA-1 pilot chute and B) high-drag pilot chute with large hole mesh.

mounted on the belly band. Today, the primary location is an moving around in the aircraft or in the air. Fortunately, the ® elastic/Spandex pocket mounted on the bottom of the main handle does not go far and is easy to obtain because it is on a container (BOC). [Figure 2-43] Most of the difficulties of this short lanyard that is tucked up under the side flap. .

design have to do with pilot chute in tow due to misrouting of the bridle or failure of the pin to extract. Automatic Activation Devices (AADs) and Reserve Static Lines (RSLs) The second type is the pull-out pilot chute (POP) configuration.

Safety considerations have led to the development of AADs This design has the pilot chute packed in the container, which and reserve static line (RSL) systems. These devices allow is locked with a straight locking pin attached to a short lanyard for automatic deployment of the main or reserve parachutes and handle. [Figure 2-44A and B] This handle is usually in the event of an emergency.

mounted on the bottom corner of the main container. The parachutist grasps the handle and pulls the locking pin from Automatic Activation Devices the locking loop and puts the pilot chute into the airstream. The AADs are devices that activate the parachute automatically.

handle is usually attached to the bottom of the pilot chute and Modern systems combine a barometric sensor with a rate as the chute enters the airstream, the jumper loosens his grip of descent sensor so that the system is fully automatic once on the handle allowing it to be pulled from his or her hand.

turned on and calibrated. The activation may be by either This makes for a positive deployment. The main drawback to pulling the ripcord pin(s) or cutting the locking loop(s), this system is losing the handle due to it being dislodged while 2-18

Figure 2-42. TOP bridle/pin configuration.

Figure 2-41. Magnum pilot chute.

causing the pilot chute to release. Most older models use Figure 2-43. BOC pocket location.

a mechanical or pyrotechnic pin pulling technique. Newer models use a pyrotechnic loop cutting design.

The following describes the operation and installation ® requirements of the CYPRES model AA. Other designs, For many years, AADs were primarily used by the ® such as the Vigil , are compatible with these installation military and student parachutists. The designs were bulky, requirements.

expensive, and, to a degree, inconsistent. The installations themselves were cumbersome and awkward. In the early Operation 1990s, a new generation of AADs became available. The ® The CYPRES system is a barometrically controlled ® CYbernetic Parachute RElease System (CYPRES ) uses microprocessor that activates a pyrotechnic cutter that cuts modern parachute release technology. It is small, reliable, the container locking loop. When calibrated to ground computer based, and uses a pyrotechnic loop cutter. It has level, the barometric sensor activates the unit firing the an auto-off feature that turns the unit off after 14 hours cutter when the descending parachutist reaches an altitude of operation to conserve power. It also has the ability to of approximately 750 feet above ground level (AGL) and calibrate the unit for operation at altitudes other than the exceeds a rate of descent of 115 feet per second (fps).

calibrating ground level. Based on these concepts, other companies have developed similar systems and as a result, ® The CYPRES consists of three parts: changed the approach to the design and use of AADs.

1. Battery and processing unit Today, a good many sport parachutists use an AAD and some countries (rightly or wrongly), mandate their use by 2. Control unit all parachutists.

3. Cutter [Figure 2-45] 2-19 Figure 2-44. A) POP handle with pilot chute and B) POP handle and lanyard.

® Figure 2-45. CYPRES AAD.

The processing unit is generally located in a stowage pouch ® Figure 2-47. CYPRES control unit vinyl pocket.

installed in the reserve container of the parachute system.

[Figure 2-46] The control unit is contained in a vinyl pocket The cutter(s) may be located at the base of the pilot chute located either under the pin protector flap or in the upper back or on a flap over the pilot chute. [Figure 2-48] Each pad area. [Figure 2-47] parachute system has its own particular requirements, and it is imperative that the rigger have the appropriate manuals for installation.

® ® Figure 2-46. CYPRES container pouch. Figure 2-48. CYPRES cutter location.

2-20

Reserve Static Line (RSL) Systems is also installed, it would cause an immediate activation of the reserve as the main parachute disconnects and moves A RSL system is a backup device for activating the reserve away from the parachutist.

after a cutaway is performed. It usually consists of a line, webbing, or cable, which connects one or both main risers to In the last few years, as canopy design has resulted in smaller the reserve handle, housing, or cable. The most common design and more sensitive canopies, many parachutists have elected used today has a ring through which the reserve ripcord cable not to use an RSL. The rationale is that in a violently spinning is routed. The riser end attaches to a ring on the riser(s) with malfunction, which some of these highly loaded canopies are a snap shackle for quick release capability. When the risers prone to do, it is preferable to cutaway and regain stability are jettisoned, the lanyard pulls the cable, releasing the ripcord prior to pulling the reserve. This reduces the chance of an pin(s), and activates the reserve. This results in a minimum entanglement with the deploying reserve. While this scenario loss of altitude during the cutaway procedure. The use of an has happened, it is a rare occurrence. Statistics show that RSL has saved many lives over the years due to low cutaways.

many lives have been saved by using an RSL.

Though originally developed in 1964, as the Stevens RSL Designs System, the RSL concept did not become popular until the There are four primary design configurations of RSLs in use advent of student piggyback systems and ram-air canopies.

Through the use of an RSL system, the student parachutist today and are listed below: need only pull the canopy release handle in the event of a 1. A single-side RSL where the lanyard is attached to partial malfunction, and the main canopy is cutaway and the only one main riser, usually the left side. [Figure 2-49] reserve activates. In 1990, the PIA urged manufacturers to Only the one side is required to release to activate the include RSLs as a standard feature on all harness/container system. This is the most common design in use today systems. Many did and this resulted in an increase of RSL due to its simplicity.

use for several years.

Conventional (chest mounted) parachute systems utilized a cross-connector at the junction of the riser to the lines of the canopy on each of the front and rear risers. This was so as to maintain drag if one side release before the other. The maximum amount of drag available is required to assure the reserve ripcord activation by the RSL and the release and separation of the off side riser. When applied to the piggy back, these cross connectors would hang up on the bottom of the reserve container preventing separation. Many manufacturers dismissed this need and elected to provide a reserve lanyard that was side sensitive (in that it would activate the reserve if the attached side released and the opposite side did not release). Others moved the lanyard to the base of the riser, which required only one cross connector.

This location avoided the possibility of a hang up on the Figure 2-49. Single-side RSL configuration.

bottom of the reserve and retained the drag integrity.

2. A dual side RSL where both main risers are connected In recent years and with the widespread acceptance of newer with a cross connector which is the RSL lanyard.

types of AADs, many parachutists feel that they no longer [Figure 2-50A and B] Both risers need to release for need an RSL. In reality, both systems complement each other.

the system to activate.

The AAD functions if the individual does not activate the main parachute. However, it is altitude and rate of descent 3. The LOR system developed by the French. This (ROD) dependent. Below a certain altitude, if the ROD incorporates two lanyards, one from each riser, that is not met, the AAD will not function. Consequently, if a are attached to individual curved pins that secure cutaway is performed below the activation altitude, it may the reserve container with a dual locking loop.

take some time for the descending parachutist to reach the [Figure 2-51] Both risers must be released for the ROD necessary to initiate activation, thereby necessitating system to function.

rapid manual activation of the reserve. However, if an RSL 2-21

Figure 2-51. LOR system.

Collin’s Landyard Loop ® Figure 2-52. Skyhook system.

and the owner wishes to have one installed, the rigger should check with the manufacturer as to the availability of a retrofit kit or return it to the manufacturer for installation. Because the installation of an RSL is an alteration to the original design, the rigger needs approval either from the manufacturer or the FAA.

Figure 2-50. A) Dual-side RSL configuration and B) dual-RSL Because of the nature of the RSL system, it is imperative that routing diagram.

the rigger thoroughly understands the individual concepts.

Unless he or she understands this and has the required 4. The Collins Lanyard/Skyhook™ system. This design manufacturer’s instructions, the rigger should not attempt utilizes a special lanyard that is attached to the bridle to assemble and pack a system with an RSL installation.

of the reserve free bag. [Figure 2-52] Cutting away The following describes the basic design and function of a results in the free bag being pulled directly out of the single side RSL installation on a one-pin reserve container.

container by the main risers and results in very little altitude loss.

Main Riser Attachment The main risers must have an attachment location for the Since the early 1990s, most (if not all) manufacturers have lanyard. In this example, a small ring is installed near the lower provided an RSL installation on their equipment either as hardware end of the riser on the inboard side. [Figure 2-53] It is standard or optional. If the rigger has a system without an RSL 2-22

high winds where the parachutist may wish to cutaway the main canopy to prevent being dragged. If the lanyard were not released, the reserve would be deployed as the main is cutaway.

Ripcord Cable Routing The routing of the ripcord cable from the handle to the pin determines where the lanyard connects to the cable. Most RSL attachments connect with the ripcord cable either at the yoke area or just above the ripcord pin. Generally, there is a double ring installation where the cable end of the lanyard is located. [Figure 2-55] On this particular installation, the connection is at the shoulder yoke area.

Figure 2-53. Main riser RSL ring attachment.

Figure 2-55. Double-ring container installation.

desirable to locate the ring as close to the lower end as possible so that the pivot arc of the rise does not load the lanyard.

RSL Lanyard and Container Mount This allows the riser end of the lanyard end to be as short as These two components are interactive. That is, the design of possible. If there is excess lanyard, it is difficult to stow, and the container directly affects the design of the lanyard. Once it is possible for the lanyard to become snagged and unseated.

the two above locations are determined, then the routing of It is important that the correct risers with attachment ring be the lanyard can be completed. It was originally thought that installed. While many risers have a ring installation, not all the lanyard should have a long length to allow acceleration are installed at the correct location. Consequently, the lanyard during activation to pull the ripcord cable. This has not proven length will not match the factory dimensions. This can result to be true and most manufacturers keep their lanyards as short in premature reserve activation when the main is deployed.

as possible to prevent snagging and easier stowing. The Racer cross-connector/lanyard is so sized as to not pull the reserve Most RSL lanyard designs have a snap shackle or similar release ripcord until both risers have separated device mounted at the riser end of the lanyard. [Figure 2-54] This allows the user to disconnect the lanyard under certain ® In the past, a Velcro pathway was used for routing the circumstances. The most common one involves landing in lanyard. This was either on the shoulder yoke or the reserve ® riser. Experience has shown that the use of Velcro generally results in high wear and eventual damage to the webbing.

[Figure 2-56] On this design, the lanyard is stiffened with a short piece of coated cable and stowed in two pockets located on the yoke area. [Figure 2-57] It is secure and has no wear points. The ripcord end of the lanyard is routed to the dual guide ring attachment location and the ripcord cable routed through the rings. [Figure 2-58] The ripcord cable is then routed to the reserve closing loop. Figure 2-59 shows the RSL lanyard and ripcord cable at the moment of riser extension and just as the cable is loaded. A point that the rigger should be Figure 2-54. Snap shackle on RSL lanyard.

2-23

Figure 2-56. RSL Velcro riser damage.

Figure 2-59. RSL lanyard extension.

Figure 2-60. Ripcord cable pigtail with broken strand.

deploys the reserve, there is the possibility of a main/reserve entanglement. To ensure the correct staging of the cutaway, Figure 2-57. One style of RSL lanyard without Velcro.

the release cable of the RSL side must be longer than the cable on the opposite riser. A minimum of 1 inch is the standard differential. [Figure 2-61] If non-compressible housings are not used, the staged separation is not reliable.

Figure 2-58. Ripcord cable routing through rings.

aware of is the “pigtail” configuration of the reserve ripcord that results from the use of the RSL. [Figure 2-60] Because of the sliding of the ring along the ripcord cable, a curling Figure 2-61. Cutaway cable length differential. effect is imparted to the cable. This is a clear indication that the RSL lanyard activated the reserve. The rigger should Joint Efficiency carefully inspect the ripcord cable for any broken strands.

If any are found, the ripcord should be replaced. If not, the Joint efficiency is the percentage of the measurement of cable can be straightened and returned to service. strength when applied to the junction or fabrication of two or more materials. An example is the cross seam in a canopy With the single side RSL, it is imperative that the main gore where two panels of fabric are joined. The strength of riser with the RSL attachment leave after the opposite the seam needs to be greater than the strength of the fabric.

riser. If the opposite riser stays connected while the RSL 2-24

To achieve this, there are several factors that need to be • The stitch pattern used and length. A W–W pattern is considered in the design. These include the following: stronger than a box X pattern.

• Fabric—the weight and weave of the fabric affects • The number of times the webbing is re-sewn.

the type of junction used.

All of these affect the ultimate strength of the webbing junction • Thread type—this is affected by the weight of the or stitch pattern.

fabric. Generally, the lighter the fabric, the smaller the thread used. Accordingly, a smaller needle is used Chapter Summary in order not to damage the weave of the fabric.

It is important to know the history of parachute design in • Stitch type—this is determined by the type of seam order to move forward technologically. The old saying, needed for the design. For the French fell seam “Those who don’t know history are destined to repeat it.” Is normally used in joining the panels of a canopy, the especially applicable to parachute design and manufacture, 301 straight stitch is used.

where a relatively small, esoteric group of individuals who • Stitches per inch—this has a direct correlation to the are loosely controlled and turn on a dime, churn out designs size of the thread used and the stitch type. There is that some eager young test jumper is willing to try. This is a fine balance between the security of the seam and not necessarily a bad thing. The civilian led sport parachute overstitching. Too many stitches per inch dramatically market is responsible for just about all the newest innovations affects the strength of the seam by perforating the in the industry over the past 45 years. But it should be kept material. The number of rows of stitching also affects in mind that a new design generally takes about ten years’ this. While more rows generally increase the strength wringing out in the field to discover it’s failure modes and of the seam, too many perforate the material as well.

make it safe and reliable.

• Thread tension—as lighter fabric and thread are used, the thread tension balance becomes more important.

• Reinforcing—the addition of reinforcing through the use of tapes, cords, etc., adds to the strength of the seam. However, their use may also reduce the elasticity of the seam at the same time.

Some of the previous factors also can affect heavier materials, such as tapes and webbings. In working with webbings in harness design, most construction methods have tended to overbuild the junctions. This has been done primarily because the materials have readily accepted heavier threads and stitch patterns.

An area that needs to be addressed is that of re-stitching webbing. Until recently, there was not much study done to determine how much strength is lost in this process.

G.S. Dunker, a parachute engineer, conducted a study that evaluated the variables introduced when re-stitching webbing junctions. Some of these variables included the following: • The treatment or conditioning of the webbing.

Condition R webbing has a resin treatment to make it stiffer as opposed to condition U or untreated webbing.

• The size and condition of the needle used in the sewing. Larger needles make larger holes. A blunt needle or one whose point is damaged, will do more damage to the webbing and weaken it.

• The size of the thread used.

2-25 2-26

Chapter 3

Materials

Introduction The correct identification and use of the various materials in parachute manufacturing and repair are of vital importance to all riggers. Just as important as acquiring knowledge of tools and machines, knowing and using the correct terminology for materials is essential to the rigger’s job comprehension.

In doing repairs or alterations, the rigger must be able to identify the types of materials used in order to duplicate the original manufacture and to ensure the correct level of safety necessary. Some materials may look similar, but there can be subtle differences between them that make a major difference in their strength or durability.

3-1

It is not the intent of this chapter to present information on The MIL-SPEC or PIA-SPEC system of identification every type of material or hardware ever used in parachutes. consists of the initial letters MIL or PIA with a middle letter For very detailed specifications on a broader range of such as W for webbing or wire, then the identification or materials used in current production parachutes, as well as serial number of the specification. In addition, there may be obsolete and military surplus parachutes, there are additional a revision letter, such as A, B, C, D, etc. In the case of PIA- reference sources, such as “The Parachute Manual” by Dan W-4088D, this is the fourth revision.

Poynter. The purpose of this chapter is to present as much information on the essentials of modern materials seen in The materials and hardware listed herein are only a small today’s parachute systems. part of those available, but the most commonly used in the majority of today’s rigging profession. By learning Many riggers operate quite successfully with a basic level the specifications and uses of these materials, the rigger of material knowledge in their proverbial tool kit. There are establishes a sound basis for the repair and maintenance of certain materials that are commonly used on most parachute modern parachutes.

systems, and in dealing with these on a regular basis, the rigger becomes very familiar with their characteristics and To promote the latest specifications, the PIA nomenclature proper application. It is fundamental that the rigger know is called out unless otherwise noted. In the past, the common their correct type, nomenclature, strength, and common use. method to denote the various types of webbings, cords, etc., In dealing with other riggers, manufacturers, and suppliers, was to use the Roman numeral for the type (e.g., Type VIII the rigger is then able to identify the referenced material in for Ty-8, Type XVII for Ty-17). For this handbook, the order to obtain the appropriate repair part or describe the use standard is the Arabic numeral (e.g., Ty-7).

of the material to others. All of this is part of the parachute rigger’s lexicon, required to communicate their needs and Many of the figures in this chapter use a neutral background accomplish the required tasks. with an XY grid for reference. The numbers are in one-inch increments for a proportional reference.

Specifications Fabrics All certificated parachute systems built under government approval programs require most, if not all, materials used Nylon is the predominate fabric used in the manufacture in their construction to have some form of specification of parachutes. Chemically speaking, nylon is made of approval. The most common of these systems is the military repeating units linked by amide bonds and is frequently specification (MIL-SPEC) system. In addition, there are other referred to as a polyamide (PA). It was invented in the late government specifications, such as Federal Standards, and 1930s by Wallace Carothers while conducting research commercial specifications in use. The MIL-SPEC system at DuPont. There are many different kinds of nylon and is the one with which most riggers are familiar. Contrary some of the major differences include the weave, weight, to popular perception, not all materials for use in parachute and finish. The various types of materials include canopy manufacturing must be MIL-SPEC. Any specification may be fabric, pack cloth, tapes, webbings, mesh, elastic fabrics, used, provided that the manufacturer can prove compliance stiffener materials, and foams.

with this specification, and that the specification is acceptable to the Federal Aviation Administration (FAA) for use in Canopy fabrics are primarily ripstop nylon. Ripstop weave is the parachute system. As a rule, the MIL-SPEC system has a plain weave with heavier threads woven into the material at proven the most readily available and accepted method. right angles resulting in a boxlike pattern. The heavier thread and the unique weave results in ability of the threads to slide In recent years, the government has been accepting more over one another inhibiting the tearing process and results in commercial specifications in lieu of MIL-SPEC items. In stronger fabrics. [Figures 3-1 through 3-6] 2002, the Parachute Industry Association (PIA) adopted approximately 270 parachute-related specifications, drawings, The composition of most containers is from either nylon duck ® standards, and test methods. The PIA takes responsibility for (Para-pack) or Cordura . Para-pack has a smooth somewhat the continued maintenance and revision of these specifications. shiny finish; Cordura has a matte, more rugged appearance.

As the specifications are revised, they keep their original Both are sturdy and long lasting. Most sport containers also identification number, but the PIA prefix precedes them. utilize a thin foam lining on the inside of the flaps to smooth For instance, MIL-W-4088 webbing becomes PIA-W-4088. out the fabric and absorb wear and tear. Other fabrics, such ® Through the involvement of the PIA Specifications Committee, as mesh, Spandex , and ballistic fabric, serve specialized the revised specifications, including new digital drawings, are purposes. [Figures 3-7 through 3-16] made available to the industry.

3-2

Specification: PIA-C-7020, 1.1 oz Specification: PIA-C-44378, 1.12 oz Tear/breaking Strength: 5 lb/42 lb Tear/breaking Strength: 5 lb/45 lb Identification: 120 x 120 balanced weave Identification: Ripstop nylon Common Use: 24', 26', 28' military canopies Common Use: Ram-air canopies and some round reserves Comment: Standard colors: white, orange, olive green, sand Comment: F-111™, Exacta-chute™, Silktique™ Figure 3-1. Cloth, parachute, nylon, Type-1.

Figure 3-3. Cloth, parachute, nylon, Type-1, Lo-Po, .5-3 CFM.

Specification: PIA-C-44378, 1.2 oz Specification: Commercial, 1.13 oz, 0 cfm, silicone coated Tear/Strength: 5 lb/45 lb Tear/breaking Strength: 12.6 lb/43 lb Identification: Ripstop nylon Identification: Ripstop nylon Common Use: Lopo reserve canopies Common Use: Sport main canopies and some Comment: N/A reserves Figure 3-2. Cloth, parachute, nylon, Type-3, 30-50 CFM.

Comment: Trade names include Zero P3™, Soar-Coat™, Ultrasil™

Webbing and Tapes

Figure 3-4. Cloth, parachute, nylon, Type-1, zero porosity.

While many webbings and tapes have the same specifications, named Merlon, for stiffness (condition R). A newer treatment, they still have different designations. The difference is a called “Ecco,” is similar to a light condition R. This is a newer common rule of thumb where anything 1 inch or wider and treatment that is ecologically friendlier than using Merlon.

over 1000-lb strength is webbing. Anything less is a tape. There It also results in a medium stiffness that is easier to sew.

are, however, some examples that fall outside of this criterion.

This is for use primarily in the lighter weight tapes, such as ⁄ 4 " Ty-3. Recently some harness/container manufacturers The primary use for webbing is for load bearing purposes, 3 7 have begun to replace ⁄ 4 " Ty-3 binding tape with ⁄ 8 " Ty-3 such as harnesses and risers. Tapes are for use as support and because modern container designs are getting thicker with reinforcing for canopies and containers. Most webbing and the application of more stiffeners and more padding. There tapes, when manufactured, are left in their natural, untreated are pros and cons to this trend.

condition (condition U), or treated with a synthetic resin 3-3

Specification: PIA-C-26643 Specification: PIA-C-7219 class 3, 7.25 oz, 420 denier Tear/breaking Strength: 3 lb/25-35 lb Tear/breaking Strength: 20 lb/275-325 lb Identification: N/A Identification: 1-1 plain weave Common Use: Military pilot chutes Common Use: Sport and military containers Comment: Ph: 6-8 Comment: Has a urethane coating on the inside Figure 3-5. Cloth, netting, nylon (marquisette).

Figure 3-7. Cloth, duck, nylon (Para-pak).

Specification: Commercial, No. 94040 Strength: N/A Specification: MIL-C-43734, class 3 Identification: N/A Strength: 1,000 denier Common Use: Sport pilot chutes, some round reserves Identification: N/A Comment: Ph: 6-8, 96" wide Common Use: Sport and military container systems Figure 3-6. Cloth, mesh, large hole, nylon.

Comment: Has a urethane coating on the inside Webbing Selection ® Figure 3-8. Cloth, nylon, Cordura .

When a repair requires replacement of webbing and tapes, care must be taken to use the correct webbing or tape for The reason for this limitation is because of the reaction of the the job. Generally, there are two types of webbings used webbing when “edge nicked” while under tension. In tests in industry: needle weave and shuttle weave. Remember of the most advanced needle weave products several years this: “Needle Never, Shuttle Sure.” This is because ago, it was dramatically demonstrated, numerous times, that needle weave webbing is rarely, if ever, used in personnel the webbing would fail catastrophically when the edge was parachute assemblies.

nicked with sharp metal while under tension.

3-4 Specification: MIL-C-43734 Specification: Commercial Strength: 500 denier Strength: N/A Identification: N/A Identification: N/A Common Use: Sport container systems Common Use: Main pilot chute pockets Comment: Has a urethane coating on the Comment: N/A inside ® Figure 3-11. Elastic fabric, Spandex .

® Figure 3-9. Cloth, nylon, Cordura .

Specification: PIA-T-43618 Specification: PIA-C-3953, class 2 Strength: 60-75 lb Strength: 1,100 lb, 20 oz/yd Identification: Ripstop weave fabric with adhesive Identification: 3 x 4 basket weave backing, various colors Common Use: Stiffening material for containers Common Use: Field canopy repair Comment: Uses a melamine resin for stiffness Comment: May degrade canopy fabric over time.

Figure 3-10. Cloth, duck, nylon, ballistic.

Figure 3-12. Pressure sensitive adhesive tape—ripstop tape.

The two types may be identified by comparing their edges.

One should never be substituted for the other in a repair.

Fold the webbing in half and align the selvage edges. They The rigger should have material certification and lot should be identical in weave. If they are, then it is shuttle tractability for any materials used in the repair. The weave and acceptable for use. If they are not, then it is material certification should additionally identify the type.

needle weave.

[Figures 3-17 through 3-32] 3-5 Specification: Commercial Specification: Commercial Strength: N/A Strength: N/A Identification: N/A Identification: / 8 " thickness Common Use: Padding for leg and back pads Common Use: Lining of container systems 1 3 Comment: Various thicknesses: / 8 " and / 16 " Comment: Bonded to various fabrics such as most common Oxford cloth ® Figure 3-13. Foam, Volara .

Figure 3-15. Foam, ester liner.

Specification: Commercial Specification: Commercial Strength: N/A Strength: N/A Identification: N/A Identification: Taffeta weave Common Use: Padding for leg and back pads Common Use: Reserve deployment bags Comment: Comment: Does not degrade like some foam N/A does and will float the rig if the jumper lands in the water; Figure 3-16. Oxford cloth, 200 denier.

however, it does not replace a PFD.

Figure 3-14. Foam, ¼" closed cell athletic foam.

3-6 Specification: PIA-W-4088 Specification: PIA-W-4088 Strength: 500 lb Strength: 2,500 lb 9 23 Identification: 2/2 HB twill, / 16 " width, no color Identification: 2/2 HB twill, 1 / 32 " width, red code centerline Common Use: Stow band retainer loops on main Common Use: Buffer strips, harness attachment deployment bags straps on Navy containers Comment: N/A Comment: N/A Figure 3-19. Type-6 Webbing.

Figure 3-17. ⁄ 16 " Type-1 Webbing.

Specification: PIA-W-4088 Specification: PIA-W-4088 Strength: 6,000 lb Strength: 1,800 lb Identification: Identification: 2/2 HB twill, 3" width, some slider Double plain weave, 1 / 32 " width, edge tapes / 16 " thick, with yellow tracer thread at each selvage edge Common Use: Confluence wraps, container reinforcing Common Use: Modern sport harness, risers Comment: Not to be confused with 5038 Ty-4 Comment: Originally intended for cargo square weave.

netting use; also used in sport harnesses Figure 3-18. 3" Type-4 Webbing.

Figure 3-20. Type-7 Webbing.

Change 1 (December 2015) 3-7

Specification: PIA-W-4088 Specification: PIA-W-4088 Strength: 4,000 lb Strength: 7,000 lb 23 23 Identification: 2/2 HB twill, 1 / 32 " width, black Identification: Double plain weave, 1 / 32 " width, centerline / 32 thick, with black tracer thread at each selvage edge Common Use: Main risers, harness construction Common Use: Modern sport harnesses, military Comment: One of the most common harnesses webbings in use today.

Comment: Designed to be specifically compatible with MS22040, Figure 3-21. Type-8 Webbing.

MS70114, and MS22019 Figure 3-23. Type-13 Webbing.

Specification: PIA-W-4088 Strength: 1,200 lb 23 Specification: PIA-W-4088 Identification: 2/2 HB twill, 1 / 32 " width, red lines at each selvage Strength: 2,500 lb Common Use: Harness buffers, confluence wraps Identification: 2/2 HB twill, 1" width, no color code Comment: N/A Common Use: Sport main risers, chest straps, carry handles Figure 3-22. Type-12 Webbing.

Comment: N/A

Cords, Lines, and Threads

Figure 3-24. Type-17 Webbing.

The most common uses of cord and lines are the suspension lines of the canopy. There are many different types in use.

Almost all cords, lines, and threads are constructed of Nylon, ® Today, the most common are nylon, Dacron, and Spectra .

again because of its inherent strength and relative elasticity.

The rigger needs to know the different types and their uses.

[Figures 3-33 through 3-43] Each may have special techniques to work with them.

3-8 Specification: PIA-W-5625 Specification: PIA-T-5038 3 3 Strength: Strength: A. ½", 1,000 lb; B. / 8 ", 2,250 lb; A. / 8 ", 200 lb; B. / 4 ", 400 lb; C. 1", 525 lb C. 1", 4,000 lb Identification: Ribbon weave, various widths as Identification: Various widths, yellow or black above lines at the center or edges Common Use: Binding tape, canopy-reinforcing Bridles, static lines Common Use: tapes, and line attachment tapes N/A Comment: Comment: One of the most common tapes in use; condition U, R, and Ecco are Figure 3-27. Tubular webbing.

the current treatments.

Figure 3-25. Type-3 Tape.

Specification: PIA-T-6134 Strength: 525 lb Specification: PIA-T-5038 Identification: Plain tubular, 1" width, black line at center Strength: A. ½", 550 lb; B. 1", 1,000 lb; C. 1½", 1,500 lb Common Use: Lower lateral bands for round canopies Identification: Plain weave, various widths Comment: N/A Common Use: Bridles, reinforcing, buffers Figure 3-28. Type-1, 1" Parachute construction tape.

Comment: One of the most versatile tapes available, called “square weave.” Figure 3-26. Type-4 Tape.

3-9 Specification: Commercial, No. 1655 Specification: PIA-T-87130 Strength: 1,200 lb Strength: A. 550 lb; B. 525 lb; C. 3,000 lb Identification: Herringbone weave, 2" Identification: N/A Common Use: Reserve free bag bridles Common Use: Tandem drogue bridles, canopy reinforcing Comment: N/A Comment: A. Ty-1 Class 2; B. Ty-6 Class 2; C. Ty-9 Class 5.

Figure 3-29. Tape, polyester, 2".

® Figure 3-31. Kevlar tape.

Specification: Commercial, No. 7282 Strength: N/A Specification: PIA-W-5664 Identification: Black dotted line down center of Strength: N/A tape Identification: A. 1½"; B. 1" Common Use: Slider reinforcing Common Use: Harness keepers and ripcord Comment: N/A pockets Comment: N/A Figure 3-30. Tape, nylon, 3".

Figure 3-32. Cotton elastic webbing.

3-10 Specification: PIA-C-5040 Specification: PIA-C-5040 Strength: 225 lb Strength: A. 400 lb; B. 550 lb Identification: Braided line Identification: Sheath and core construction Common Use: Used for the locking loop on risers Common Use: Ty-2 used on T-10 canopies; Ty-3 and main closing loops used on 24" and 28" canopies Comment: Generally white with a dashed Comment: A. Ty-2; B. Ty-3 green tracer thread, but can be other colors Figure 3-33. Cord, nylon, Type-2 and Ty-3.

Figure 3-35. Cord, nylon, Type-2a.

Specification: PIA-C-7515 Strength: 400 lb Specification: PIA-C-5040 Identification: Braided line Strength: 1,100 lb with core and 500 lbs without core Common Use: Several sport round reserves Identification: Braided line Comment: N/A Common Use: Used for main closing loops with core removed Figure 3-34. Cord, nylon, Type-1a.

Comment: White, plain Figure 3-36. Cord, Nylon, Type-5.

3-11

Specification: Commercial Specification: Commercial Strength: A. 400 lb; B. 500 lb; C. 600 lb; Strength: 300 lb D. 900 lb Identification: Braided, untreated Identification: Braided hollow line ® Common Use: CYPRES closing loops Common Use: Ram-air canopies Comment: N/A Comment: N/A ® Figure 3-39. Cord, Spectra .

Figure 3-37. Cord, Dacron.

Specification: Commercial Specification: PIA-C-87129 Strength: A. 725 lb; B. 940 lb; C. 1,800 lb Strength: 700 lb Identification: Braided line Identification: Braided, untreated Common Use: Modern ram-air canopies Common Use: Early ram-air canopies Comment: N/A Comment: N/A ® ® Figure 3-38. Cord, Kevlar . Figure 3-40. Cord, Spectra .

Most load bearing hardware consists of drop-forged alloy

Hardware

steel, sheet alloy steel, or forged aluminum alloy. Lightweight Hardware, as defined in the context of parachutes, is “all hardware may be stamped from the sheet alloy steel, or in rare metal parts associated with parachutes, their systems, and instances, cast. Ripcord pins are cold forged. The majority of their suspended loads.” Most riggers identify hardware as the load bearing hardware is forged carbon steel with either the snaps, adapters, rings, links, and releases commonly cadmium or zinc plating.

used on harnesses. In addition to these components, other hardware includes items such as lightweight links and snaps, ripcords and handles, stiffeners, grommets, springs, and snap fasteners. [Figures 3-44 through 3-79] 3-12 Specification: MIL-C-5650 Specification: Commercial Strength: N/A Strength: A. 1,000 lb; B. 1,600 lb Identification: Identification: Braided / 8 " diameter Common Use: Common Use: Strong tandem main canopies Safety stows on free bag systems Comment: Comment: N/A Commonly known as “shockcord.” ® Figure 3-43. Cord, elastic.

Figure 3-41. Cord, Vectran LCP.

Specification: V-T-295 Specification: Commercial Strength: 40 lb Strength: A.500 lb; B. 700 lb; C. 1,000 lb Identification: As marked Identification: Braided Common Use: 5 cord for general harness construction Common Use: Modern ram-air canopies Comment: Comes waxed for hand tacking Comment: Low bulk, dimensionally stable but wears more rapidly than Spectra or Dacron lines Figure 3-44. Cord, nylon, 5 cord Belbob.

Figure 3-42. Cord, HMA.

All specification hardware has the appropriate number stamped or marked on it. The MS prefix is on those with the In recent years, there has been a movement to produce newer MIL-SPEC certification. All with the newer PIA certification design hardware of stainless steel. This removes the problem have the mark with the PS (Parachute Standards) prefix.

of plating and the environmental problems associated with [Figure 3-64] Most of the current hardware has the mark it. However, stainless is harder on the forging dies and the with the MS prefix. As current stocks deplete, the mark on finishing processes take longer. Consequently, stainless new production is with the PS prefix.

hardware is generally more expensive than carbon steel.

3-13 Specification: V-T-295 Specification: MIL-T-43435 Strength: A. E/8.5 lb; B. FF/16 lb; Strength: 80-90 lb C. 3 cord/24 lb; D. 5 cord/40 lb Identification: Black or white colors Identification: As marked Common Use: Hand tacking Common Use: E thread for canopy and general Comment: N/A sewing FF for container reinforcing 3 cord for light harness construction; 5 cord for general Figure 3-47. Thread, nylon, flat braided (supertack).

harness construction Comment: These are the most common threads used.

Figure 3-45. Thread, nylon.

Specification: MS22044 Proof Load: 2500 lb Identification: As marked Common Use: Leg snaps on sport harnesses, Specification: V-T-276 USAF B-12 assembly Strength: A. 4.5 lb; B. 16 lb Comment: Used with small frame adjustable “V” ring.

Identification: N/A Common Use: 24/4 sealing reserves, 3-cord-hand Figure 3-48. Snap, B-12.

tacking, break tackings Comment: N/A Figure 3-46. A. Thread, cotton, 24/4; B. Thread, cotton, 3-cord.

3-14 Specification: MS22018 Specification: MS22017 Proof Load: 2,500 lb Proof Load: 2,500 lb Identification: As marked Identification: As marked Common Use: Navy NB-6 and NB-8 assemblies Common Use: Military harnesses Comment: Comment: Use with large frame “V” rings. Do not use with shallow frame “V” ring.

Figure 3-49. Ejector snap, non-adjustable.

Figure 3-51. Snap, quick fit ejector.

Specification: MS22043 Specification: MS70121 Proof Load: 2,500 lb Proof Load: 5,000 lb Identification: As marked Identification: As marked Common Use: Aviator emergency parachute system Common Use: Army troop reserves Comment: Snap portion is the same as the Comment: Must be mated with the larger “D” B-12 snap rings for both compatibility and strength.

Figure 3-50. Snap, quick fit.

Figure 3-52. Snap, parachute chest-type pack.

3-15 Specification: MS22042 Specification: 1277 Proof Load: 5,000 lb Proof Load: 5,000 lb Identification: As marked Identification: As marked Common Use: Navy chest assemblies, strong Common Use: Adjustable main lift web pulley for tandem passenger harness force reduction Comment: N/A Comment: N/A Figure 3-55. Adjuster, oval ring.

Figure 3-53. Snap, quick connector, parachute harness.

Specification: MS22046-1 Specification: 11-1-485 Proof Load: 5,000 lb Proof Load: 5,000 lb Identification: As marked Identification: As marked Common Use: Army T-10 harness Common Use: MC1-1B assemblies Comment: N/A Comment: Replaces old style D-ring MS22046-1.

Figure 3-54. “D” ring harness, old style.

Figure 3-56. “D” ring harness, new style.

3-16 Specification: MS70113 Specification: MS70114 Proof Load: 2,500 lb Proof Load: 2,500 lb Identification: As marked Identification: As marked Common Use: B4 harnesses Common Use: Military harnesses, sport harnesses Comment: Do not use with quick ejector snaps Comment: N/A Figure 3-57. “V” ring, quick fit, shallow frame. Figure 3-59. Adapter, quick fit, small frame.

Specification: MS27765 Specification: MS22040 Proof Load: 2,500 lb Proof Load: 2,500 lb Identification: As marked Identification: As marked Common Use: Used with ejector snaps Common Use: Military harnesses, sport harness thread-thru leg strap configuration Comment: N/A Comment: N/A Figure 3-58. “V” ring, quick fit, large frame.

Figure 3-60. Adapter, quick fit, large frame.

3-17 Specification: MS22019 Specification: Commercial Proof Load: 2,500 lb Proof Load: 2,500 lb Identification: As marked Identification: DJ-SSA, stainless steel Common Use: Navy harnesses Common Use: Harness and leg strap adapters Does not grip as well as MS70114 Comment: Comment: A smaller version of the MS70114 adapter and MS22040 Figure 3-61. Adapter, quick fit, reversible. Figure 3-63. Adapter, quick fit.

Specification: MS70101 Specification: Commercial Proof Load: 500 lb Proof Load: 2,500 lb, stainless steel Identification: As marked Identification: SP-888 Common Use: Sport harness chest straps Common Use: Sport harness leg strap adapters Comment: Very common; many uses Comment: Manufactured by Wichard in France Figure 3-64. Adapter, quick fit, lightweight.

Figure 3-62. Adapter, 2 piece.

3-18 Specification: Commercial spec Specification: MS22002 Proof Load: 500 lb Proof Load: 3,000 lb Identification: As marked Identification: As marked Common Use: Sport harness chest straps Common Use: C-9 canopies Comment: Mates well with Ty-17 webbing Comment: N/A Figure 3-65. Adapter, quick fit, 1". Figure 3-67. Link, removable connector.

Specification: Commercial Specification: MS22021 Proof Load: 13 kn Proof Load: 3,000 lb Identification: As marked Identification: As marked Common Use: Chest adapter release Common Use: Navy and Air Force canopies Comment: Forged aluminum Comment: N/A Figure 3-66. Adapter, quick fit release.

Figure 3-68. Link, removable connector, speed.

3-19

Specification: Commercial Specification: Commercial Proof Load/SWL: As marked on the link Proof Load: 2,500 lb ® Identification: “Mallion Rapide ” markings Identification: RW-1, 445 Common Use: Ram-air canopies, modern round Common Use: 3-ring release systems reserves Comment: No. 445 shown Comment: A. No. 6; B. No. 5; C. No. 4; D. No. 3.5 Figure 3-71. Ring, harness, 3-ring.

® Figure 3-69. Link, Rapide .

Specification: Commercial Proof Load: 500 lb Specification: 60B4312 (assembly) Identification: RW-2 Proof Load: 5,000 lb Common Use: 3-ring release systems Identification: As marked Comment: Bottom riser ring Common Use: Military harnesses Comment: A. 60B4313/female Figure 3-72. Ring, riser, middle, 3-ring.

B. 60J4328/male proven that moly disulfide (MDS) filled nylon is superior Figure 3-70. Release, parachute canopy quick disconnect, Capewell.

to the other materials and has become the most commonly ® used stiffener material. Today, the use of Lexan is

Plastics and Synthetics

primarily in clear windows in pin protector flaps. Stiffeners The term “plastic” used here is a generic term for synthetic should have rounded edges to prevent wear points and to materials. The use of these materials is primarily for minimize the ability of lines to half hitch around them.

stiffeners in containers. They replace the metal stiffeners [Figures 3-80 through 3-84] used in military systems. High-density polyethylene (HDPE) ® was the first material used followed by Lexan . Time has 3-20

Specification: Commercial Specification: Commercial Proof Load: 250 lb Proof Load: 5,000 lb Identification: RW-3 Identification: N/A Common Use: 3-ring release systems Common Use: Tandem harness assemblies Comment: Upper riser ring Comment: Manufactured by Parachutes de France and Strong Enterprises Figure 3-73. Ring, riser, small, 3-ring.

Figure 3-75. Ring, harness, tandem.

Specification: Commercial Specification: Commercial Proof Load: 250 lb Proof Load: 2,500 lb Identification: RW-4 Identification: RW-6 Common Use: 3-ring release systems Common Use: Replaceable 3-ring harness ring Comment: Small ring of mini 3-ring systems, riser guide rings Comment: Replaces soft RW-1/82 and 83 harness rings.

Figure 3-74. Ring, riser, mini, 3-ring.

Figure 3-76. Ring, harness, replaceable, 3-ring.

Fasteners

Fasteners are various types of devices designed to hold parts or components together or allow them to be held open or closed. The most common designs are hook and loop fasteners ® (Velcro ), snaps, grommets, and slide fasteners (zippers).

3-21

Specification: Commercial Specification: Commercial Proof Load: 2,500 lb Proof Load: 2,500 lb Identification: 2058 Identification: 444, RW-8 Common Use: Tandem drogue release Common Use: 3-ring harness ring Comment: N/A Comment: Sport harnesses Figure 3-79. Ring, harness, mini.

Figure 3-77. Ring, harness, “O” 2058 Cadmium Ring.

Specification: Commercial Specification: Commercial Proof Load: 2,500 lb Proof Load: Work Load: 3850; Breaking Strength: 7700 Identification: 555, RI-1 Identification: 5010-SS Common Use: Sport student harness, pilot emergency harness Common Use: Articulated harness (Hip) ring Comment: N/A Comment: N/A Figure 3-80. Ring, quick fit.

Figure 3-78. Ring, harness, 5010-SS Ring.

®

Housings

Of all these, Velcro and grommets play a major part in ® parachute manufacture. The use of Velcro is primarily for Housings are spiral-wound flexible tubing. Almost all are protector flap closure designs, while grommets are for use in stainless steel. Their design is to route, house, and protect pack closing systems. Both fasteners are subject to extreme the ripcord cable. They are anchored to the container at one wear and tear in their normal use. Consequently, routine end and the ripcord pocket or mount at the other end. Most maintenance involves the repair and replacement of these ripcord housings are compressible only, but some military items. [Figures 3-85 through 3-89] 3-22 Specification: Commercial Specification: 11-1-6991-1 Proof Load: A. Bronze, 800 lb; B. Stainless Proof Load: 1,750 lb steel, 1,765 lb Identification: As marked Identification: As marked Common Use: Military static lines Common Use: RSL lanyard release Comment: N/A Comment: Made in bronze and stainless steel Figure 3-83. Snap, static line, new style.

Figure 3-81. Snap shackle.

Specification: N/A Specification: MS-70120 Strength: N/A Proof Load: 1,750 lb Identification: As marked Identification: As marked ® Common Use: Replacement for Rapide links on Common Use: Military and sport static lines main and reserve canopies Comment: N/A Comment: N/A Figure 3-82. Snap, static line, old style.

Figure 3-84. Soft link.

housings used with seat parachutes are expandable as well.

The 3-ring release system employs the smaller .20" or .18" The reason that ripcord housings are compressible and non- housing for use with Lolon (yellow), or Teflon (orange or expandable is to prevent premature loading of the cable and red), coated release cables. These “cutaway” housings must pin as the rig is donned and the user moves around. One-pin be expandable and non-compressible. The reason for this sport container systems generally use a .26" inside diameter is, in the case where the loop load is excessive, the non- housing. Two-pin and most military containers use a .375" compressible housing will resist the loop or “push” against inside diameter housing. Ripcord housings are measured it allowing an effective “pull” of the cable from the loop.

under slight tension.

3-23

Specification: Commercial Specification: Commercial Strength: N/A Strength: N/A Identification: 025", .040", .060" Identification: Orange color Common Use: Stiffeners in container systems Common Use: Hand deploy handles, pinless student ripcords Comment: The preferred material in modern container systems. Comment: N/A ® Figure 3-85. Molydisulfide Nylon—MDS (Nylatron ). Figure 3-87. HDPE tubing, 1 ½".

Specification: Commercial Specification: Commercial Strength: N/A Strength: N/A Identification: .030", .060" Identification: .040", .060" Common Use: Windows in container systems, Common Use: Stiffeners in container systems stiffeners in older systems Comment: Used in older systems. Deforms Comment: Breaks easily easily.

® Figure 3-88. Polycarbonate—Lexan .

Figure 3-86. Poylethylene, high density (HDPE).

Ripcords, Cables, and Swages

Thus the term “ push-pull system.” A compressible housing compresses until it reaches its limit of compression, which The standard ripcord used today on most parachute systems could be as much as 20 percent of the total length. In a consists of a stainless steel handle, ⁄ 32 " 7 × 7 corrosion two-cable scenario, such as the 3-ring, the differential could resistant steel cable, a stainless steel terminal ball, and one or be as much as to allow the short side to release without more stainless steel pins swaged onto the cable. The handles releasing the long side. Cutaway housings should be come in various shapes and sizes in order to be compatible measured in a relaxed state and then compressed to ensure with main lift web lengths and pocket sizes and particulars, that it remains within the manufacturer’s allowable tolerance.

such as whether the ripcord grip is inboard or outboard. The [ Figures 3-90A through 3-92C] terminal ball may be of several configurations, such as a 3-24 Specification: PIA-F-10884 Specification: Commercial Strength: N/A Strength: N/A Identification: N/A Identification: N/A Common Use: General purpose snap Common Use: Transparent windows for ® CYPRES and VIGIL control units Comment: Open when pulled from any direction.

Comment: N/A Figure 3-91. DOT Fasteners, Durable.

Figure 3-89. Vinyl.

Specification: PIA-F-10884 Specification: PIA-F-21840 Strength: N/A Strength: Varies according to use and type Identification: Button marked with “pull-the-dot” Identification: Different widths from / " to 3", 1" markings most common Common Use: Military container closure flaps Common Use: Closure flaps, bridles, toggles Comment: Open only when pulled from one Comment: An extremely versatile fastener particular side.

material that comes in two types: high tenacity/low frequency (of use) and low tenacity/high frequency.

Figure 3-92. DOT Fasteners, Pull-the-dot.

® Figure 3-90. Fastener tape, hook and pile, nylon (Velcro ).

On modern sport parachutes, the hand deploy pilot chute replaced the conventional ripcord, by either throw- ball and shank design. The pins usually are one of two basic designs: intermediate pin or terminal pin. The advantage of the out or pull-out. These configurations use the curved or straight locking pins attached to the pilot chute bridle.

intermediate pin is that it can be visually inspected easily by the rigger in the field. The end of the 7 × 7 cable can actually be [Figures 3-93 through 3-101] seen where it is ground off at the bend in the shank of the pin.

Metal ripcord assemblies are used on reserve and emergency parachute systems and military mains. Main ripcords may also consist of plastic handles and nylon coated cable without pins.

3-25

Specification: MIL-G-16491 Specification: PIA-H-7750 Strength: N/A Strength: N/A Identification: As marked Identification: ID approximately .375" Common Use: Container closure systems, 3-ring Common Use: Military parachute assemblies risers, deployment bags Comment: Brass or steel ferrules Comment: Rolled rim spur grommets are the most common grommets used in Figure 3-95. Housing, flexible, ripcord.

modern parachute systems.

Figure 3-93. Grommets.

Specification: Commercial Strength: N/A Specification: V-F-106, AN229 Identification: ID approximately .26" Strength: N/A Common Use: Most modern sport systems Identification: N/A Comment: Brass or steel ferrules Common Use: Some military containers, carry bags, jumpsuits Figure 3-96. Housing, flexible, ripcord.

Comment: Most modern zippers are polyester though they are still referred to as Nylon. Metal zippers are used than forged steel. The plastic-looking, nylon “SR-Type where significant strength is required. Zipper comes in rolls and Snaps” are used on gear bags, helmets, and as temporary can be cut to fit.

holds for things such as tandem passenger drogue release handles. [Figures 3-102 through 3-118] Figure 3-94. Interlocking slide fasteners (zippers).

Chapter Summary

Miscellaneous

The miscellaneous category includes remaining items that Material identification and understanding of its functional application is one of the most important aspects of becoming do not fit in any of the other categories. They fall somewhat under the category of hardware, but are not load-bearing a parachute rigger. In order to properly inspect and recertify equipment—which is the rigger’s primary task—one has type hardware like legstrap friction adaptors or hip rings.

Most of the these items are made of stamped metal rather to be able to recognize when a material is worn beyond its 3-26 Specification: A. 55A6480 Specification: Commercial B. MS70107 (61C4304) Strength: N/A Strength: Subjected to 8 lb bend test Identification: .18" – .20" ID Identification: N/A Common Use: 3-ring release systems Common Use: Ripcords and life raft releases Comment: Brass ferrules Comment: N/A Figure 3-97. Housing, flexible, 3-ring.

Figure 3-99. A. Pin, ripcord, terminal; B. Pin, ripcord, intermediate.

Specification: A. Commercial; B. 3516AS8410; Specification: A. MS70093 C. Commercial; D. MS70106 B. MS20664 Pull-tested to 40 lb min.

Strength: Strength: A. 736 lb B. 920 lb As marked Identification: Identification: N/A Ripcord assemblies Common Use: Common Use: Ripcords Comment: A. Modern trapezoidal or “D”; B. Martin Baker; C. Mini Helwedge; Comment: N/A D. Cloverleaf Figure 3-100. A. Ball, terminal; B. Ball and shank.

Figure 3-98. Handle, steel, ripcord.

the fabric. Various forms of silicone and polyurethane required strength or if the wrong material has been selected coatings are used to create what we call in the vernacular, to make a repair.

“Zero-P.” Generally, coated canopy cloth is referred to as 0 cfm (cubic foot per minute), and uncoated canopy cloth is New high-tech fabrics are continually being explored, referred to as 0-3 cfm. When we speak of porosity, we are especially in the area of canopy connector lines and canopy referring to a measure of the tiny open spaces in the weave of cloth. Great improvements have been made in the reduction of the fabric. As canopy fabric wears, it becomes more porous permeability of canopy fabrics. Permeability is a measure of and the permeability increases.

the ease with which a fluid (air in this case) can move through 3-27 Specification: MIL-W-5424 Specification: / 16 " 7×7 galvanized, nylon coated to / 8 " Strength: 920 lb Strength: N/A Identification: N/A Identification: Shiny black Common Use: Ripcord cable Common Use: Pinless main ripcords for student Comment: N/A systems Comment: The nylon coating is very hard to Figure 3-101. 7×7 stainless steel corrosion resistant cable.

prevent the loop from cutting into the coating.

Figure 3-102B. Black pinless r/c cable.

Specification: / 32 " 7×7 galvanized, nylon coated to / 32 " Strength: N/A Specification: / 16 " 7×7 galvanized, Lolon F Identification: Translucent coated to / 8 " Common Use: Main static line flex-pin, tandem Strength: N/A release cables Identification: Yellow color Comment: Softer nylon than the black cable Common Use: 3-ring release cables Figure 3-102A. Static line cable.

Comment: Some are marked with “RW” on cable; must be oiled monthly Figure 3-102C. Lolon 3-ring cable.

3-28 Specification: / 16 " 7×7 galvanized, FEP Teflon Specification: Commercial, stainless steel coated to / 8 " Strength: N/A Strength: N/A Identification: N/A Identification: Red or orange in color Common Use: A. Throw-out pilot chute bridles Common Use: 3-ring release cables and drogue B. Pull-out pilot chute bridles release cables Comment: N/A Comment: No need for oiling Figure 3-105. A. Release pin, curved; B. Release pin, straight.

Figure 3-103. Teflon 3-ring cable.

Specification: A. NPU 56-039 B. MS27763 Specification: N/A Strength: N/A Strength: N/A Identification: MS27763 has three notches in the Identification: N/A base Common Use: 3-ring release cables and various Common Use: NPU 56-039 used with Navy release cables stiffeners MS27763 used on many Comment: A. / 32 " Comment: MS27763 is the most common B. / 16 " cone used 3 3 Figure 3-104. Nicopress swage, ⁄ 32 " and ⁄ 16 ".

Figure 3-106. Cones.

3-29 Specification: A. 43A21915 Specification: 53B7105 B. MS90295 Strength: N/A Strength: N/A Identification: As marked Identification: N/A Common Use: Used with MA-1 pilot chutes Common Use: Military container systems and pack opening bands (POB) Comment: N/A Comment: These are the standard combination Figure 3-109. Disc assembly, pilot chute ejector.

used with POBs and eyes Figure 3-107. A. Eyes; B. Hooks.

Specification: MIL-R-1832E Strength: 45 lb new Specification: A. AN 6572 Identification: Tan in color, 4 sizes: B. MS70092 1-¼" × / 8 " × .062"; Strength: N/A 1-½" × / 8 " × .062"; 2" × / 8 " × .062"; Identification: N/A 2" × / 8 " × .062" Common Use: A. Navy seat packs Common Use: Securing line stows B. Army chest packs Comment: Manufactured by Keener Rubber Co Comment: N/A Figure 3-110. Rubber bands, parachute suspension line.

Figure 3-108. End tabs.

3-30 Specification: 60A113C29-1 Specification: Commercial Strength: N/A Strength: N/A Identification: As marked Identification: 11.0R Common Use: NB-6 and NB-8 Navy back Common Use: Securing ripcord housings parachutes Comment: N/A Comment: N/A Figure 3-111. Clamp, housing, single. Figure 3-113. Stiffener, housing, Navy.

Specification: Commercial Specification: 56C6392 Strength: N/A Strength: N/A Identification: 0809/2 Identification: As marked Common Use: Securing 3-ring housings Common Use: Air Force parachutes, B-12, etc.

Comment: N/A Comment: N/A Figure 3-112. Clamp, housing, double.

Figure 3-114. Stiffener, housing, Air Force.

3-31 Specification: Commercial Specification: Commercial Strength: N/A Strength: N/A Identification: N/A Identification: As marked ® Common Use: Reserve pilot chutes Common Use: Used on CYPRES locking loops and main locking loops Comment: N/A Comment: N/A Figure 3-115. Cylindrical spring, pilot chute.

Figure 3-117. Washers, locking, loop.

Specification: Dwg.#53C7207 Specification: Commercial Strength: 28 pounds when compressed to within 1-inch Strength: N/A Identification: N/A Identification: As marked Common Use: Reserve pilot chutes, main pilot Common Use: Lightweight, non-load bearing uses chutes Comment: A. Sidelock; B. Adjuster.

Comment: Commercial use with mesh lower and 0-3 cfm upper surface Figure 3-118. Nylon hardware.

Figure 3-116. MA-1 Spring, pilot chute.

3-32

Chapter 4

Operations

Introduction Certificated parachute riggers represent a professional cadre within the parachute community. According to Title 14 of the Code of Federal Regulations (14 CFR) part 65, section 65.129(f)(1), “No certificated parachute rigger may exercise the privileges of his certificate and type rating unless he understands the current manufacturer’s instructions for the operation involved and has performed duties under his certificate for at least 90 days within the preceding 12 months.” Manufacturers of main parachutes have packing techniques that they have developed for their products. Most of them follow established methods in common use. Experience has shown that if the packing techniques required for a specific main are too complex, the market may not receive them favorably.

Throughout the chapter, each component of the parachute is discussed along with its function and how it applies to the entire assembly. One component can have a significant effect on the performance of another. For example, a pilot chute that is too large may result in too fast of an opening; and a pilot chute that is too small may not be able to overcome a bag lock.

4-1

There are essentially two ways to pack a square parachute:

Sport Parachute Main Packing

flat packing or proper ram-air orientation (PRO) packing.

Techniques

When flat packing, the canopy is laid on its side so that you When we talk about “square” parachutes, what we really are viewing it in profile. The canopy is S-folded stacking the mean is rectangular plan form, semi-elliptical, or elliptical line groups on top of one another. Variations to this method plan form. [Figures 4-1 through 4-3] Plan form refers to the include rolling the nose from the leading edge to the A line, shape of the canopy from a “birds eye view.” toward the tail, or splitting the nose cells in half, rolling them inward, and tucking them into the center cell. The tail is then split and cocooned around the rest of the canopy.

The most common method of packing “square” mains and reserves, however, is PRO packing. Developed by John Sherman in the early 1970s when “squares” were first being introduced, the premise was to pack them the same way one would pack a round parachute—that is, to separate the four line groups and flake the perimeter of the parachute with the nose facing forward and the tail of the canopy facing rearward. If one were tall enough to raise the round parachute off the floor, it could be PRO packed. The advantage of PRO packing is that it results in a more even distribution Figure 4-1. Rectangular plan form canopy.

of forces during opening shock and on-heading openings.

Figures 4-4 through 4-35 illustrate PRO packing. There are several variations to this technique designed for special purposes. Free fall cameramen may require a slower opening to reduce the opening shock. Canopy Relative Work (CRW) parachutists may want faster sub-terminal openings. The rigger should be able to provide guidance to the parachutist for the type of opening required.

Figure 4-2. Tapered tip plan form canopy.

Figure 4-4. Check line continuity and separate line groups. Cock the slider.

Figure 4-3. Elliptical plan form canopy.

4-2 Figure 4-5. Set the brakes and walk up the lines pushing the slider Figure 4-7. Flake out the cells of the canopy at the nose, pressing ahead of you. This is also known as “Doing a 4-line.” them against your thigh.

Figure 4-8. Tuck the nose of the canopy between your legs.

Figure 4-6. The nose of the canopy is facing the packer. The tail of the canopy is facing outward.

Figure 4-9. Flake the canopy fabric between the A-B, B-C, C-D line groups following the perimeter of the canopy.

4-3 Figure 4-10. Separate and clear the material between the line Figure 4-12. The slider can be quartered or simply halved with the groups. slider grommets resting up against the slider stops at the stabilizers.

Figure 4-13. Pull the tail up over the canopy and hold it under your thumb.

Figure 4-11. Note the staggered order of the line groups. The As Figure 4-14. Roll the tail to prevent the canopy from splaying out are the highest; the Ds are the lowest except for the upper control when it is laid down on the ground. Be sure to prevent the upper lines at the very bottom of the picture.

control lines from coming around to the nose of the canopy. Keep them centered and back.

4-4 Figure 4-18. The “cocoon” should be slightly wider than the deployment bag.

Figure 4-15. Press the air out of the canopy.

Figure 4-19. Pull the kill line out of the bag at this time.

Figure 4-16. Lay the canopy down on the ground.

Figure 4-20. Use a knee to keep control of the top of the canopy.

Figure 4-17. Cocoon the canopy making it a uniform width.

4-5 Figure 4-21. Make the first “S” fold. Figure 4-24. Most canopies take two S folds. Pull PCA ring outward so that it is up against the grommet inside the bag.

Figure 4-22. Use a knee to maintain control of the canopy.

Figure 4-25. Insert the canopy into the bag one side at a time.

Figure 4-23. Make an additional “S” fold.

Figure 4-26. The objective is to fill the corners of the bag and keep the center of the pack job soft.

4-6 Figure 4-27. Shove the canopy down into the bag filling the corners. Figure 4-30. Make a locking stow.

Figure 4-28. Use the flap of the bag to help control the canopy. Figure 4-31. The second locking stow. Note the generous size of the bight.

Figure 4-29. The closing flap of the bag is pulled so that the Figure 4-32. Keep the stows neat and separate. Here, the weight grommets meet the rubber bands. You should not have to stretch the rubber bands very far. and mass of the lines is balanced to prevent line strip.

4-7

Figure 4-33. Pull pilot chute kill line from bottom of bag.

Figure 4-35. Drop the excess line into the pilotchute.

Deployment and Inflation Characteristics Main canopies have changed dramatically over the last several years and, consequently, different opening problems have emerged. Some canopies are inherently hard openers, while others are inherently slow openers. Accuracy canopies, with their thick airfoils and large overhanging topskins, fall into the first category, while thinner airfoils, with flatter trim and baffled leading edges, tend to fall into the latter.

One of the most common problems encountered is that of hard openings. Line strip or line dump is the leading cause of hard openings. This occurs when inadequately-stowed lines come off of the bag all at once instead of releasing one line bight at a time in an orderly fashion, and subsequently the canopy is allowed to inflate prior to line stretch resulting in sometimes an explosive opening. Securing the lines so that it takes approximately 12 pounds of force to release each bight is accomplished with a proper stow band and balancing the weight and mass of the lines by placing 50 percent of the line weight and mass on the mid-section of the bag and 25 percent of the weight and mass on each side of the bag. This Figure 4-34. Pull the kill line through the bridle.

alleviates the problem of line strip.

4-8

There are other methods employed to reduce hard openings, such as rolling the nose of the canopy to delay the initial inflation process as the leading edge unfurls. This rolling technique varies from a single roll to several rolls.

[Figure 4-36] If this does not solve the opening problem, riggers should contact the manufacturer for advice. Most manufacturers are very cooperative and have considerable expertise in working with their products.

Figure 4-36. Rolling the nose of the canopy.

The manufacturer may recommend modifying the slider size or deployment brake settings. Of these options, the easiest to Figure 4-37. Rubber band on center C-Line attachment tab holding do is to change the brake setting. Reducing the brake setting apex of slider.

results in less pressure on the canopy during opening, thereby reducing the opening force. The negative effect of reducing the is a desirable characteristic, but as the canopy fabric wears brake setting is an increase in opening surge. The new brake and permeability increases, the openings may get too slow.

setting must find the balance of these results that best fit the user. If changing the brake setting does not work, then the The effect on fabric that originally had a permeability of 0–3 rigger may wish to increase the size of the slider to slow the cubic feet per minute (CFM) or 0–5 CFM, such as PIA-C- openings. This usually means replacing the slider with a larger 44378, may not be as dramatic. With these canopies, pulling one. This has the effect of increasing the drag on the slider and down the tail by deepening the brake setting speeds up the restricting the canopy inflation. Another effective method of inflation of the canopy. The rigger must be careful not to set preventing hard openings is to install a 2-inch diameter rubber the brakes so deeply as to place the canopy in a stall during band on the center B or C line attachment tab and stowing the opening. If this does not work, then decreasing the size of apex of the slider in a single wrap of that band. [Figure 4-37] the slider or the fabric type of the slider may help speed up The jumpers’ airspeed also has a significant effect on opening the openings. The size and condition of the pilot chute may shock. Jumpers should make a conscious effort to slow down also contribute to the perceived speed of opening.

before putting out their pilot chute, and then assume a slightly head high attitude in preparation for opening.

Another cause is when the canopy gets out of trim due to the stretch of the suspension lines or shrinkage of steering/ As canopies age and accumulate substantial jumps on them, brake lines. The rigger should check the trim of the canopy many begin to develop slow openings, commonly known against the manufacturer’s specifications and either re-trim as “sniveling.” If the canopy was originally packed with the canopy or re-line it. This may have a pronounced effect of the nose rolled, reducing the number of rolls may speed up improving the openings, as well as the flying characteristics.

the openings. However, many times the slow openings are due to other causes. Probably the main reason for canopies Main Pilot Chute developing slow openings is increased porosity that occurs Hand deploy pilot chutes are made from either the with frequent use. It is especially noticeable on canopies that PIA-C-44378 (0–3 CFM) (formerly known as F-111 which have a “lip” or a baffled nose. These particular design features is a proprietary brand name that is no longer manufactured.

cause a canopy to open slower for softer openings, which 4-9

Currently 0-3 CFM is commonly referred to as Silktique and Using a smaller bag than the container was built for can result Exazta-Chute) fabric or zero porosity (0 CFM) fabric. The in unsafe conditions as well. In the event of a premature PIA-C-44378 fabric begins as a very low-porosity fabric but, container opening, the bag may float out before the jumper as it is used, the permeability increases. When this happens, has an opportunity to deploy the pilot chute. Some friction the drag of the pilot chute decreases. Consequently, the ability is desirable so that the bag rotates out of the container in of the pilot chute to “lift” the weight of the canopy decreases the proper sequence—bridle up, lines down. There is an and the speed of the opening is affected. Experience has exception to this tenet for wingsuiters, who essentially open shown that pilot chutes made from this type of fabric exhibit in a track. So, the size of the pilot chute and, to some extent, a decrease in performance at around 500 jumps under normal the deployment bag can have considerable effect on the use. Pilot chutes made from the ZP fabric last considerably opening of the main parachute.

longer than those made from 0–3 CFM fabric. However, there has been some disagreement concerning the use of the two Bridle Length different fabrics in pilot chutes. One canopy manufacturer The length of the bridle has an effect primarily on the advocates the use of F-111-type fabric only. They believe deployment of the main pilot chute itself. In the case of a the ZP fabric contributes to hard openings. Most parachutists throw-out pilot chute, the bridle must be long enough to get like ZP pilot chutes because they last longer. The size of the the deployed pilot chute out of the turbulence in the wake of pilot chute has a direct correlation to the type of opening the jumper’s back. If the bridle is too short, the pilot chute experienced. In the early days of hand deploy chutes, a 36- stays in the parachutist’s burble. The length of the bridle inch 0–3 CFM pilot chute was standard on most systems. from the locking pin to the pilot chute averages around 7 feet.

As the canopies became smaller and lighter, pilot chutes became smaller as well. Today, 24-, 26-, 28-, and 30-inch Recent years have seen the growth of the use of the “birdman” pilot chutes are all common.

flying suits or wingsuits. Because of the increased surface area and the decreased free fall speeds, the use of a longer Several factors dictate the size of the pilot chute used. The bridle has become common, with a 9-foot length working first is the weight of the canopy. Another factor is the main well. Along with the longer bridle, containers have been container closing configuration. Some systems are designed modified to allow the bottom to open fully and the main bag to hold the deployment bag so securely that it requires more to be extracted rearward towards the feet due to the more drag to extract it from the container. This type may require horizontal trajectory of the parachutist. Some manufacturers a larger pilot chute than the type of container that allows have also reoriented the mouth of the main deployment bag unrestricted extraction of the bag. This same problem can for wingsuiters so that the lines are sitting on the floor of the develop when an individual packs an oversized main canopy container tray rather than the bottom flap. This way the bag into the main container. If a larger deployment bag is used rotates 90° out of the container rather than 180°.

to hold the additional volume and the bag is forcibly stuffed into the container, the bag can be restricted from being pulled In the case of a pull-out pilot chute, where the jumper actually smoothly from the container. If the pilot chute is too small, a pulls the pin, the pilot chute is placed with an arc motion of pilot chute in tow can result. If the parachutist puts a larger the arm in the fast air near his or her head so as to avoid the pilot chute on the system, the bag can be extracted from the burble. The jumper’s grip on the pull-out handle is gradually container, but the increased size of the pilot chute contributes released as they rotate into a head-high position, reducing the to increased snatch force during the opening sequence. This size of the burble, and in preparation for opening.

results in perceived hard openings.

Rubber Bands It should be noted that deployment bags are matched The rubber stow bands play an important part in the dimensionally to containers—not to canopies. If the tray of deployment sequence and serve two important functions.

your container is 12 inches wide, 7 inches long, and 5 inches First, they hold the mouth of the deployment bag closed thick, the bag should also be those dimensions. Forcing a and prevent premature deployment of the main canopy.

larger bag into the container overstresses the flaps, grommets, Secondly, they hold the line stows securely to allow a clean, stiffeners, and some loop anchors. Conversely, if you put orderly deployment of the lines. With the advent of smaller ® ® a smaller canopy than was originally intended into the diameter lines, such as 550 or 725 Spectra and HMA , container, you should use the same bag and pack the canopy smaller diameter rubber bands have been developed to as wide and “fluffy” as possible. In other words, do not squish properly secure these lines. If the smaller rubber bands are all of the air out of the pack job as you normally would. The not available, many parachutists double stow the larger rubber main closing loop should be appropriately shortened.

bands around the small lines.

4-10

There are other products, which are designed to replace rubber Riggers must be familiar with the assembly of the 3-ring bands and last longer, but they have downsides. Rubber bands release since they may have to connect new canopies to the other than military standard (Mil Spec) rubber bands may not harness and container or have to disconnect the main canopy to break at the desired 40–45 pounds and can lead to bag locks. untangle it after landing. Shown in Figures 4-40 through 4-47 Other products may not have enough retention ability and is the correct assembly sequence. The rigger must also be allow the lines to “dump.” Figure 4-38 shows the various able to inspect the 3-ring release to determine any wear. In ® rubber bands and Tube Stoes . In addition to the correct rubber particular, the following areas need to be inspected: bands, the length of the line stows is important as well. In the past, 1-inch stows were common, but today 3-inch stows are recommended by several manufacturers. Figure 4-39 shows the comparison between the two lengths. The main point to remember is that the lines must be stowed neatly and securely.

Figure 4-40. 3-ring layout.

® Figure 4-38. Rubber bands and Tube Stows .

Figure 4-41. 3-ring middle through large ring.

Figure 4-39. Line stow length comparison.

Assembly of the Main Canopy To The Harness and Container The rigger should be familiar with the various types of canopy releases currently in use. In skydiving, the most common release is the 3-ring release system. It was originally developed in 1976 for skydiving, but has since become the dominant release system for intentional jumping, both civilian and military.

Figure 4-42. 3-ring small through middle ring.

4-11 Figure 4-46. 3-ring cable through loop.

Figure 4-43. 3-ring loop over the top ring.

Figure 4-47. 3-ring assembled (from front). Figure 4-44. 3-ring loop profile view.

• Harness 3-ring attachment—check for wear on the webbing and any damage to the ring or chipping of the plating. [Figure 4-48] Figure 4-45. 3-ring housing terminal over loop (rear).

Figure 4-48. Harness 3-ring inspection.

4-12

• Main riser rings—check for webbing wear, hardware plating, grommet wear, and locking loop wear/ damage. [Figure 4-49] Figure 4-51. A 3-ring release handle with yellow Lolon cable needs oiling.

Figure 4-49. Riser release end.

• Release housings—check for damage to terminal endings and grommet, obstructions or dirt in housing, and check security of the housing tacking to the harness. [Figure 4-50] Figure 4-52. A 3-ring release handle with orange Teflon cable does not need oiling.

Assembly of Components and Compatibility Advisory Circular (AC) 105-2D, Sport Parachuting states that “the assembly or mating of approved parachute components from different manufacturers may be made by a certificated, appropriately rated parachute rigger in accordance with the Figure 4-50. Release housing and terminal.

parachute manufacturer's instructions and without further authorization by the manufacturer's or the FAA.” This allows • 3-ring release handle—check the cable for cleanliness the rigger to assemble different canopies to different harness and cracks, and ensure that the cable ends are sealed.

and container systems. This is an important authorization for Yellow Lolon cables must be oiled monthly to ensure any rigger in that there are dozens of possible combinations.

release-ability. [Figure 4-51] Red or orange Teflon cables do not require oil but should still be inspected When various parachute components are interchanged, the ® every 180 days; inspect the Velcro on the handle.

parachute rigger should follow the canopy manufacturer’s [Figure 4-52] instructions, as well as the parachute container manufacturer’s instructions. However, the container manufacturer’s Any questions concerning the particular harness 3-ring instructions take precedence when there is a conflict between installation should be directed to the harness and container the two. The logic behind this is that the container is the manufacturer.

active component and the canopy is the passive component 4-13

with regard to deployment. Determining compatibility is pounds. It is important to note that neither category had a more than simply determining the volume compatibility of weight limitation.

a canopy to a container size. Other factors, that need to be considered are the deployment type, technical standard order Weight has only a minimum effect on parachute opening (TSO) certification, and placard limitations. forces. To be exact, if you were to increase a given weight by 50 percent, you would only see a 5 percent increase in Reserve Bag Extraction Force opening force; likewise if you double that given weight, you would only see a 10 percent increase in opening force.

When we ask the question, “How do you determine compatibility between approved parachute components,” This seems counter intuitive until you think about it. Speed the answer is, “Rig functionality must not be compromised.” Some say if a reserve canopy is too bulky, the reserve is the critical factor that hurts us and our equipment when we have the occasional hard opening. But because speed is often deployment bag is not easily extracted. If you can get the bagged canopy in the container, it should take no more than derived from mass or weight, we associate the hard opening with primarily weight. Let us look at the calculations.

18 pounds of pull force to extract it.

TSO Certification and Placard Limitations The math model for opening forces is described in the “Recovery Systems Design Guide” by Theodore Knacke.

This area is one where many riggers have some confusion.

The definitions and formula is as follows: According to AC 105-2, Sport Parachute Jumping, “the strength of the harness must always be equal to or greater • Force—total opening forces than the maximum force generated by the canopy during • C —drag coefficient of canopy d certification tests.” In the case where the harness is certificated under TSO-C23b and the canopy under TSO- • S —square footage of canopy o C23c, the maximum generated force of the canopy must • Q—dynamic pressure in pounds per/square foot not exceed the certificated category force of the harness (½ ρʋ ) and container (i.e., Low Speed Category (3,000 pounds) and Standard Category (5,000 pounds)). In this instance, no • X —decreasing load factor additional marking on the container is necessary.

NOTE: There are 2 methods for deriving this factor.

The Pflanze method and a lookup of the chart included In the case where the canopy is certificated under TSO-C23b in the reference manual. The chart is the simplest for and the harness under TSO-C23c, the strength of the harness personnel parachutes and effectively results in being must be equal to or greater than the certificated category one tenth of the pound per square foot loading.

force of the canopy.

• C = shock load coefficient which is derived from For the current TSO-C23d, the peak force measured during x testing and includes such things as slider size, brake the strength drops must be placarded on the outside of the setting, angle of nose cut, etc. For this exercise we harness. In this case, the strength of the canopy must not will use a value of 1 as this number ranges from .5 to exceed that of the harness.

1.5 or so. Without a slider it can go as high as 10.

The rigger, when making the determination as to whether a Therefore: Force = C × S × Q × X × C d o 1 x particular canopy and rig combination is compatible, must consider all of the above areas. If there is any doubt, the rigger If we group the C × S × Q and calculate them, at first we d o should contact the rig manufacturer for guidance.

get a big number ie: Harness Strength C = .8 S = 200 square feet Q = 33 PSF @ 117MPH d o TSO-C23b was originally written back in the 1940s before together = .8 × 200 × 33 = 5,280 pounds. This number is the advent of square parachutes. It had two categories under then ameliorated by the X decreasing load factor and the C 1 x which a parachute system could be certified. The “Low shock load factor. If the C is 1 (and we will assume this for x Speed” category was limited to use in aircraft under 150 miles this example), then it has no effect on the outcome.

per hour (MPH) and certified to 3,000 pounds. This category required large block letters decrying “limited to use in aircraft The X factor is the key because it is based on pounds per under 150 MPH.” It also had a “Standard Category.” This square foot loading multiplied by 1. If you try different category required no warning labels and had neither weight weight values and reiterate the formula, you can see it only nor speed limitations and was tested and certified to 5,000 4-14 changes the X factor by fractional amounts and only affects of the two systems is applied and subjected to a high-stress the outcome minimally as described earlier. sport jump, the capability of the harness may be exceeded.

National Aerospace Standards (NAS) 804 has the best Both systems were tested using a 300-pound test dummy at requirements for structural integrity of any standard written 180 knots (207 MPH) Cat “B” TSO-C23c.

to date. This is because it has a strength requirement: 3,000 pounds for the Low Speed Category and 5,000 pounds for System 1: 200 square foot canopy W/.8 C produces a 1,304 d the Standard Category. Other standards (AS8015) use a pounds force on opening at test speeds.

performance requirement (weight versus speed) for structural integrity verification. This would be acceptable except for one System 2: 100 square foot canopy W/.9 C produces a 3,668 d small problem. AC 105-2, Sport Parachute Jumping, allows pounds force on opening at test speeds.

for mixing and matching of approved components. This is a problem because different canopies open with different The ratio of opening force differential is 2.8 to one or System opening characteristics at the same weights and speeds. This 2 opens with 2.8 times greater force than System 1.

is defined and accounted for by the C value. Therefore, if a x harness is built and tested using a canopy with a low C and Let’s say a harness is built for System 1 using 1,500 pounds x matched with a canopy (under the provisions of AC 105-2) capable hardware. It passes the structural drops, as it only with a high C , the results could be disastrous. sees 1,304 pounds.

x NAS 804 systems need no further consideration other than Another harness is built for System 2 that has a canopy with originally called for. The Low Speed designation is limited to desirable flight characteristics but that tends to open hard.

use in aircraft under 150 MPH at any weight. Likewise, the Standard Category of 5,000 pounds has no weight or speed The jumper wants the canopy with desirable flight limitations. This is an unlimited category. One reason for this characteristics in his new System 1 rig. If compatibility is because of the limited effect of weight on opening forces. is derived from performance standards, then these are Speed is what kills. If a human body were to reach a 5,000 compatible since they were both tested using a 300-pound pound shock load, it would come apart before the harness drop test dummy at 180 knots. It is entirely possible that a or canopy. At less than 150 MPH, even at a high weight, it sport opening under extreme conditions could produce an will not exceed 3,000 pounds. opening of 1,600 pounds, which exceeds the capability of the 1,500 pound hardware. [Figure 4-53] It may be evident now that there is a flaw in our structural Canopy Characteristics requirements due to the mixing and matching of approved System 2 Variable System 1 System 2 components under the performance standard versus a with 100-foot canopy structural standard. This came about as a result of the change C 0.8 0.9 0.9 d from a Structural Standard (NAS-804) to a Performance S 200 100 100 o Q Standard (AS 8015b). Now we have no way to determine 108.7 108.7 50 Subtotal 17,392 9,783 4,500 compatibility for TSO-C23c (AS8015b).

X 0.15 0.25 0.20 C 0.5 1.5 1.5 x It may not be possible to have compatibility using Force = 1,304.4 3,668.625 1,620 pounds performance standards alone. That is why we added placards (Ratio 2.8125) for the “weight tested to” for harnesses and the “force generated” for canopies to TSO-C23d. There is no way Figure 4-53. Canopy characteristics.

to determine compatibility from one parachute system to another within the same category of the same standard if TSO-C23b does not really have any limitations except for they are judged using a performance standard. Just because speeds below 150 for “Low Speed” category with no weight they were tested at the same weight and speed does not mean limit. That standard is good for all skydiving scenarios. The they saw the same opening forces. Different canopies open 3,000 pounds test load is strong enough for anything and with different characteristics. Listed below is a hypothetical force is a good base line for compatibility.

comparison of the opening characteristics of two different systems tested to the same performance standard. The math The current regulation for placarding (AS8015c/TSO C-23d) is the same as previously discussed. The two canopies have calls for “Average Peak Force.” Under AS8015b/TSO-C23c very different opening characteristics, and they produce very (the previous version), there is no way for a rigger to make the different results when tested at the same levels. When a mix necessary determinations without help from the manufacturer 4-15

doing some kind of retro placcarding as the requirement did not include force measurement. Fortunately, there are only a small number of systems/components certified under this rendition. Any component so certified would not be able to be used as there are no guidelines for compatibility.

Volume An important criterion in determining compatibility is the volume of the canopy. The canopy has to fit into the container in such a manner as to not place undue stress on the system when packing and to be extracted by the pilot chute during deployment. The container manufacturer usually provides a volume chart of their systems stating what the volumes are for the various model sizes. Container volumes are somewhat nonsequitur; however, as container manufacturers derive their numbers in different ways. Some container manufacturers do not publish numbers per se; rather, they indicate a model designation that fits a size range of canopies.

The canopy manufacturer should provide the volumes of the canopy models. Measuring canopy volumes has proven to be an imprecise science as there are various methods that can be used. The most common method involves placing the canopy in a tubular chamber and compressing it with a standard amount of weight for a set time. The displaced volume is then measured. Figure 4-54 shows one such volume chamber. Slight differences in volume can be seen Figure 4-54. Volume chamber.

from chamber to chamber and canopy to canopy. These variances occur due to humidity at the time the test is conducted and due to variation in the bulk of the fabric that the canopy was built with. For example, sometimes a 150 square foot reserve is 312 cubic inch and sometimes that very same model, built using a different dye lot of fabric is 363 cubic inch. Canopy volume charts can be found on the Parachute Industry Association (PIA) website at www.pia.

com and the Parachute Labs website at www.jumpshack.

com. While some canopy manufacturers disagree with the resultant numbers, most container manufacturers and riggers agree that these independent test methods are useful in determining volume compatibility.

Deployment Type In Chapter 2 of this handbook, Design and Construction, Figure 4-55. Type 1 deployment in a pilot emergency rig.

the different types of canopy deployment devices were a sport reserve container, but the sport rig has two internal described. In some instances, the container system needs or staging flaps that compress and hold the canopy in place to be of a specific configuration to accommodate a certain and are locked together by the bridle. [Figure 4-56] The pilot deployment device. An example of this would be where a chute is then packed on top of the internal flaps. The rigger round canopy utilizing a Type 1 configuration is packed into needs to know and understand these differences to determine a pilot emergency parachute system. In this case, the pilot how the two components interface for compatibility.

chute is compressed directly onto the floor of the container system. [Figure 4-55] This same canopy can be packed into 4-16

Figure 4-56. Type 1 deployment in a sport piggyback.

Chapter Summary This chapter focuses on main parachute packing techniques.

The first rule is that the lines must be straight (no tangles, also known as “step throughs”). If the lines are straight and the slider is up (in square parachutes), the parachute will most likely open. The speed of the opening directly impacts the comfort or discomfort perceived by the jumper. Opening speed and orderliness is controlled by attenuation devices such as the slider, deployment bag, stow bands, or the diaper on a round parachute. Accoutrements, such as pilot chutes and bridles, must be checked frequently for wear that could affect their performance.

Rubber bands should be changed when they begin to exhibit small holes or ragged edges. Minor maintenance now prevents hard openings and major failures later. Learn to be observant of small details about the parachute system even when packing the main. Virtually every pack job should be an inspection. It does not have to be as thorough an inspection as you would perform at the 180-day inspection and recertification, but the packer should be vigilant for damage or things that do not look quite right.

Compatibility can be complex. When in doubt about which TSO a component was certified in, and whether it is compatible with another component in terms of opening force generated by the canopy versus strength of the harness, do not hesitate to call the manufacturer for guidance.

One of the most critical things the rigger must observe when servicing their customers rigs is reserve bag extraction force.

When a customer brings his or her container for inspection and repack, reserve bag extraction force should be tested with the container closed. A good rule of thumb is that the extraction force should be the same as the weight of the bagged canopy.

If excessive forces are encountered, call the manufacturer.

4-17 4-18

Chapter 5

Inspection and Packing

Introduction There are a dozen or more commonly seen harness container systems being actively used in the field today. The differences between them can be subtle or, in some cases, polar opposite.

Most packing manuals can be found on-line or can be purchased from the container manufacturer. Canopy folding methods are fairly universal from rig to rig. It is the closing of the container that is proprietary. The single-pin rig shown in the following illustrations is somewhat representative of other single-pin reserves. Reserve Static Line (RSL) and Main Activated Reserve Deployment (MARD) configurations differ from rig to rig, and so individual manuals should be consulted for exact routing and setup. Rigs that use a pop-top or externally-mounted reserve pilot chute differ significantly from the single-pin rigs. There are sport and pilot emergency rigs that utilize this design.

5-1

For most people, parachute rigging is all about packing Generally, customers leave the parachute to be repacked; parachutes. Rigging and packing may be synonymous, but however, riggers should invite their customers to stay and there is a distinct difference. In its truest form, parachute observe the repack. Many riggers encourage this behavior rigging is the practice of assembling a parachute system with since it results in a more educated individual. In a busy loft its various components into an operative assembly. Packing is environment, however, a scheduled appointment might be the practice of folding the parachute canopy in an organized needed to allow for the increased time necessary to explain manner such that it fits into the container system and allows the process. If the customer decides to watch the inspection the canopy to open when the user activates the system. and repack, the rigger should allow at least twice the usual time for the project so the customer can ask questions.

There are five distinct stages involved in packing the Another benefit of this is that the customer gets to see the parachute. They are: effort it takes to service a parachute. Figure 5-1 shows a packing flow chart that details the sequence of events 1. Identification the rigger should follow from receiving the parachute to 2. Inspection collecting the money from the customer.

3. Rigging and/or repairs Upon completion of the visual inspection, there are two 4. Packing options for continuing. If there are no visual indications of 5. Documentation damage or contamination, move on to the next step of opening the parachute. If something suspicious is found, or if there Identification is a hole in the container or discoloration to the container fabric, the rigger needs to see if the damage penetrated into The first thing the rigger should do when a customer brings the canopy. To do so, note the location and check internally a parachute in for packing or repair is to confirm that the after opening the parachute.

owner’s information is correct on the packing data card.

This ensures that the rigger’s logbook entry is accurate. In a If the owner is participating in the inspection, it is a good commercial loft, a work order is filled out with all the correct idea to have them backed against the packing table or similar information about the customer and the parachute. Many lofts surface when they pull the ripcord so the canopy does not fall that do a high volume of business input this information into out on the floor. This keeps the canopy clean, but it also lets the a computer database for tracking their customers. This data rigger control the extraction of the canopy from the container.

is then used to send automatic repack notices to customers.

It is good practice to hold the canopy in the container while This ensures that the reserve or emergency parachute is legal the owner takes off the pack. In the case of a bagged square to use when the customer needs it.

reserve, the bag extraction force should be measured to ensure Inspection that it is not excessive. Place the rig on the table or clean floor and measure using a fish scale or by simply lifting the bag The owner should bring the parachute to the rigger in its by its bridle. Bag extraction forces vary between brands of packed condition. This practice should be encouraged for containers. The manufacturer of the given container should be several reasons. The canopy is a fragile item and is subject able to provide a maximum acceptable extraction force in terms to damage or contamination if left exposed to the elements, of pounds. The rigger can then proceed to thoroughly examine and the container is designed to protect the canopy from the previous pack job and to check those areas previously damage. The parachute should be opened only in the identified as damaged or contaminated.

controlled environment of the parachute loft. This is so the entire system can be examined externally for signs of During the examination of the parachute for damage or damage or contamination before it is opened. Next, the owner contamination, the rigger should also look at how the should don the parachute and pull the ripcord as in a real life previous rigger packed the canopy. Particularly in regard scenario to understand how to activate the system properly to pilot emergency parachutes, riggers sometimes exercise and experience what it feels like to actually pull the reserve great latitude in interpreting the packing instructions in order ripcord. This gives the owner a great degree of confidence to make the parachute as comfortable as possible for the that the parachute will work when needed. It is something pilot. Each rigger makes the determination as to what is the that jumpers rarely get to do, and their reaction is generally correct packing method. If the present rigger finds that the one of curiosity and satisfaction. Doing so also lets the owner last pack job was in error, the individual responsible needs see what is in there. It is surprising how many jumpers do not to be notified of the findings.

even know what color their reserve parachute is.

5-2 Packing Flow Chart Start visual inspection OK Identify external problem Open chute Check data Inspect chute note damage or contamination Inspect chute Repair as necessary Pack chute Pack chute Document work Collect fee Figure 5-1. Packing flow chart.

The rigger should then verify the make, model, and serial emergency locator transmitter (ELT) is due for battery service number of the parachute. Sometimes the canopy may have during the next year that the annual is valid; that responsibility been changed in an assembly, particularly in a sport rig. lies with the aircraft owner. This scenario can be reasonably For sport rigs and some emergency rigs, be sure to check extended to the AAD and parachute. Generally, however, the Automatic Activation Device (AAD). The newest data most riggers refuse to pack the parachute if the battery or cards provide space for information on the AAD to include unit life cycle expires during the 180-day inspection cycle.

service cycle and date of last battery replacement. With the recent widespread acceptance of AADs, this is one area the Some AAD manufacturers have specific rules regarding rigger cannot overlook. battery and repack expiration dates. For example, the manufacturer might mandate that if the battery life expires The battery life cycle, the unit service life cycle, and how during the 180-day inspection cycle, then the rigger is not they interface with the inspection and repack cycle of the to pack it unless the batteries are replaced or the unit is parachute are very important things to consider. The major removed from the assembly. Regarding the 4-year service question the rigger must ask is: If the battery or unit service cycle required for some AADs, there is a 90-day grace period life expires during the upcoming inspection cycle, should the for servicing. If the 180-day inspection cycle expires within rigger pack the parachute and seal it, thereby certifying it for that 90-day period, then the rigger may inspect, repack, and the next 180-day inspection cycle? A comparable situation recertify the assembly. If the inspection cycle extends past the would be if an airframe and powerplant mechanic signs off an 90-day period, then the rigger should not pack the assembly annual inspection on an aircraft. The mechanic is saying that with the AAD. In any case, the rigger should follow the the aircraft is airworthy at that time. However, the mechanic directions of the AAD manufacturer for that particular make is not responsible for the future status of the aircraft if the and model of AAD.

5-3

The rigger must make sure to have the latest revision of are interchanged, the parachute rigger should follow the the packing instructions, as well as any pertinent service canopy manufacturer’s instructions, as well as the parachute bulletins from the manufacturer or Airworthiness Directives container manufacturer’s instructions. However, the (AD) issued by the Federal Aviation Administration container manufacturer’s instructions take precedence when (FAA). The rigger may have a set of packing instructions there is a conflict between the two.” In Figure 5-2 , note the that specifies a certain method for folding the canopy. bold print at the bottom of the page: “NO SUBSTITUTION However, the manufacturer may have changed the method OF COMPONENT PARTS IS AUTHORIZED!” This and issued a revision to the manual or a complete new one. manufacturer specifically states that you cannot use anything If the rigger is not completely sure that he or she has the other than Original Equipment Manufacturer (OEM) parts.

latest information, then it is time to use the most valuable Substituting other parts places the rigger in violation of the tool in their inventory—the telephone. A quick call to the Code of Federal Regulations (CFR).

manufacturer is all it takes to get the latest information. Most Sample Parts List manufacturers publish their service bulletins in hard copy Quantity Description Part number format and on their website.

1 6111-(4) Harness/container assembly 4111-(4) Container assembly In addition, the Parachute Industry Association (PIA) also 5115-(3) Harness assembly 2237-( ) Stealth reserve pilot chute has a listing of service bulletins at www.pia.com. It is 1 2119-( ) Square reserve freebag and bridle most important that all riggers make an effort to maintain 1 2911-(2) Safety stow loop a comprehensive library of packing instructions and their 1 2511-(3)/2515-( ) Reserve ripcord 2 2611-(2) Reserve steering toggles associated service bulletins. Under Title 14 of the Code of 2913-(4) Reserve closing loop Federal Regulations (14 CFR) part 65, section 65.129(e), 1 2913-(7) Main closing loop the certificated rigger may not “pack, maintain, or alter 2 2421-(3) Main risers 2 2621-(5)a Main toggles a parachute in any manner that deviates from procedures 1 2521-( ) 3-ring release handle approved by the Administrator or the manufacturer of the 1 2129-( ) Main deployment bag parachute.” In addition, 14 CFR part 65, section 65.129(f), 1 Main pilot chute also states that the certificated rigger may not “exercise 2241-( ) T.O.P .

2242-( ) P .O.P .

the privileges of his certificate and type rating unless he 1 Main bridle understands the current manufacturer’s instructions for the 2323-(1) T.O.P . - Kill line operation involved.” 2323-(2) T.O.P . - Kill line 1 2811-(8) RSL lanyard 1 1311-(4) Owner’s manual and registration card Component Compatibility NO SUBSTITUTION OF COMPONENT PARTS IS AUTHORIZED!

Once the rigger has all of the current manuals and information, the inspection can continue. This covers not just Figure 5-2. Sample parts list.

the canopy but also the entire assembly. In addition to looking for damage or contamination to the system, the rigger must A common problem found in the field concerns reserve ripcords. Several manufacturers of sport rigs use a one-pin make sure that all of the component parts are compatible and approved by the manufacturer. Figure 5-2 shows a sample ripcord with a mini trapezoidal handle and a cable length 27–29 inches long. Depending on the actual container it parts list for a typical sport parachute, having dual parachutes in a single-harness system (a piggyback). This parts list goes into, it is possible to use one manufacturer’s ripcord in another container as long as the rigger feels there is sufficient delineates exactly what parts are used in the assembly of the system. The rigger should check each component part and its excess cable for safety reasons.

identifying label or stamp against the parts list. Mismatched component parts are among the most frequent problems However, imagine one ripcord is 27 inches overall and is used in a system that is approved under Technical Standard found in the field. Many riggers are under the impression they can freely interchange component parts, but this may be Order (TSO) C-23b and is rated at 300 pounds. Another ripcord is 28 inches overall and is used in a system approved done only within certain limits. Paragraph 11(a) of Advisory Circular (AC) 105-2, Sport Parachute Jumping, states: “The under TSO C-23c and is rated at 600 pounds for use with a Reserve Static Line (RSL) installation. The problem here is assembly or mating of approved parachute components from different manufacturers may be made by a certificated and the mating of different TSO standard components. Installing the first ripcord in the second container with an RSL lanyard appropriately-rated parachute rigger or parachute loft in accordance with the parachute manufacturer’s instructions may be degrading the safety aspect of the system. So how does the rigger tell which is which? The ripcord approved and without further authorization by the manufacturer or the FAA. Specifically, when various parachute components under TSO C-23b has minimal markings, perhaps only a 5-4 manufacturer’s part number. The ripcord approved under TSO C-23c has several markings on the handle as required by the TSO. It should have the manufacturer’s part number, manufacturer’s identification, TSO-C23c, and the batch or serial number or date of manufacture. [Figure 5-3] In reality, as long as the cable lengths are compatible, the function of the ripcord will probably work. The problem surfaces in the event of a problem or incident involving the system. At this point, the FAA could find the mismatched component and take action against the rigger who packed the parachute.

Figure 5-3. Reserve ripcord with TSO markings.

A bigger problem surfaces when the rigger substitutes a reserve deployment bag made by another manufacturer. Most reserve deployment bags are compatible with the appropriate container based on dimensions and volume. If the deployment bag does not fit correctly, there can be a problem with proper functioning of the system. These are two examples of the more common compatibility issues that are regularly found in the field. There are others that the rigger may encounter and need to address as well. The best solution is for the rigger to follow the manufacturer’s parts list strictly to ensure the safety of the parachute system.

After the rigger has determined that all of the component parts are compatible, he or she can now commence the actual inspection of the parachute assembly. Figure 5-4 shows a typical pilot emergency parachute assembly with a round canopy laid out on the packing table. Make sure the canopy is straight and the apex lines are even. Then apply firm tension to the canopy and lines using a tension board. The standard is to start at the top of the assembly.

The assembly shown in Figure 5-4 can be broken down into the following six separate areas: 1. Pilot chute and bridle Figure 5-4. Round canopy pilot emergency parachute assembly.

2. Canopy and deployment device Inspection/packing checklists allow riggers to track their 3. Suspension lines and connector links progress as they do their inspection. [Figure 5-5] It is desirable for riggers to complete their inspection uninterrupted, which 4. Container ensures that the inspection process is followed and nothing 5. Harness including risers gets overlooked. This rarely happens, however, due to 6. Ripcord normal interruptions, such as phone calls or customer 5-5 Figure 5-5. Inspection form.

5-6

questions. Using the inspection checklist ensures that after round canopy. By running these four lines from the canopy an interruption, the rigger is able to continue at the proper to the connector links, the rigger can make a quick check spot without missing anything. This checklist is divided into of straightness. If the rigger was the last person to pack the seven sections that make it usable for all types of parachute parachute, he or she may feel this is sufficient to ensure assemblies. It includes an area for counting the tools at the continuity. However, most riggers do a full check of all the beginning and end of the inspection and packing procedure.

lines, even on their own pack jobs.

This ensures that no tools are overlooked or left in the parachute. While this may sound implausible to some, it has Straightening the Canopy happened over the years, sometimes with fatal consequences.

If a rigger finds lines out of sequence or the canopy is inside out, it becomes necessary to remove any twists, tangles, or Round Canopies and Pilot Emergency Systems turns. There are two things to remember when encountering The first thing the rigger should check is the continuity of this situation. First, if the parachute was originally straight the canopy to make sure it is straight. Do so by laying the and the entanglement occurred from handling, it is possible system on the table as if the wearer were laying face down, to untangle the parachute without disconnecting anything.

head toward the canopy. (On some models, such as military Second, if the parachute was assembled incorrectly in the seat parachutes, it may be face down with the feet towards the first place, it is virtually impossible to straighten it without canopy.) Make sure to follow the manufacturer’s instructions.

disassembling it. These two scenarios become particularly Ensure that the canopy is right side out (i.e., the data panel acute when the rigger is brought a parachute for repacking faces out) and the gore numbers are readable on the outside.

and it was assembled incorrectly. At first, the rigger assumes Attach the required tension devices and apply light tension. it to be correct, but when a correct continuity cannot be done, Standing at the canopy, split the riser line groups and grasp it becomes very frustrating, and the rigger may spend an the two gores that separate them. The top panel should have excessive amount of time trying to straighten the canopy.

line number 1 and the last line of the sequence depending on the number of lines on the canopy. Starting with number The rigger should always start at the top or apex end of the 1, the lines will run in sequence counterclockwise around canopy. Make sure that the top gore with the data panel is the canopy. [Figure 5-6] The four lines attached to these facing up. Follow the gore to the apex so that the upper lateral two gores comprise the standard “four-line check” for a band is on the outside. Attach the apex to the upper tension 24-foot two-link canopies 12 11 10 9 8 7 6 5 4 3 2 1 24 23 22 21 20 19 18 17 16 15 14 13 24-foot four-link canopies 6 5 4 3 2 1 24 23 22 21 20 19 7 8 9 10 11 12 13 14 15 16 17 18 26-foot conical canopies 5 4 3 2 1 22 21 20 19 18 6 7 8 9 10 11 12 13 14 15 16 17 28-foot canopies 7 6 5 4 3 2 1 28 27 26 25 24 23 22 8 9 10 11 12 13 14 15 16 17 18 19 20 21 Figure 5-6. Line continuity chart.

5-7

device. Next, flake the gores in sequence to see if the canopy is straight. Split the canopy so the left and right line groups are separate at the skirt of the canopy. [Figure 5-7] Pick up the two center gores and grasp the four lines. [Figure 5-8] These are line number 1 and the last line of the sequence.

Run these lines down toward the risers and/or container. On most canopies, these lines run to the inside, top connector link of a four-link system or to the inside of a two-link system.

[Figure 5-9] If these lines are correct, continue the checking of the line continuity. If the lines are not straight, release the risers from the harness, if possible. If not, take one of the two top lines and untangle it until the line runs straight back to the canopy without going around any of the other lines.

Untangle the risers and harness/container until the rest of the lines are straight. Repeat with the other riser, if applicable.

Attach the rest of the connector links to the tension device and do a thorough continuity check from the canopy to the Figure 5-8. Round canopy—four-line check at canopy.

connector links. If the lines were incorrectly assembled, disconnect the link from the riser, remove the lines, and reinstall them onto the connector link in the correct order.

Reinstall the connector link to the riser. Check the entire canopy for correct continuity. Make sure the connector link is tightened properly.

Figure 5-9. Round canopy—four-line check at four-link system.

Pilot Chute and Bridle 1. Check the spring shape and tension; it should not have an excessive bend to the length of the spring.

There should be no kinks in the wire or sharp edges or burrs. The swages should be smooth and tight. Check the tension of the spring against the manufacturer’s Figure 5-7. Round canopy—split gores.

specifications. Most current springs have between 20–30 pounds of tension, but some run as high as Damage Identification 40–45 pounds. Too strong a spring is rarely an issue, During the inspection process, the rigger may identify various but too weak often is a problem. Some manufacturers discrepancies in the materials and/or the assemblies. While specify a testing method and frequency of testing.

the following inspection processes call out what to look for, the specific descriptions and treatment of the damage are provided in Chapter 7, Repairs, Alterations, and Manufacture.

5-8

2. Check the canopy cap for security to the canopy 2. Inspect gores and panel fabrics by starting at the top portion along the stitching and seams. If it has a center gore of the canopy, working your way up one grommet in the cap or an alignment strap, check the gore while inspecting the fabric, seams, tapes, and grommets for tightness and smooth edges on the lines. When you reach the apex, pull the next radial inside. Sharp edges can cut the locking loop. Check seam toward you, stretching out the fabric, and work the alignment strap for centering and tacking. your way down the gore to the lower lateral band.

[Figure 5-11] This method is the most efficient use of 3. Check the canopy fabric for any holes, burns, stains, or your time and physical efforts. Work your way around other damage. Check the seams for loose stitching and the canopy, inspecting each gore from top to bottom.

look over the mesh portion, if used. Small holes may be allowed, but consult the manufacturer’s manual.

Check the attachment loop at the base of the pilot chute for security. Check any hand tacking, if used, to secure the spring to the base of the pilot chute.

4. If the parachute uses a sewn-on bridle, check the stitching. If it is a tied-on model, check the knots and any hand tacking called out in the instructions. Be sure to check the length against the parts list. Make sure the canopy end of the bridle is looped around the apex lines and not around a tension loop. If a floating loop is called out, make sure the locator tacking is secure.

Reserve Canopy If available, use a canopy damage chart appropriate to the canopy for documenting your inspection for repair of any damage found. Figure 5-10 shows a typical chart for round canopies.

Figure 5-11. Round canopy gore inspection.

1 1 1 3. The manufacturer may call for the tensile testing of the fabric after inspection of the canopy for obvious visual damage. This is very important because there was a fabric deterioration problem with certain parachutes several years ago. An AD was issued, and while the exact cause was never determined, a side benefit was the development and adoption of a non-destructive fabric pull test method. This method was adopted by the PIA as Technical Standard (TS)-108, Parachute Canopy Fabric Pull Test, Non-Destructive Method.

This method of testing canopy fabric for strength has been adopted by several canopy manufacturers as suitable for testing their canopies. However, the rigger must be careful in using this test method. The proper equipment is essential for accurate testing and 2 2 the type of material must be known in order to test to the correct strength. The testing equipment is shown in Figure 5-12 . The full standard can be found in Figure 5-10. Round canopy damage chart.

Appendix I of this handbook.

4. Along with the pull test, the AD also requires testing 1. Check the apex lines for damage and continuity, as the canopy mesh with a solution of Bromo Cresol well as the upper lateral band. If there is a tension Green indicator to determine the presence of an acid loop, make sure it is secure. If there is a vent collar condition. The Bromo Cresol Green indicator is a dark ring, check the elasticity of the material.

blue liquid in its standard state. It turns yellow when 5-9

Figure 5-13. Connector link line attachment methods.

Figure 5-12. TS-108 test equipment.

standard “L” bar type, MS-22002; the Navy speed it contacts acid—the stronger the acid, the brighter link, MS-22021, and the Quick link, commonly called the yellow. If the test is positive, the canopy needs ® the Maillon Rapide link (named after the French to be treated to neutralize the condition. The AD company that first manufactured them). [Figure 5-14] highlights the manufacturer’s service bulletin as to The older military surplus canopies are usually found how to comply with this test and procedure.

with the two types of MIL-SPEC connector links.

5. If the canopy has a deployment device, such as a Modern sport canopies usually are found with the ® diaper, check that it is securely attached, particularly Rapide links because of their compatibility with the after use. Check the grommets, line stow bands, modern, low-bulk suspension lines.

elastics, or other line stow devices. Pay particular attention to where the stitching attaches to the canopy fabric. This area can be particularly prone to damage during opening.

Suspension Lines and Connector Links 1. The lines, their attachment points, and the associated stitching should be checked for damage or missing stitches. With the older sheath and core nylon lines, such as Type-III found on military surplus canopies, the zigzag stitching at the links are prone to raveling.

The more modern non-continuous line canopies ® Figure 5-14. Three types of connector links.

use Dacron or nylon braided lines. The common attachment at the links for these lines uses the “finger- trap” method to secure the lines to the link with a bar 3. With the MIL-SPEC links, check the tightness of the tack securing the lines. Most manufacturers now use screws that hold the links together. With the speed links, a contrasting color thread for the bar tack in order to make sure the knurled side of the end cap is facing up make inspection easier. Make sure all bar tacks are and the plates face outboard on the riser. The screw in place. Figure 5-13 shows both methods of line should be checked for tightness at each repack.

attachment to the links.

® 4. If the canopy is equipped with Rapide links, they 2. There are three basic types of separable connector should be oriented on the riser with the barrel inboard links in common use today for round canopies: the and to the bottom so it tightens upward. The link 5-10

should be tightened hand tight, then approximately one to failure of the springs. Obviously, those with broken quarter turn further. The actual force recommended springs should be replaced. B-12 snaps are prone to for a number 5 link is approximately 30 inch-pounds. having the gate sides bent to the point they do not close Most riggers do not possess the force gauge to measure properly. This gate may be repaired with a screwdriver this, so they use the quarter turn guide. After tightening and pliers. [Figure 5-16] Straightening the side of the the links, a “telltale” should be applied to the barrel. gate allows the snap to close properly.

[Figure 5-15] A telltale is a marker, usually nail polish, that provides a breakable seal to show if the barrel has moved. If the seal is broken, the rigger knows the link may be loose. In doing a repack, if the telltale is intact, the rigger should not loosen the link and retighten it because continual tightening can strip the threads, causing the link to fail.

Figure 5-16. B-12 snap gate repair.

5. An area of concern for many riggers, one for which Figure 5-15. Telltale marker.

there is not much guidance, is how much plating wear and associated corrosion of the hardware is allowable.

Harness This depends on the location of the damage. If it is a solid ring or buckle, and the damage has occurred from 1. Starting at the riser end, check the webbing for any wear dragging or abrasion in an area that is not in contact or damage and inspect the stitching at the riser ends. If with webbing, one solution is to clean the rust with the canopy has steering lines and a guide ring on the a fine emery cloth and cover it with clear nail polish.

riser, make sure the ring is secure and the steering line This keeps the area from continued rusting. It does is attached to the steering toggle correctly. With a round not, however, prevent further damage caused by the canopy, make sure the steering line has sufficient slack original rusting. If the rusting is caused by two pieces in it when under tension. If the line is too tight, it can of hardware interacting with each other, the problem fail at opening because of too much stretch.

is more serious. If allowed to continue, the rust pattern 2. Continue down the risers. If canopy releases are may cause the two pieces to fuse together under the installed, check their operation. With the Capewell most severe conditions. In this case, the hardware cable release, open the release and make sure there must be removed and replaced. If the hardware in is no dirt or sand in the mechanism. Also, check for contact with webbing, such as a leg strap adapter, and wear, particularly on the cable ring.

becomes corroded, it must be replaced. This problem frequently arises when the parachute is exposed to 3. Check all of the harness webbing for wear from salt water and not properly rinsed. The hardware rusts chafing, abrasion, and sunlight degradation. Pay inside the leg strap webbing causing accelerated wear particular attention to the buffer and chafing strips and must definitely be replaced. [Figure 5-17] where used to prevent wear from the hardware. These buffers are there to provide early warning before 6. The ripcord housing and pocket should be checked for the load-bearing webbing starts to wear. Check the wear and fit of the ripcord. On the housing, check the elastic keepers so the running ends of the straps can ends and the ferrules. On more modern assemblies, be properly stowed.

these ferrules are brass and more susceptible to wear than the MILSPEC types. Look inside to make sure 4. Check all of the hardware, paying particular attention there are no obstructions to interfere with the ripcord.

to the leg snaps. Quick ejectors are particularly prone 5-11

long or stretched during use, the pilot chute can extend and move off center. This may result in a poor launch or a pack job that is uncomfortable for the user. After determining that the loop is of the correct material and length, check the eye(s) of the loop on the inside for wear. It is not uncommon for the loop to appear to be in good condition when viewed from the outside but worn partially through when examined from the inside.

[Figure 5-18] Many riggers simply replace the loops at each repack, regardless of the condition.

Figure 5-17. Rusty leg snap hardware.

® The ripcord pocket may be elastic, Velcro , or a military style with a spring to hold in the ripcord.

Whichever type, make sure the ripcord is held securely, yet at the same time make sure it is not too tight so the ripcord can be removed easily. Also, check the tackings that hold the housing and pocket.

Container 1. As stated in the beginning of this chapter, the initial external inspection of the container should alert the rigger to any damage inside. Note any holes, abrasion, or fraying of the pack material.

2. Check the grommets for sharp edges and pulling out of the material from under the grommet. Cones should have the stitching secure. Check the plating on the cones in the area of the eye. Sharp edges can cause a cone lock. Eyelets should have the tacking secure.

Figure 5-18. Worn closing loop.

Snap fasteners should be securely set in the material.

Check for wear and security of the opposing parts.

Ripcord Make sure that “pull-the-dot” types are set correctly There are a number of things that need to be inspected to for direction. Stiffeners, both metal and plastic, should approve the ripcord: not be bent or cracked. There should be no sharp edges.

Pack opening bands (POBs), if used, should be in good 1. Check the pin(s) for straightness, smoothness, cracks, shape and not stretched out. Make sure the hooks are or other damage.

in good shape, too. On the military style POBs, it 2. Check the cable for fraying, kinks, or severe bends.

may be necessary to retack the pull tabs at the end.

3. Check the swage for wear and security. Look for signs Metal frames, if used, should be straight. Buffers at of movement on the cable.

the corners should be in good condition. Tackings, if used, should be secure.

4. Check the handle for wear, damage, rust, or abuse.

3. The container-closing loop is an extremely important Any damage or discrepancies found during the inspection part of the container system. A worn loop may fail, should be noted and the appropriate repair performed by a which would cause a premature opening of the certificated and appropriately-rated rigger according to the container. With the parachute still in a packed condition, manufacturer’s instructions or approved manuals.

check for the correct length. If the loop is made too 5-12

Airing and Drying Ram-Air Reserve Canopy During the inspection process, the rigger must determine the Shown in Figure 5-19 is a typical ram-air reserve and condition of the canopy and system regarding dryness and harness and container system layout. The terminology used moisture. In the past, it was necessary for the parachute to be in describing the parts of the ram-air canopy is called out in aired and dried for 24 hours prior to packing it. According PIA Technical Standard TS-100, Standardized Nomenclature to 14 CFR part 65, section 65.129(c), “No certificated for Ram-air Inflated Gliding Parachutes, which can be found parachute rigger may pack a parachute that has not been in Appendix I of this handbook.

thoroughly dried and aired.” This determination is at the discretion of the rigger.

Ram-Air Reserves and Sport Piggyback Systems The following inspection procedures share much with the previous section on round canopies. The differences between ram-air reserves and sport piggyback systems are identified in the following section. Inspect as follows: Pilot Chute and Free Bag/Bridle 1. The rigger should inspect the pilot chute in the same manner as in the section on round canopies.

2. The free bag should be checked to include all grommets, especially those bags that have a through loop configuration. Any sharpness in this area can result in a damaged closing loop. For those free bags ® that utilize a Safety-Stow locking system, make sure the elastic loop is of the correct size, the elastic is in good shape, and the zigzag stitching is secure.

Many riggers fabricate these loops in the field, which in most cases, is an unauthorized procedure. The ® Safety-Stow loop is an integral part of the approved reserve deployment system and is manufactured under an approved quality control system from approved materials. The rigger should use only OEM-approved parts for this.

3. Check the bridle for any damage or wear. For those bridles that have assistor pockets, make sure the stitching is secure and the pockets are not damaged.

® Check the Velcro on the line stow pocket for wear ® and security. If the Velcro does not hold securely, the parachute can experience “line dump” during Figure 5-19. Ram-air/piggyback layout. deployment, possibly causing a malfunction or out of sequence deployment. Some deployment bags use rubber bands to stow the lines. If this is the case, check 1. When inspecting and assembling ram-air canopies, their condition and replace them if necessary.

begin with the upper surface of the canopy.

[Figure 5-20] Work your way up and down the 4. There are still older ram-air canopies in the field that top panel of the cells looking for any damage or did not use a free bag but a diaper deployment system.

contamination. Check the seams for loose stitching If this is the case, the diaper should be inspected the and packing tabs if used, for security.

same as that on a round canopy. Be sure to use the correct type and length of bridle, since it is generally 2. Check the trailing edge seam for secure stitching, not the same as a round bridle.

paying particular attention to the line attachment 5-13

Figure 5-20. Ram-air canopy hanger—top skin inspection.

tapes and their associated bar tacks. Next, look at the interior of the cells, carefully checking the crossports for damage or fraying of the edges of the fabric.

3. Now proceed to the lower surface of the canopy.

Carefully check all the seams and the line attachment tapes and bar tacks.

4. Some manufacturers require the use of PIA Technical Standard TS-108, Canopy Fabric Pull Test, at certain intervals. In addition, the manufacturer’s warning/ TSO label may require that the rigger mark the label to signify each time it is repacked and after each use. [Figure 5-21] This label is found on the upper surface trailing edge of the canopy. It is important to comply with this requirement, not only because the manufacturer requires it, but also it establishes the trail of use for the canopy, which allows future riggers (and the manufacturer) to track its use and condition over time. Some riggers feel that they are Figure 5-21. PIA warning label.

doing their customers a favor by not marking the boxes in order to show it has little use when it comes 1. First, lay out the canopy on its left side, the slider to selling it. Since most individuals have a specific spanwise with its tape down, and lay out the container rigger pack their parachute on a regular basis, it does with the harness up.

not take a lot of detective work to inspect the rigger’s 2. If slider bumpers are used, thread one bumper over logbook to see how many times they have packed each riser and down a few inches.

any particular parachute.

3. Place the slider on the risers spanwise with its tape facing the canopy.

Canopy Assembly and Line Continuity 4. Locate the leading edge and A line attachment. Follow The first task is to check the line continuity of the canopy.

the line 8A (10A) to the outboard side of its link and The following method may be used by riggers who do not attach the link to the right riser, finger tight.

have access to a canopy hanger. Figure 5-22 shows examples of a seven-cell and nine-cell canopy when viewed from the 5. Pick up line 1A at the canopy attach point. Follow it bottom as by the jumper when in flight. The examples show down to the outboard side of its link and attach the the line attachment nomenclature referred to in the continuity link to the left front riser, finger tight.

check. Figure 5-23 shows the standard canopy nomenclature as referred to in the continuity check.

5-14 8. Locate the data panel at the center cell’s upper surface Line Attachment Nomenclature trailing edge. From this center reference point, follow Bottom view, as seen by jumper in flight (looking up when under canopy).

the trailing edge to the left stabilizer and pick up 1 2 3 4 5 6 7 8 line 1D.

9. Route this line to the outboard side of its link and attach the link to the left rear riser, finger tight.

D 2D 10. Again from the center reference, follow the trailing edge to the right stabilizer and pick up line 8D (10D).

C 11. Route this line to the outboard side of its link and B attach the link to the right rear riser, finger tight.

7-cell 12. Return to the center reference point of the trailing edge.

A Locate and pick up the left side upper control lines 1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6 7 8 9 10 consecutively. Verify their continuity to the junction with the lower control line.

Flight 13. Removing twists as you go, follow the left lower control D D line to its running end. Route it through the appropriate slider grommet and then through the guide ring.

8C 8C C C 14. Remove the toggle from the riser and route the running end of the lower control line through the toggle B B attachment loop or grommet.

9-cell 9-cell A A 15. Slide the toggle up to the mark on the control line.

Secure it with an overhand knot tied closely to Figure 5-22. Line attachment nomenclature drawing.

the toggle.

16. The control line attachment for the right side is done in a similar manner.

D C B 17. When the control line installation is complete, Stabilizer A compare the two toggle settings under equal tension “D” lines “C” lines to ensure their uniformity.

“A” lines 18. At this time, verify the continuity of the control line system. Begin at the trailing edge on each side, ensuring Continuous “B” that all twists have been removed from the upper and Upper control lines lines (center cell) lower control lines. Check that the lower control lines “C” lines Continuous “A” have been properly routed through their appropriate lines (center cell) Lower control lines slider grommets and that the toggles have been properly secured equidistant from the trailing edge.

“A” lines 19. Separate the aft section and control line groups to their Slider respective sides and locate the center reference point at the trailing edge.

Risers 20. Following the trailing edge control surface outboard leads the rigger to the left stabilizer’s bottom seam Figure 5-23. Ram-air canopy layout and nomenclature.

and the attachment point of line 1D.

6. Turn the container over, harness down, and orient 21. Holding D lines 1,2,3, and 4 (1,2,3,4,5) in your right the rear risers to receive their respective links. This hand and D lines 5,6,7, and 8 (6,7,8,9,10) in your left simplifies C/D link attachment.

hand, verify the continuity of the C and D lines through the cascades to their respective rear risers.

7. Rotate the leading edge under the rest of the canopy.

Split the aft section along with its associated control 22. Gather in the control lines and flip the canopy over so line groups to make the C/D links easily accessible the leading edge faces up. Verify this orientation by for routing and installation. locating the attachment points of A lines 1 and 8 (10).

5-15

23. In the same direction you flipped the canopy, rotate impacting the connector links during deployment. If the container system harness up. these bumpers are used, it is recommended that they be tacked in such a manner that they cannot slide up the 24. Pick up the front riser groups, follow them to the lines and interfere with the slider during deployment.

canopy, and separate.

[Figure 5-24] 25. Pick up A lines 8,7,6, and 5 (10, 9,8,7,6). If you have continuous center cell lines, follow the bottom seam down and pick up line 5B (6B). Verify continuity of the A and B lines, through the cascades, to the right front riser.

26. Pick up A lines 1,2,3, and 4 (and 5). If you have continuous center cell lines, follow the bottom seam down and pick up line 4B (5B). Verify continuity through the cascades to the left front riser. The continuity check is now complete.

27. Tighten the connector links with an appropriate size wrench. Do not over tighten. Inspect the links for any marks or damage possibly done during the tightening process. Mark the barrel of the connector links with a telltale mark.

28. Move the slider upward from the risers onto the Figure 5-24. Slider bumpers.

suspension lines.

29. Move the slider bumpers upwards and into position 4. A type of connector link, called the soft link, is over the connector links. Hand tack the bumpers in used with certain reserve canopies. [Figure 5-25] place according to the type used. ® Manufactured from Spectra line, they loop through the bottom of the suspension line and the end of the reserve Inspection riser. The strength of these soft links far exceeds that of the metal links when installed properly. If installed on 1. Starting at the lower surface of the canopy, check the the reserve, the rigger should have the manufacturer’s line attachment loops and their associated bar tacks.

instructions to ensure the correct installation.

Follow the line downward to the cascade junction, if applicable, and check the bar tack at this location.

Continue down the line to the connector links and check the bottom loop and bar tack.

2. Starting at the top and working your way downward, inspect the steering lines. Check all junctions and bar tacks, paying particular attention to the brake loops.

Check the security of the steering toggles to ensure the correct attachment method is followed. If the toggles are improperly tied, they may come off when the jumper deploys the brakes. Make sure the toggle matches the size of the brake loops. If they are too large, they may hang up and not release when needed.

For compatibility, the toggles should be those supplied with the harness and container.

® 3. If Rapide links are used on the canopy, check them as set forth in the section on round canopies. The link orientation and tightness is the same. Some canopy manufacturers provide and prescribe the use of “slider bumpers” with their canopies. These are made from Figure 5-25. Soft links.

either webbing or from vinyl or rubber tubing and are designed to protect the grommets of the slider from 5-16

Harness Container In addition to those container areas referenced under the 1. When inspecting the harness, start at the riser end, pilot emergency system, the sport piggyback container has checking the condition of the webbing and stitching.

features unique to this configuration.

Pay particular attention to the security of the steering line guide rings and the method of stowing the excess 1. Check the installation of the AAD, if one is installed, steering line. If these guide rings fail, it can result in making sure the stowage pockets, cutter mounts, and fatal consequences to the user. control unit are secure. Check that the cables are routed correctly. If they are exposed, they may get snagged 2. Check all of the hardware on the harness in the same during packing and damaged or disconnected. Upon manner detailed in the Pilot Emergency Parachute completion, inspect the condition of the closing loop.

Section in this chapter.

2. Check the RSL. The RSL is not considered part of 3. Check the canopy release system for wear and operation.

the certified reserve system, but if it is installed, the ® The release in almost universal use today is the 3-Ring rigger is responsible for the entire RSL assembly since release system. [Figure 5-26] With this system, it is it is attached to the ripcord handle, cable, or housing.

imperative that the rigger also checks the release cable This includes the cable housings for tacking and housings for security and cleanliness. Without proper security, any guide rings used, and the RSL lanyard maintenance, this system can be subject to hard pull itself. Check the release or snap shackle, if used, and forces and the inability to release properly. Since the ® any Velcro or other positioning or locating methods.

successful operation of the reserve deployment is An area frequently overlooked is the RSL attachment somewhat dependent on cleanly releasing the main, ring on the main risers, which are frequently replaced.

a properly operating release system is necessary. The [Figure 5-27] In many cases, the attachment ring does primary areas for inspection are the release locator not match up to the original design. The rigger should ® Velcro on the harness and the cable housings. Check inspect the release handle for proper cable lengths.

the housing ends for sharp edges on the inside of the If the design has only one riser attached to the RSL, grommets. If the housings are tacked to the harness, it is imperative that the cables be trimmed to release make sure these are secure. If the customer did not bring the side opposite the lanyard first so that the reserve the main canopy with the reserve, the rigger should is not deployed before the risers are separated from ® encourage the customer to at least bring the 3-Ring the harness.

release handle in for inspection and service.

Figure 5-27. RSL/riser attachment.

® Figure 5-26. 3-Ring release system.

5-17

® 3. Check the main deployment system, of which there 4. If Velcro is used on the main pin protector flap, be are three basic types in use today. The first is a ripcord sure to inspect its condition. If a plastic closing flap similar to the pilot emergency system. The second or tongue is used, check for deformation or breakage.

type is the throw-out pilot chute (TOP). The third is [Figure 5-29] the pull-out pilot chute (POP).

a. Next, inspect the main ripcord system. Check the ripcord and main pilot chute the same as with the pilot emergency system. Inspect the ripcord pocket for proper holding of the ripcord handle.

b. For throw-out pilot chutes, inspect the pilot chute fabric and mesh for holes. Check the TOP handle at the top of the pilot chute for security, paying special attention to the tape holding the handle, which is particularly prone to wear.

Check the bridle attachment to the pilot chute.

If it is of a centerline collapsible design, check Figure 5-29. Main pin protector flap plastic breakage.

the centerline for wear and stretch and make sure the length of the bridle is correct. Check the curved locking pin for wear or damage as ® 5. If Velcro is used on the main riser covers, be sure to well as the tape, which attaches it to the bridle.

check its condition. If plastic, check for breakage and [Figure 5-28] Check the pilot chute pocket for deformation. If the plastic is excessively deformed, it fit and wear. Most of today’s installations are is a sign that the covers do not fit properly and may what is known as a “bottom of container” (BOC) open prematurely causing problems.

configuration. It is particularly important that the elastic material from which the pocket is made is 6. For the container-closing loop, the same criteria in good condition. A loose pocket can result in a applies as in the pilot emergency parachute. In premature deployment of the main parachute. addition, make sure the loop material is the same as specified in the owner’s manual, especially if an AAD c. If repacking a pull-out parachute, check the pilot is installed. With certain AADs, a particular type of chute and bridle in the same manner of the throw- knot and washer to be used is specified as well.

out parachute inspection. Check the lanyard and handle for wear.

Ripcord All the areas mentioned in the pilot emergency parachute section apply to the sport rig. In addition, some assemblies utilize a ripcord that has a webbing loop handle or a ® pillow-type handle similar to the 3-Ring release handle.

[Figure 5-30] It is important that the rigger check these handles for proper markings and fit to the assembly. Make sure that there is sufficient slack in the cable to allow no loading of the pin in any attitude or position that the wearer may conceivably get into. Most, if not all of these style ® handles, utilize Velcro to secure them to the harness. Make ® sure the Velcro is in good condition for holding ability but not so much as to inhibit the pull force.

Remember, while both the pilot emergency parachute and sport piggyback assemblies share many areas in common, each has peculiar requirements for its use. It is important for the rigger to recognize these and handle each system accordingly.

Figure 5-28. TOP bridle with worn pin tape.

5-18

then determined that the thread was indeed cotton and not the required nylon. The thread broke at approximately 10 pounds versus 45 pounds for 5-cord nylon. Further investigation revealed that the harness was originally manufactured with a harness size three inches shorter. There were telltale marks left from where the original harness was stitched. This modification was evidently performed by someone who either was not qualified to perform the work or had gotten a batch of the wrong thread by mistake and did not recognize the difference. Attempts to find out who did the alteration were unsuccessful. The manufacturer repaired the harness at no charge and returned it to the customer. To preclude this type of problem, many professional riggers and lofts establish good working relationships with the manufacturers and procure certain materials from them. They keep these marked and in a separate area and use them only on the appropriate projects.

Another area of concern is a master rigger who does major Figure 5-30. Loop and pillow ripcords.

alterations without proper approval of the manufacturer.

The rigger may do major repairs to return the assembly to Rigging and Repairs its original condition without further authorization of the When the entire assembly inspection is complete, the rigger Administrator or manufacturer, but alterations are another has a list of the discrepancies found during the procedure. At story. Title 14 CFR part 65, section 65.129(e), states that “No this point, a determination must be made on how to remedy certificated parachute rigger may pack, maintain, or alter a these defects. For senior riggers, certain remedial action may parachute in any manner that deviates from the procedures be outside the scope of their certificate. If so, those riggers approved by the Administrator or the manufacturer of the need to find an appropriately certificated and rated rigger to parachute.” There are a number of common alterations do the work or return the parachute to the manufacturer for seen in the field. Among them are: harness re-sizing, AAD repair. In the case of major canopy or harness work, this may installations, RSL retrofits, chest strap relocation, and be the best solution regardless.

others. The manufacturer’s approval can vary from a verbal message over the phone to a formal engineering procedure Aside from the qualification limitations of the rigger, the complete with drawings and specifications. If the work is manufacturer may be better equipped to perform major repair done correctly, the truth probably lies somewhere in the or overhaul. They have the original patterns, templates, and middle. If riggers want to ensure they are following code, design data, as well as the certified materials. In addition, they should obtain some form of written approval from the their labor rate is probably less than what the rigger may manufacturer in whatever form they provide.

charge the customer, particularly if he or she has not done this repair before. The factory has the experience and practice The bottom line is that the purpose of the system is to that results in the repair looking just like new. While some provide an infrastructure that ensures the safety of the public.

riggers may look at any given project with anticipation, they Professional riggers strive to do the right thing both morally also need to look at what is best for the customer.

and legally.

Many times, the master rigger has a repair facility and stocks Packing it with the necessary materials. In most cases, these materials Packing is the heart of the rigging profession. Once riggers come from sources with no traceability as to their origin.

satisfy all the necessary inspection requirements, they may The manufacturer is required to use only those materials then proceed with the packing process. This section describes that have been tested, certified, and approved to meet the a generic round parachute packing method into a modern standards of their quality control system under the TSO back-type pilot emergency system. The steps for doing this system. During one recent routine inspection and repack, the are common to most parachutes of similar types. Once the rigger found severe failure of the harness stitching at the main basics are mastered, it is a simple matter of following the lift web/leg strap junction. Upon further examination, it was manufacturer’s instructions for other makes and models.

determined that the thread used to sew the harness was not nylon. The harness was returned to the manufacturer, who 5-19

Round Canopy into a Pilot Emergency Parachute System The steps for packing this type of parachute are broken down into the following sections: 1. Layout 2. Flaking and pleating the canopy 3. Folding the skirt and the long fold 4. Closing the diaper and stowing the lines 5. Skirt or diaper placement 6. Accordion fold of the canopy into the container 7. Closing the container Before beginning, the rigger must have the necessary tools to pack the parachute. The packing manual includes a list of tools necessary for the procedure. Figure 5-31 shows the recommended tools needed to pack the parachute described in this section. Do not forget to count your tools before beginning.

Figure 5-31. Round parachute packing tools.

Layout 1. The parachute must be positioned on the table face down with the wearer’s head toward the canopy. The rear of the canopy faces up. Normally the data panel is on the middle gore that faces up. [Figure 5-32] 2. Attach the canopy tension loop to the upper table tension device, then attach the connector links or risers to a tension board or similar device at the bottom of the table. [Figure 5-33] Be sure to apply light tension.

3. Straighten the apex of the canopy making sure the lower lateral band or skirt is somewhat even.

[Figure 5-34] Apply additional tension to the canopy Figure 5-32. Round parachute assembly on packing table. and lines.

5-20

Figure 5-35. Flaking 1.

Figure 5-33. Riser and connector links attached to the tension board.

Figure 5-36. Flaking 2.

Figure 5-37. Flaking 3.

Figure 5-34. Straightening the canopy apex.

Pleating the Canopy 1. Flake the canopy in the normal manner with an equal number of gores to each side. Figures 5-35 through 5-41 Figure 5-38. Flaking 4.

show the proper technique.

5-21

Figure 5-39. Flaking 5.

Figure 5-42. Pleating 1.

Figure 5-40. Flaking 6.

Figure 5-43. Pleating 2.

Figure 5-41. Flaking 7.

2. Pleat the canopy with an equal number of gores to each side. Make sure the canopy skirt is even.

[Figures 5-42 through 5-44] Fold the Skirt 1. Fold the skirt so it is parallel to the radial seams.

Figure 5-44. Pleating 3.

[Figure 5-45] 5-22

Figure 5-45. Folding.

2. Fold the canopy lengthwise in thirds, and then fold once more to the center in what is commonly called fifths. [Figures 5-46 through 5-48] Place packing weights on the canopy to hold it in place.

Figure 5-46. Fifths 1.

Figure 5-47. Fifths 2.

Closing the Diaper and Stowing the Lines 1. Pull the container towards the canopy and form a loop of suspension lines above the top of the diaper.

Figure 5-48. Fifths 3.

[Figure 5-49] Be sure to leave enough room to close the diaper. 3. Close the bottom grommet over the bottom rubber band and then the end flap grommet over the side 2. Close the diaper starting with the top grommet. Lock grommet. [Figure 5-52] Close with a bight of line no the grommet with a bight of line no more that 1.5 longer than 1.5 inches long.

inches long. [Figure 5-50] Close the middle grommet in the same manner. [Figure 5-51] 5-23

Figure 5-52. Locking stow 4.

Figure 5-49. Locking stow 1.

Figure 5-53. Line stows.

Skirt or Diaper Placement 1. Lay the risers in the container and close the riser covers. Insert pull-up cords into both ends of the closing loop.

Figure 5-50. Locking stow 2.

2. Turn the skirt of the canopy 90 degrees and lay one edge of the diaper even with the top edge and inside the pack tray. [Figure 5-54] Figure 5-51. Locking stow 3.

Figure 5-54. Diaper stow.

4. Finish stowing the remainder of the suspension lines using bights no more than 1.5 inches long.

[Figure 5-53] 5-24

Accordion Folding the Canopy 1. Fold the canopy toward the bottom of the container leaving enough to fill the upper corner of the container.

2. Fold the canopy toward the bottom of the container and leave approximately 4 inches of canopy past the bottom. [Figure 5-55] Figure 5-57. S fold 3.

Figure 5-55. S fold 1.

3. Fold the canopy back towards the top of the container and spread the canopy sideways to fill out the width of the container. [Figure 5-56] Make two folds between Figure 5-58. Apex location 1.

the lower edge of the diaper and the lower end of the Closing the Container closing loop. [Figure 5-57] 1. Close the bottom flap of the container first, threading the pull-up cord through the grommet at the upper end of the bottom flap. Place the canopy protector flaps into position as shown in Figure 5-59 .

Figure 5-56. S fold 2.

4. Lay the remainder of the canopy and apex across the middle of the container and fold in an appropriate manner to fill the empty area of the container on the Figure 5-59. Apex location 2.

pack tray stiffener below the diaper. [Figure 5-58] 5-25 2. Close the top flap, being sure to push the canopy and diaper into the corners of the container while closing.

Thread the upper pull-up cord through the upper grommet on the top flap.

3. Thread the lower pull-up cord through the lower grommet on the top flap making sure the canopy protector flaps are in position. [Figure 5-60] Pull the lower pull-up cord through both grommets until the closing loop appears and install a temporary pin.

Figure 5-61. Upper temp pin seated.

Figure 5-62. Pilot chute seated in position.

6. Close the right side flap. Close the left side flap and install the ripcord pins. [Figure 5-63] Figure 5-60. Closing bottom flap.

4. Pull the upper pull-up cord through the grommet until the upper closing loop appears and install a temporary pin. [Figure 5-61] 5. Compress the pilot chute between the rubber bumpers and make sure the pilot chute canopy fabric is tucked into the coils of the spring. Thread the pull-up cords through the grommets in the grommet strap. Removing Figure 5-63. Ripcord pins in place. one temporary pin at a time, pull up the closing loops and secure the pilot chute in place with two temporary ® 7. Seal the last pin according to the manufacturer’s pins. [Figure 5-62] Close the Velcro on the top and instructions or in an approved manner.

bottom flaps.

5-26

Ripcord Pull Force maximum force during the pull. Next, the rigger needs to pull the ripcord in a smooth, quick motion, duplicating the The correct packing is the most important aspect of repacking motion of the user and the test requirements of the TSO.

a parachute, but the cosmetic appearance of the container is Take note of the force required to pull the ripcord pin(s) important as well. This is true both for a pilot emergency clear of the locking loop(s) and activate the system. If the and a sport piggyback system. Pilots want their parachute as force is less than 22 pounds, the rigger can then re-close the snug and as flat as possible to keep the parachute comfortable container and seal the ripcord. If the force is over 22 pounds, when in use. Skydivers want theirs as snug and streamlined the rigger must make whatever adjustments are needed, such as possible so it stays closed during free fall. The key to as lengthening the locking loop or re-stowing the canopy, to these requirements is to make sure the pilot chute is held achieve a pull force below 22 pounds.

down securely. To do that, the closing loop needs to be as short as the rigger can make it and still meet the requirements Sealing the Parachute for the maximum pull force. Under the TSO system, the maximum allowable pull force for the ripcord is 22 pounds. As stated in 14 CFR part 65, section 65.133, “Each certificated parachute rigger must have a seal with an Most riggers develop a feel for the closing of the container and the resultant force. However, new riggers need to check identifying mark prescribed by the Administrator, and a seal press. After packing a parachute, he shall seal the their packing technique to measure the pull force, which is done without a seal or thread. pack with his seal in accordance with the manufacturer’s recommendation for that type of parachute.” Most manuals Start by having someone put on the parachute to replicate simply say to “seal the parachute.” The following describes a commonly approved method.

the real shape and conformity of the parachute system. To pull the ripcord while the parachute is lying on the table is Take a length of seal thread approximately 20 inches not realistic. The rigger then takes the ripcord handle from the pocket and attaches a calibrated scale to it. [Figure 5-64] long. Fold in half and make two lark’s head knots around the ripcord cable adjacent to the shank of the ripcord pin.

Ideally, a recording scale should be used to register the [Figure 5-65] Pass one end of the thread through the seal and then under the pin on the opposite side of the locking loop or cone. [Figure 5-66] Bring the end back through the second hole in the seal and tie a knot with the other end of the thread.

[Figure 5-67] Leave enough slack in the thread to allow for movement of the pin without breaking the thread. However, make sure the pin cannot be extracted from the locking loop without breaking the thread. Slide the seal over the knot and compress the seal with the seal press. [Figure 5-68] Trim the excess thread.

Figure 5-65. Lark’s head the thread on the cable.

Count all of your tools. Fill in the appropriate information on the packing data card and the rigger’s logbook. Place the data card in the packing data card pocket.

Figure 5-64. Ripcord pull test.

5-27

through to packing. While this section provides guidance and an overview of packing a ram-air canopy into a sport piggyback system, it is imperative that the rigger receive proper training from a certificated and properly rated rigger who has been trained to pack ram-air reserves. Title 14 CFR part 65, section 65.129(f) states, “No certificated parachute rigger may exercise the privileges of his certificate and type rating unless he understands the current manufacturer’s instructions for the operation involved...” The following procedure is typical of many current 1-pin container systems. While this configuration comprises the majority of those manufactured today, there are other designs still in use that require different techniques. The rigger must Figure 5-66. Threading the seal thread.

become thoroughly familiar with the other configurations before attempting to assemble and pack these systems.

Assembling the Reserve System The following components are necessary to assemble the harness and container to the ram-air reserve: 1. The harness, container, and associated parts to include the reserve pilot chute and free bag, reserve ripcord, reserve steering toggles, reserve closing loop, and RSL, if desired.

2. Reserve canopy.

3. AAD, if desired.

Before progressing, the necessary tools must be available.

The packing manual should include a recommended tools list. However, based on the rigger’s experience and packing technique, the numbers and types of tools needed to pack Figure 5-67. Positioning the seal.

this system may vary. Figure 5-69 shows the tools needed to pack the following ram-air parachute assembly using the technique described.

Figure 5-68. Compressing the seal.

Ram-Air Reserve into a Sport Piggyback System In the preceding text, the discussion is centered on a parachute system that was already assembled. This next section Figure 5-69. Ram-air canopy packing tools.

focuses on the assembly of a ram-air parachute system, the component parts, and the process from the assembly stage 5-28 Before starting, always count your tools and then follow the assembly procedures listed below: 1. Connect the canopy to the risers of the harness, ensuring line continuity is correct.

2. Tighten the connector links and seal with a telltale mark.

3. If used, install and secure the connector link bumpers per the canopy manufacturer’s instructions.

4. Route the control lines through the slider grommets and guide rings on the rear of the riser. Fasten the steering toggles in the required manner. [Figure 5-70] Figure 5-71. Anchor risers.

3. Pull the slider down to the connector links. Make sure the tapes face upward toward the canopy.

[Figure 5-72] Figure 5-70. Tying toggles.

5. Install the AAD, if desired, according to the manufacturer’s instructions.

6. Install a closing loop of the correct type and length.

7. Attach the reserve free bag to the reserve pilot chute.

The following steps should be used for packing this type of parachute: Figure 5-72. Pull slider down.

1. Layout and setting up packing clamps.

4. Lay the canopy on its right side. ( NOTE : A mirror 2. Stacking and pleating the reserve canopy.

image of the layout is permissible).

3. Setting the deployment brakes.

5. Flake the canopy so the top seams are even. Place a 4. Folding the canopy.

clamp on the top of the canopy in line with each line attachment point as in Figure 5-73 .

5. Placing the canopy into the deployment bag and stowing the lines.

Step 2. Stacking and Pleating the Reserve Canopy 6. Placing the bag into the container and closing the NOTE: The canopy stack should look like Figure 5-74 .

container.

It is imperative that the rigger maintains control over the Step 1. Layout and Setting Up Packing Clamps packing process at all times. In particular, it is important to 1. Anchor the risers at the connector links including the keep the lines taut and straight and to keep the center wind steering lines. [Figure 5-71] channel of the canopy stack clear and the line attachment tabs stacked neatly.

2. Place packing weight on top of it.

5-29 Figure 5-76. Fold half under “A” lines.

Figure 5-73. Clamps on top of canopy.

Trailing Edge (tail) { 3 panels Control line 4 panels D line C line B line Figure 5-77. Smooth panels under “A” lines.

A line { 3 panels Leading edge (nose) Figure 5-74. Drawing of canopy stack.

1. Pull tension on the “A” lines. Split the leading edge in half. [Figure 5-75] Figure 5-75. Split the leading edge.

2. Fold half under “A” lines. [Figures 5-76 and 5-77] 3. Pick up the “B” lines by the clamp and hold vertically over the “A” clamp. [Figure 5-78] Note the spread of the leading edge panels.

Figure 5-78. Hold “B” clamp vertically over “A” clamp.

4. Lower the “B” clamp and material down to the “A” 5. Repeat this step with the “C” and the “D” line groups.

clamp. [Figure 5-79] Spread the cells equally to both [Figures 5-80 and 5-81] sides. Keep the center cell in the middle.

5-30 Figure 5-79. Lower “B” clamp to “A” clamp, spreading the cells.

Figure 5-82. Split the trailing edge.

7. Remove the “D” clamp. Hold down the “D” lines at the line attachment point and pull down the control lines. [Figure 5-83] Do not disturb the center of the canopy stack.

Figure 5-80. Repeat with “C” lines.

Figure 5-83. Pull down the trailing edge.

Figure 5-81. Repeat with “D” lines.

Step 3. Setting the Brakes 6. Split the trailing edge and separate the control lines 1. Set the deployment brakes and stow the excess line ® into right and left groups. [Figure 5-82] in the Velcro keepers. [Figure 5-84] 5-31 Figure 5-84. Set the deployment brakes.

2. The finished toggles should look like Figure 5-85 .

Figure 5-86. Pull stabilizer taut.

Figure 5-85. Completed brakes.

Step 4. Folding the Canopy 1. Fold all the trailing edge to one side, then pull the stabilizer panel taut. [Figure 5-86] 2. Flake the trailing edge of the canopy starting with the outboard control lines. Fold each cell in half on top of the “D” line group until you get to the center.

[Figure 5-87] 3. Repeat with the opposite side.

4. Pull the slider up to the slider stops.

5. Remove remaining clamps from top of canopy. Make sure all suspension lines are in the center of the canopy stack. [Figure 5-88] Figure 5-87. Flake the tail.

6. Fold the center of the trailing edge back to expose the center of the wind channel. [Figure 5-89] 9. Place a gun cleaning rod at half the distance between the bottom and the packing paddle under the stack.

7. Create an “S” fold in the stack. [Figure 5-90] 10. Pull the rod up and move the canopy with paddle 8. Position a packing paddle a third of the way up from towards container. [Figure 5-92] the bottom of the canopy length on top of the stack.

[Figure 5-91] 5-32 Figure 5-91. Packing paddle at ⁄ 3 rd location.

Figure 5-88. Lines are taut in the center.

Figure 5-92. Creating the “S” fold.

12. Wrap the center cell around the folded canopy with the left and right about halfway to the center, then secure with clamps starting at the bottom. [Figure 5-93] The width of the folded canopy should be the width of the D-bag plus 2 inches (5cm).

13. Continue to wrap the center cell around the canopy stack and secure with additional clamps. [Figure 5-94] Step 5. Placing the Canopy into the Deployment Bag and Stowing the Lines 1. Lift the base of the folded canopy and slide the reserve bag underneath. The grommets in the tongue of the Figure 5-89. Fold tail back for wind channel.

bag should be even with the bottom of the stack.

[Figure 5-95] 2. Make a second “S” fold to match Figure 5-96 .

3. Split the loose fabric at the top to form two “ears.” [Figure 5-97] Figure 5-90. “S” fold drawing.

4. Gather the center cell material along the middle seam until you reach the bottom. Roll the material under, 11. Pull the top center cell panel down to the bottom of but do not cover the center cell. [Figure 5-98] the stack.

5-33 Figure 5-95. Bag positioned under canopy.

Figure 5-93. Wrap tail, two clamps.

Figure 5-96. Second “S” fold.

Figure 5-94. Finish wrapping tail, four clamps.

5. Hold down the center cell material and then shape the molar folds. [Figure 5-99] 6. Fold the ends of the molar folds under to create the bulk necessary to fill the top of the reserve bag.

[Figure 5-100] Figure 5-97. Split fabric and form “ears.” 7. When placing the canopy in the bag, allow the folded canopy to stick out 2–3 inches at the mouth 9. Shape the bag. The shape of the bag should reflect the of the bag to fill the corners of the reserve container.

desired shape of the reserve container.

[Figure 5-101] ® 10. Cover any exposed hook Velcro to avoid contact 8. Close bag and secure with the locking stows.

with the lines.

[Figure 5-102] 5-34 Figure 5-98. Gather and roll center seam fabric.

Figure 5-101. Place canopy in bag.

Figure 5-99. Shape molar folds.

Figure 5-102. Close bag and secure locking stows.

Step 6. Placing the Bag into the Container and Closing the Container 1. Place reserve risers into the pack tray. Spread the risers with the rear riser to the outside to minimize the bulk against the back pad. [Figure 5-104] 2. Place the reserve bag into the container and S-fold the bridle in the center of the bag. [Figure 5-105] Figure 5-100. Fold molar ends under.

3. Fold the top yoke portion of the bag over the bridle.

11. Stow the lines neatly leaving sufficient line between [Figure 5-106] the bag and riser ends. [Figure 5-103] 4. Secure in place with a clamp. [Figure 5-107] 12. Thread the pull-up cord through the closing loop.

5-35 Figure 5-106. Fold the yoke over the bridle.

Figure 5-103. Stow lines.

Figure 5-107. Secure yoke/bridle with clamp.

Figure 5-104. Place risers in the pack tray and spread.

Figure 5-108. Gun rod through the pilot chute.

6. Center the base of the pilot chute on the center grommet of the deployment bag.

7. Compress the pilot chute while stuffing fabric and mesh between the spring coils.

8. Position the cap of the pilot chute with the arrow facing toward the top or bottom of the container. [Figure 5-109] Secure with a temporary pin.

Figure 5-105. “S” fold the bridle on bag.

® 9. If an AAD, such as a CYPRES , is installed, route the pull-up cord through the cutter first, then through 5. Use the gun cleaning rod to thread the pull-up cord the right (#1) side flap grommet. [Figure 5-110] through the pilot chute. [Figure 5-108] 5-36 Figure 5-109. Position pilot chute.

Figure 5-111. Close right and left flaps simultaneously.

Figure 5-110. Route pull-up cord through cutter and right flap.

10. Next thread the left (#2) side flap grommet. At the same time, close the side flaps. [Figure 5-111] Secure with a temporary pin.

11. Close the bottom flap (#3) and secure with a temporary pin. [Figure 5-112] NOTE: At this point, you should 1 1 only be able to pull ⁄ 4 – ⁄ 2 inch of loop through the first three flaps. If you can pull more, the loop is too long.

Open container and shorten loop.

12. Close flap #4 and insert the ripcord pin.

[Figure 5-113] CAUTION: Place the closing plate on the bottom edge of the inner top flap. This protects the plastic stiffener if you are kneeling on the pin protector flap. The rigger should determine how tight the closing loop is and decide whether to perform a pull test.

Warning: Maximum allowable pull force on the reserve ripcord is 22 pounds (10 kg).

13. Once you are satisfied that the pull force is less than 22 pounds (10 kg), seal the ripcord and log the pack job.

14. Place the data card in the data card pocket. [Figure 5-114] 15. Count your tools.

Figure 5-112. Close #3 bottom flap.

16. Complete the placard data on the orange warning label.

Failure to do so voids the TSO.

5-37

Figure 5-113. Close flap #4 and insert ripcord pin.

Figure 5-115. Set brakes. Excess lower control line is inserted through top of riser, around nose of toggle, and toggle placed in nose keeper.

Figure 5-114. Place data card in pocket.

Ram-Air Reserve into a Two-Pin Piggyback Many sport, military, and pilot emergency rigs feature the two pin, externally-mounted reserve pilot chute or Pop- Top. The Pop-Top closes use adjustable closing loops that Figure 5-116. Four-line (separate the line groups).

are tightened after the pins are inserted. The following instructions demonstrate the PRO pack method without the use of clamps. [Figures 5-115 through 5-165] 5-38

Figure 5-117. Push the slider up to the slider stops.

Figure 5-120. Split nose of canopy; three cells to each side, exposing center cell.

Figure 5-118. Flake the nose cells of the canopy.

Figure 5-119. Hold all flaked nose cells between the knees. Reach down and flake out material between A/B, B/C, and C/D lines.

Documentation One of the most important parts of the packing process is the requirement to keep proper records. 14 CFR part 65, section Figure 5-121. Sweep arm underneath flaked canopy and gently lay 65.131, specifies the information the rigger is required to it on the floor.

document. There are two forms of required records. The first is the rigger’s logbook. While the exact format is up to the rigger, there are commercially-produced logbooks 5-39 Figure 5-122. Pull up and smooth out the top skins of the canopy, Figure 5-125. It is important to equally divide the canopy and cleaning up between the folds. maintain that division throughout the pack job.

Figure 5-123. Pull the lines taught and to the center. Figure 5-126. Tuck the slider up between A/B and C/D line groups.

Some manufacturers recommend stowing the apex of the slider with a rubber band to the center B or C line attachment tab (whichever one it best aligns with).

Figure 5-124. If the PRO packed canopy was laid down carefully, it will be essentially flaked. Only minor straightening is necessary.

available that provide space for the required notations. The Figure 5-127. Narrow the pack job by folding the divided sections in half. The sections can be folded under or up. second required record is the parachute data card. Both of these items have been addressed in Chapter 1, Introduction to Parachute Rigging.

5-40 Figure 5-128. Without disturbing the rest of the folds, pull the center tail section down to the slider grommets.

Figure 5-130. Accordion the center cell, dividing the canopy in half.

Weights can be used to control the pack job.

Figure 5-131. Two packing paddles can be used to make a neat S-fold.

Figure 5-129. Cocoon the canopy by wrapping the tail around and under. The nose is splayed out with three cells to the right, three 1, Figure 1-8 has multiple identification spaces. With the cells to the left, and the center cell in the middle. widespread use of AADs, it has now become necessary to document the information required by the manufacturer such There are several items of interest regarding the parachute as the service cycle and battery life. The newest cards have data card. In the past, the data cards usually had information provisions for this information.

only for the identity of the parachute canopy, which is the primary component of the assembly. In recent years, with With the ability to interchange components, what does the growth of sport parachuting, this configuration is no the rigger do when a reserve canopy is removed from an longer standard. With the proliferation of many makes and assembly? Where does the data card go? This is a somewhat models of canopies, harness, and containers, and the ability gray area, but the common practice is for the card to remain to interchange components, it is necessary to document the with the canopy. If the harness and container have had work harness and container as well. The data card shown in Chapter 5-41

Figure 5-132. The length and width of the S-fold is determined by the width of the container and the distance between the main/reserve vertical partition and the bottom flap grommet.

Figure 5-133. Make a second S-fold with the upper part of the Figure 5-135. Inside the Reserve Speed Bag the buffer tabs form a canopy on top of the lower part.

clear channel for the bottom closing loop.

Finally, riggers are tasked with noting their name and certificate number on the data card. In many cases, this information is illegible. Riggers who take pride and responsibility in their profession and the work they do have no hesitation in letting the public know who did the work.

Accordingly, many riggers have a permanent ink stamp with their name, certificate number, and seal symbol that they use to stamp the card and then countersign it. This is the mark of a truly professional rigger. While the seal symbol is not required on the data card, it allows anyone to check the signature against the seal on the parachute.

Chapter Summary

Figure 5-134. Prepare the Reserve Deployment Speed Bag by using It is the responsibility of the attending rigger to ensure a hemostat to pinch the inner buffer tabs together as shown.

that the components of the approved parachute system are compatible in terms of shock load capability. This may be done that requires documentation, it may be necessary for as simple as reading and comparing the TSO/Data Label the rigger to fill out a duplicate card with the appropriate that is permanently attached to the reserve canopy and the notations as to the work done on the harness. Riggers should harness. This information may also be found in the respective make sure that they note that this card is a copy of the original.

5-42 Figure 5-138. Use the flaps of the bag to control the canopy and help push it into the bag.

Figure 5-136. The S-folds go below the buffer tabs when the canopy is in the bag.

Figure 5-139. The top flap closes first so that the rubber bands come through the slots in the bottom flap.

Figure 5-137. Fold the ears under and pull the bag over the canopy.

Owners Manuals. If in doubt, call the manufacturer(s). Size Figure 5-140. Stow the lines from top to bottom. Each stow is a compatibility, which may affect reserve bag extraction force, locking stow.

is of the utmost importance. In their zeal to make rigs more windproof, some manufacturers have created containers that 5-43 Figure 5-141. Depending on the length of the lines and the width of Figure 5-144. The second bodkin is now threaded through the bag the bag, all of the rubber bands may or may not be used. in the opposite direction.

Figure 5-145. A bodkin that has been pre-loaded through the Figure 5-142. Insert a bodkin through the channel in the bag where backpad of the container can now be easily pulled through the bag the hemostats were.

using this second bodkin.

Figure 5-143. Pull a second bodkin through the bag using a pull Figure 5-146. The bottom bodkin shown in place.

up cord.

Again, it should be emphasized that the reason for opening require more force to pull the bag from the container, due the container every 180 days is to inspect and recertify the to stiffer riser covers, boxing at the top of the container, and canopy and container system for another 180 days. Recent longer cantilever pin protector flaps. Such rigs should not be language published by the FAA clarifies what the service overstuffed. Reserve pilot chutes should be in new condition life of a parachute is by stating that the rigger may extend to provide maximum drag.

5-44 Figure 5-147. Carefully tuck the corners of the bag into the bottom of the container.

Figure 5-150. Close opposite side flap.

Figure 5-148. Close bottom sub flap.

Figure 5-151. Maintain the division of the canopy by pushing the ears down and outward. This is where the pilot chute spring will nest.

the life of the system 180 days at a time, so effectively the service life of any parachute TSO’d under C23b, C23c, and C23d is 180 days.

Figure 5-149. Close either side flap (not side-sensitive).

5-45 Figure 5-152. S-fold bridle and evenly distribute on both sides of Figure 5-155. Close top (yoke) flap.

container.

Figure 5-156. Place pilot chute in depression formed in the center Figure 5-153. Insert bodkin through the top grommets of the backpad of the pack.

and bag and close upper side flap. There should be little or no canopy fabric in this upper area if good division of the ears has been maintained.

Figure 5-157. Thread pull-up cords through each closing loop and through bodkin eyes.

Figure 5-154. Close other side flap leaving a short section of bridle below the pilot chute.

5-46 Figure 5-158. Compress pilot chute tucking fabric and mesh between Figure 5-161. Pull top closing loop through the grommet and the coils of the spring. insert pin.

Figure 5-162. Pull bottom closing loop through the grommet and Figure 5-159. Flip the container over and kneel on it to control insert pin.

the spring.

Figure 5-163. Pull on running ends of adjustable closing loop to Figure 5-160. Pull the bodkins with their respective pull up cords shorten the opposite loop until pilot chute is sufficiently seated.

through the pack.

5-47 Figure 5-164. Insert running ends into the isolated space between pilot chute “Hat” and top of the spring, using a hemostat or tweezers.

Figure 5-165. Dress per manufacturer’s instructions and attach seal to the last pin.

5-48

Chapter 6

Hand Tools, Sewing

Machines, and the

Parachute Loft

Introduction Riggers are taught that there are three things necessary to do a proper job: knowledge to do the work, the correct materials, and the right tools. The job cannot be done correctly without all three of these essentials. The right tools include various types of sewing machines, as well as a wide variety of specialized hand tools.

The importance of learning the names and nomenclature of rigging tools and equipment cannot be overemphasized.

Just as learning the language of a foreign country allows an individual to live and operate efficiently within a society, learning the language of the rigger allows new riggers to operate and interact within their profession. Without the necessary vocabulary, a rigger is not able to work with other riggers and, more importantly, does not present a professional image to customers. For example, when shopping for tools or sewing machines for rigging, the same tool may have a different name when used by some other trade. Knowing the language of the rigger helps avoid confusion.

6-1

loft to the DZ. The rigger who works in a full-time loft may Hand Tools have a more comprehensive tool kit, since it does not have to A new senior rigger must acquire enough tools to pack and be hauled around. For the weekend rigger, there are several maintain the types of parachutes for which he or she is rated.

field rigger kitbags available commercially that hold a full In the course of training, the rigger candidate is exposed to assortment of tools. Many riggers design and build custom various tools and individual rigging techniques. Some riggers kitbags tailored around their individual requirements. Doing adhere to a minimalist philosophy and use as few tools as this is an excellent way to show off sewing skills, while necessary. This may initially consist of a packing paddle, a at the same time creating a needed tool kit. There are also pull-up cord, and a temporary locking pin, or just a pull-up contractor tool bags made of a strong fabric with many cord, when packing main parachutes at the drop zone (DZ).

pockets and compartments that work well with the type With some types of parachutes, these may be all the tools of tools a rigger uses. These bags are inexpensive and are needed to pack them. Other riggers develop techniques that available at hardware and home improvement stores.

utilize an array of tools designed to make the job easier or the end result neater. Some manufacturers have designed To stock the tool kit, the rigger must determine what tools he specialized tools to make their particular parachute easier to needs. This depends on where the tools are used: in the field, pack and maintain. Each rigger develops a suitable technique DZ, or in the loft. Figure 6-2 shows a list of necessary tools and then obtains the tools to support it.

that have been proven useful for today’s rigger. The list of tools is broken down into two different categories: Category In the past, the list of tools needed to pack and maintain 1, items 6-3 through 6-49 are mandatory tools; Category 2, military surplus parachutes was limited. Since most military items 6-50 through 6-56 are optional tools as most of them parachutes were simply variants of the same canopy designs, are for use in the loft.

common tools could be used across the board. In today’s high-tech world, some of these original tools are still used Hand Tools Description along with a number of newer designs. Many riggers and The tool belt is one of the most useful items the rigger can manufacturers design and build tools to fit a need, whether have. [Figure 6-3] Most tool belts are custom built by the it is a new rig design or to make a job more productive.

riggers themselves and include a selection of tools that are frequently used around the loft. It always seems that the tool All riggers need to create a tool kit tailored for their particular the rigger needs at a particular moment is at the other end of situation. Figure 6-1 shows a commercially-available field the packing table or on another sewing machine. The use of a rigger kitbag with tools. Although commercially-made tool belt makes riggers more efficient as they are not always kitbags are nice, they are expensive. Many riggers are looking for and having to retrieve their tools. A well-designed “weekend” riggers, meaning they have a regular job during tool belt holds the following tools as a minimum: scissors, the week and work as a rigger on the weekend. This is typical thread snips, 6-inch ruler, marking pencils and pens, butane of many skydiving riggers. Other riggers work full time in a ® cigarette lighter, seam ripper, Exacto knife or scalpel, short loft or manufacturing environment.

packing fid, and finger-trapping needles. Other tools can be added according to the needs of the individual rigger. The following is a list of common tools and a brief description of how they are used.

Seam ripper—used in the sewing industry for “picking” stitches and ripping out seams. It has a pointed sharp end and an inside cutting edge for slicing through thread. [Figure 6-4] Hemostats or clamp—used by riggers for many clamping or retrieving operations. Two or three sizes should be obtained, as well as both straight and curved models. These tools can be found at hardware or auto parts stores. [Figure 6-5] Figure 6-1. Field rigger kitbag with tools.

® Scalpel or Exacto knife—used for delicate cutting of Depending on their needs, riggers have different approaches ® materials or thread. The Exacto knife is preferred as the toward their tools. The weekend rigger may travel to a DZ handles come in various sizes and with a wide selection of where the primary job is packing. Therefore, the tool kit is blades. [Figure 6-6] more basic as the purpose of this kit is not to take the whole 6-2 Rigger’s Tool List Figure # Description 6-3 Rigger’s tool belt 6-4 Seam rippers 6-5 Hemostats or clamp ® 6-6 Scalpel or Exacto knife 6-7 Thread snips 6-8 Butane cigarette lighter 6-9 6-inch stainless steel rule 6-10 Fabric marking pencils & felt tip markers 6-11 Scissors 6-12 Finger-trapping needle 6-13 Finger-trapping wire 6-14 Packing paddles and packing fid 6-15 Pull-up cords 6-16 Locking pull-up cord 6-17 Molar strap 6-18 Temporary locking pins (temp pins) ® 6-19 Velcro line protectors 6-20 Closing plate Figure 6-3. Rigger’s tool belt.

6-21 T-bar positive leverage device 6-22 T-handle bodkin 6-23 Pilot chute threading tool 6-24 Pilot chute locking rod 6-25 Line separator (suspension line holder) 6-26 Connector link separator tool 6-27 Shot bags 6-28 Seal press 6-29 Lead seals and seal thread 6-30 Rigger’s logbook 6-31 Packing data card Figure 6-4. Seam rippers.

6-32 Note pad 6-33 Rubber bands 6-34 Hand tacking needles 6-35 Straight & T pins 6-36 Navy end tab 6-37 Waxed nylon “supertack” 6-38 3-cord cotton thread—waxed 6-39 Tape measure 6-40 Shoulder strap hook 6-41 Pony clamps 6-42 6-inch adjustable wrench 6-43 Screwdriver—multi-tip 6-44 Needle-nose pliers 6-45 Cable cutters 6-46 Ripstop roller 6-47 Beeswax 6-48 Spring scale and fabric testing clamps 6-49 Hot knife element w/cutting tip, basting tip, and stand Figure 6-5. Hemostats or clamps.

6-50 Hot glue gun 6-51 Tension board assembly w/apex tiedown Thread snips—used in the sewing industry for trimming or 6-52 Size “O” rolled rim spur grommet handset “snipping” thread when sewing. Handier and easier to use 6-53 Hole punches than scissors as the point is finer and allows more precise 6-54 Cutting pad cutting of the thread. The ergonomic design takes some 6-55 Rawhide mallet 6-56 Binding tool getting used to but proves superior in the long term. The stainless steel models are best, but some riggers prefer the Figure 6-2. Rigger’s tool list.

plastic ones that have replaceable blades. [Figure 6-7] 6-3 ® Figure 6-6. Scalpel or Exacto knife.

Figure 6-9. 6-inch stainless steel rule.

compounds that, when used on canopy fabric, weaken the material. This particular brand of pencil has been found to have minimal effect on the fabric. Various colors, such as white, yellow, and red, are useful. Fine point felt tip markers ® are used for marking certain materials, such as Dacron or ® Spectra line. Black, red, and blue are most common. Felt tip ® ® pens, such as Sharpie and Pilot ultra- fine point permanent type, are used by many riggers. [Figure 6-10] Figure 6-7. Thread snips.

Butane cigarette lighter—used for burning thread ends to seal the thread and keep stitches from raveling. It is also used for searing tapes, lines, and light webbing. One of these should be at each sewing machine or work site so the rigger does not have to leave the work to find one. [Figure 6-8] Figure 6-10. Pencils and felt markers.

Scissors—used for cutting all types of materials used in the parachute industry. A high-quality scissor is lightweight, ergonomic, and comes in right-hand and left-hand models.

Figure 6-8. Butane cigarette lighter.

Also, a short 5-inch barber shear is very sharp even when “used” and works very well in cutting Cypres loop cord and 6-inch stainless steel rule—used for making fine measurements during work. At a minimum, the scale should read to ⁄ 16 inch other line material commonly used in parachute rigging.

[Figure 6-11] and have a dual (English/metric) readout. Certain models have one rounded end. This model can be used for removing Finger-trapping needle—used for inserting suspension cut stitches from work by rubbing the rounded end against the thread thereby lifting it and making it easier to remove. line into a “finger-trap” configuration. It is a heavy-duty threaded needle commonly called a “fid,” not to be confused [Figure 6-9] with a “packing fid” or “paddle.” Plastic ones are available commercially, but the best ones are custom made from Fabric marking pencils and felt tip markers—used for marking webbing, tapes, and fabric. The Dixon #134s was stainless steel or aluminum knitting needles. Cut to length, they are then drilled and tapped with screw threads in the used in the parachute industry for decades but is no longer available. The Dixon China Marker is now used by many flat end. The size 2, 6, and 8 needles are the most popular for the current line sizes. A blunt end needle is also used to riggers, as it contains no acid, and they come in 12 colors.

Other types have been found to contain abrasives and finger trap Cypres loop cord. [Figure 6-12] 6-4 Figure 6-14. Packing paddles and packing fid.

Figure 6-11. Scissors and barber shears.

Packing fid—similar to the packing paddle, used also for dressing the parachute pack and tucking in flaps. The fid is 9 1 1 approximately 1 ⁄ 16 " × 8" long and tapers from ⁄ 4 " to ⁄ 8 ". It is made from aluminum and was originally a United States Navy tool. Many riggers have both the fid and the paddle, but usually develop a preference for one or the other.

[Figure 6-14B] Pull-up cords—used to “pull-up” the locking loop of parachute containers when closing and pinning them. They are made from lengths of suspension line: Cypres loop cord or Type-3 tape. [Figure 6-15] Figure 6-12. Finger-trapping needle.

Finger-trapping wire—used to finger trap line too small to use a needle on. It is made from a wooden or plastic dowel with a wire loop made from safety wire. [Figure 6-13] Figure 6-15. Pull-up cords.

Locking pull-up cord—used to lock the thickness of a two- grommet reserve deployment bag when packing the reserve canopy. It is made from 72 inches of red Type-3 suspension line and a size 94 Cordlok nylon fastener. It may be used on one-pin or two-pin reserve bags. [Figure 6-16] Figure 6-13. Finger-trapping wire.

Molar strap—used to control the folded reserve canopy prior Packing paddle—used for dressing the pack of the parachute to inserting it in the reserve free bag made from Type-8 webbing and a Camlok nylon buckle. The webbing should when packing. This tool is made from either wood or aluminum. The MIL-SPEC paddle has rounded ends and be at least 48" long and brightly colored to serve as a flag 9 1 against leaving it on the canopy. [Figure 6-17] is 1 ⁄ 16 " × 12" long and tapers in thickness from ⁄ 4 " to 3 3 ⁄ 16 ". The wooden commercial paddle is 1 ⁄ 4 " × 15" long.

[Figure 6-14A] 6-5 ® Figure 6-19. Velcro line protectors.

Closing plate—used for closing one-pin containers. Made from ⁄ 4 " aluminum with a “V” shaped notch for pulling the Figure 6-16. Locking pull-up cord.

closing loop up through the pack flaps while compressing the container. [Figures 6-20] Figure 6-20. Closing plate.

Figure 6-17. Molar strap.

T-bar positive leverage device—used to produce a “cranking” Temporary locking pins (temp pins)—used to secure the pack in the temporarily closed condition prior to inserting action to wind up the pull-up cord, thereby increasing leverage when closing the container. It must be used the ripcord pins. All pins should have long, brightly-colored flags attached for recognition. [Figure 6-18] carefully as it is possible that too much force can be applied, damaging the container or creating too much force on the pin. [Figure 6-21 A and B] T-handle bodkin—used primarily for closing container systems that have external pilot chutes, such as the Jump Shack Racer.

A minimum of two is needed for the tool kit. [Figure 6-22] Pilot chute threading tool—used for threading the pull-up cord through a one-pin pilot chute. A .22 caliber gun-cleaning rod works well. The best is a United States military surplus M-16 cleaning rod. It is made from steel, as opposed to aluminum, and breaks down into sections and a package that is 8" long. [Figure 6-23] Figure 6-18. Temporary locking pins (temp pins).

Pilot chute locking rod and strap-locking rod and strap used to ® ® Velcro line protectors—used to cover the hook Velcro on compress pilot chutes and used to hold the reserve pilot chute, such as an MA-1 compressed on the pilot chute launching the line stow pocket of reserve free bags during the line stow ® 3 process. They are made from pieces of 1" loop Velcro with disc. It is a tempered steel rod approximately 18" × ⁄ 16 ".

[Figure 6-24] Type-3 tape flags attached. [Figure 6-19] 6-6 Figure 6-21. (A) T-bar positive leverage device and (B) positive leverage closing device with plate.

Figure 6-22. T-handle bodkin.

Figure 6-23. Pilot chute threading tool.

Figure 6-25. Line separator (suspension line holder).

Connector link separator tool—used to separate military style connector links, such as MS-22002 and MS-70118. The tool is Mil Spec PN 11-1-176. [Figure 6-26] Shot bags—used to hold the canopy and suspension lines in place while folding. Packing weight made from nylon fabric and filled with lead shot for weight. These should be brightly colored or have a flag attached to prevent leaving in the parachute. Weight varies from 2–5 pounds according to needs.

A minimum of four is needed. Making shot bags provides an excellent sewing project for the rigger candidate. [Figure 6-27] Figure 6-24. Pilot chute rod and strap.

Seal press—used for compressing lead seals when sealing the Line separator (suspension line holder)—used to keep the parachute under Title 14 of the Code of Federal Regulations suspension lines of the canopy in order while pleating. It 14 (CFR) part 65, section 65.133. The die of the press has is made from aluminum with three “fingers” and two slots.

the rigger’s seal symbol engraved in the face for identifying [Figure 6-25] the seal. [Figure 6-28] 6-7 Figure 6-26. Connector link separator tool.

Figure 6-29. Lead seals and seal thread.

Figure 6-27. Shot bags.

Figure 6-30. Rigger’s logbook.

Packing data card—used to fulfill the recordkeeping requirements of 14 CFR part 65, section 65.131(c) that is ® normally made of Ty-Vek material and is kept with the ® parachute. Ty-Vek is difficult to write on with a ball point pen. One pen that works very well is the “Pilot ultra-fine point NO XYLENE - permanent type SCA-UF.” This pen can be found at office supply stores, although you may have to Figure 6-28. Seal press. order them. They come in black, red, and blue. [Figure 6-31] Lead seals and seal thread— used with the seal press to seal Note pad—used for recording miscellaneous information or the parachute, usually ⁄ 8 " diameter. The thread is used to seal making sketches when working on parachutes. [Figure 6-32] the parachute in accordance with 14 CFR part 65, section 65.133. A cotton thread, usually ticket 20/4 with a tensile Rubber bands—used for stowing suspension lines, bridles, strength of 4.7 pounds; also used as safety tie where required.

or static lines. Three sizes are common today. Besides the Due to the fact that seal thread is only available in 100-pound normal 2-inch size, there is a smaller 1-inch size for the lots, some manufacturers buy it and then put it up on smaller newer microline and a larger one used for tandem parachutes.

spools and make it available to riggers. [Figure 6-29] ® Tube Stoes used in place of rubber bands are required by some manufacturers, such as Butler Parachute Systems, Inc.

Rigger’s logbook—used by riggers to meet the recordkeeping [Figure 6-33] requirements of 14 CFR part 65, section 65.131. [Figure 6-30] 6-8 Figure 6-34. Hand tacking needles.

Straight and T pins—used when doing canopy patches to pin the fabric together. The T pins are used for heavier duty Figure 6-31. Packing data cards.

work, such as container repair. [Figure 6-35] Figure 6-32. Note pad.

Figure 6-35. Straight and T pins.

Navy end tab—used for assisting in hand tacking thick materials. This is a container end tab from a United States Navy seat pack modified with a “dimple.” The dimple allows the needle to be pushed through the material, and the holes in the tab allow gripping the needle to pull it through.

[Figure 6-36] Waxed nylon “supertack”—used for hand tacking requirements because it has superior knot holding properties.

It is a waxed, flat, braided nylon cord that serves as a modern replacement for 6-cord nylon. Typically 80 – 90 pounds tensile strength, a 50-pound version is also available. This ® cord is available in black and white. [Figure 6-37] Figure 6-33. Rubber bands with Tube Stoes .

Hand tacking needles—variety of sizes of straight and curved needles used for general sewing are necessary for every tool kit. [Figure 6-34] 6-9 Figure 6-36. Navy end tab.

Figure 6-38. 3-cord cotton thread–waxed.

Figure 6-37. Waxed nylon “supertack.” 3-cord cotton thread–waxed—used for hand tacking and break tacking on the risers and connector links of emergency Figure 6-39. Tape measure.

parachutes. Its tensile strength is 16 pounds. The color is usually natural. [Figure 6-38] freeing both hands to pin the container. This strap can be built by the rigger. [Figure 6-40] Tape measure—used for general measurement of items Pony clamps—used for clamping material to hold it as a third such as suspension lines and bridles. A good quality tape measure at least 25 feet long is necessary. A quality fabric hand. Also used as a packing assistant when packing square reserves. These do come in handy, although not used by all tape measure is also necessary. If possible, get one with dual measurements (English/metric). [Figure 6-39] riggers. [Figure 6-41] ® Shoulder strap hook—packing assist device used to apply 6-inch adjustable wrench—used for tightening Rapide links and other jobs. A good adjustable wrench serves in place of tension to the pull-up cord using upper-body strength thereby 6-10 stressed enough. If the tip of the screwdriver does not fit the slot in the screw of a L-bar connector properly, it can slip out and can cause damage to the screw head or injury to the rigger. [Figure 6-43] Figure 6-40. Shoulder strap hook.

Figure 6-43. Screwdriver–multi-tip.

Needle-nose pliers—used for heavy-duty gripping and pulling, such as for needles in webbing. A small needle-nose plier is also handy for pulling thread after a seam ripper has been used. [Figure 6-44] Figure 6-41. Pony clamps.

Figure 6-44. Needle-nose pliers.

several different sized wrenches. A 4-inch adjustable wrench Cable cutters—used for cutting stainless steel cable and is very handy as it takes up less room in the rigger kit bag.

trimming the 3-ring release cable to length. A good quality [Figure 6-42] ™ cable cutter, such as the Felco model C7, cuts the cable cleanly. Electrician’s pliers or diagonal cutters flatten the ends of the wire unless they are of high quality and sharp.

[Figure 6-45] Figure 6-45. Cable cutters.

Figure 6-42. 6-inch adjustable wrench.

Ripstop roller—used for applying ripstop tape for canopy repairs. It removes air bubbles and wrinkles. A standard Screwdriver–multi-tip—used for L-bar connector links and wallpaper roller works well. [Figure 6-46] general use. A good quality screwdriver with interchangeable tips is the most versatile model. Good quality cannot be 6-11 Figure 6-46. Ripstop roller.

Beeswax—used for waxing 6-cord nylon or any regular thread for hand tacking. [Figure 6-47] Figure 6-48. Spring scale and fabric testing clamps.

Hot knife element with cutting tip, basting tip, and stand— used for cutting and searing synthetic materials, such as ® ® nylon, Dacron , and Spectra . The basting tip is used for fusing canopy material in place prior to sewing during canopy repairs. The stand is necessary to keep the hot elements from causing a fire. A heavy-duty hot knife, although expensive, is a must have for any serious rigger. [Figure 6-49 A and B] Hot glue gun—used to replace staples and hand basting in harness work. This modern tool has changed harness repair and construction techniques. [Figure 6-50] Figure 6-47. Beeswax.

Tension board assembly with apex tiedown—used on the Spring scale and fabric testing clamps—used for measuring round packing table to apply tension to the canopy when the ripcord pull force on reserve and emergency parachutes.

packing. There are two models available. One is for military With a minimum rating of 50 pounds, it is also used in style L-bar connector links and another, smaller one for conjunction with the fabric testing clamps to measure fabric ® Rapide style connector links. The straps should have a strength on reserve canopies in accordance with Parachute quick release feature to release tension easily. [Figure 6-51] Industry Association (PIA) TS-108. Some riggers do not use testing clamps as they can cause damage to good fabric, if Size “O” rolled rim spur grommet handset—used for doing not used properly. [Figure 6-48] container repairs. The “O” stainless steel model from Figure 6-49. (A) Hot knife element with cutting tip, basting tip, and stand and (B) heavy duty hot knife.

6-12 Figure 6-50. Hot glue gun. Figure 6-52. Size “O” rolled rim spur grommet handset.

Figure 6-53. Hole punches.

Figure 6-51. Tension board assembly with apex tiedown.

Stimpson Co., Inc. is the most useful grommet set because it has a replaceable die insert section, that wears out in time and can be replaced. It is also the highest quality. The stainless steel set works for both brass and stainless steel grommets.

For the rigger who does not replace as many stainless grommets, the hand set from Lord and Hodge size “0” will also set stainless steel spur grommets, but does not last as long as the commercial handset. The other sizes most often used are “3” and “5” to set brass or nickel plated. [Figure 6-52] Hole punches—used for punching holes for grommets that come in various-sizes. Most often sizes used would be 0, 3, and 5. [ Figure 6-53] Figure 6-54. Cutting pad.

Cutting pad—used with hole punches. The best are plastic as these do not damage the punch. [Figure 6-54] at 4 pounds is the most common. A quality rubber dead blow hammer works well also. [Figure 6-55] Rawhide mallet—used when punching holes and using grommet handsets. This is a preferred tool to use as the Binding tool—used for turning corners when binding rawhide does not damage the other tools, and the weight ® material, such as para-pak or Cordura . The model shown makes the job easier and more consistent. The number 2 size in Figure 6-56 is a soldering tool from an electronics repair 6-13

The above tools provide the rigger with the means to pack and maintain most of the common parachutes in use today.

There are numerous other tools, both old and new, that individuals may wish to acquire for specialized parachutes shown in Figure 6-57 . In particular, there are older style parachutes and military parachutes that cannot be packed without specialized tools designed specifically for them. At the same time, the profession is constantly developing new tools to make the job easier.

Figure 6-55. Rawhide mallet. Sewing Machines After the senior rigger has put together a personal tool kit, the next step is to acquire a selection of sewing machines in order to do minor repairs of defects found during inspection prior to packing. For example, if you find a small hole in the canopy, a sewing machine is necessary to make the correct repair. For this, a lightweight single needle machine is the perfect beginning. As your sewing skills progress, additional Figure 6-56. Binding tool.

specialized machines can be added as space and finances store. The plastic handle has been replaced with a metal one. allow. Always remember, only those repairs allowed under This is almost the perfect configuration for its use. your certificate may be performed.

Figure 6-57. (A) link fork, (B) pull check tool, (C) tool used to maintain continuity of risers when removing main parachute from harness, and (D) Pro Pack hook.

6-14 When purchasing a new sewing machine, if money allows, buy the best and newest machines affordable. Do not avoid old machines because if they are not worn out and parts are available, they can be a good buy. If worn out, they are counterproductive. Buy self-lubricating machines as opposed to ones you need to oil manually. It is preferable to get machines with a reverse mechanism. Get an adjustable “K leg” stand and table. This allows you to set the height of the table to best fit your physical needs. Large people bending over a short table for any length of time understand the need for this feature. If the rigger is buying a new machine, it is possible to order an oversize table top in place of the standard 20" × 48" size. This allows better control over harness and containers so they do not overlap the table.

Figure 6-59. Mitsubishi LT2-220.

When buying any machine, particularly from a sewing machine dealer, get the operator’s manual and the parts manual for the machine. The operator’s manual tells you how to set up and operate the machine and is indispensable when the need to order parts arises. Manuals for older machines can be found online, along with parts manuals. When shopping for used or older machines, seek out reputable companies or individuals that used the machine for business, such as retiring parachute riggers, or upholstery shops, leather shops, etc. Whenever possible, it is always best to try the machine before you buy it.

Experience has shown that the average rigger who wishes to set up a loft needs three initial machines: a lightweight single needle, such as a Singer 31-15 or Mitsubishi DB-130, for canopy repair and lightweight maintenance; a double Figure 6-60. Bernina Model 217.

needle, such as a Singer 212W140 or Mitsubishi LT2-220, with a binder or taping attachment for binding material and and bobbin, and the machine again is a double needle. This light manufacture; and a medium-duty double throw (308) gives the rigger two machines for the price and space of one.

zigzag machine, such as a Bernina Model 217, for suspension A good zigzag machine also does multiple-duty. Its primary line repair and replacement. [Figures 6-58, 6-59, and 6-60] purpose is for zigzag sewing. However, adjusting the stitch regulator allows the rigger to do an acceptable job sewing bar tacks. By changing the stitch length and adjusting the width to the narrowest setting, some machines do good straight stitching, such as the Pfaff model 138.

An excellent machine for canopy patch work is an old Singer model 201-2 made in the 1950s. Because this machine was made for home use, they can be often be found in good working condition. The Singer model 201-2 is unique in that it takes up to a size 21 needle and is all gear driven with no belts. Another portable machine, which is very handy, is the Consew CP- 146R Mini Walking Foot. [Figure 6-61] It sews a 301 straight Figure 6-58. Mitsubishi DB-130. or 304 zigzag stitch and sews through thicker material. Both sewing machines are good choices for traveling to the DZ.

For individuals on a tight budget or with space constraints, a good idea is to buy a double-needle machine first. By Any machine used in parachute rigging must be capable of removing one needle and bobbin, the machine performs using at least a size 18 needle to handle size E (69) thread. E excellently as a single-needle machine. Replace the needle thread is used in most sewing done by a senior rigger.

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Figure 6-62. Juki LU-563.

Figure 6-61. Consew model CP-146R Mini Walking Foot.

The double needle machine is preferable for binding tape repair, although with experience a rigger can install TY-3 tape with a single needle machine making two passes. When using this method, a tape folder must be used, and the inner stitch must be done first.

Advancing to master rigger requires additional specialized machines, such as a medium-duty, single needle, and compound feed machine, like a Consew 226R or a Juki LU- 563. [Figure 6-62] The Consew 206RB is also a good choice for those on a budget. This type of machine is used for doing container repairs and light harness work. [Figure 6-63] The next machine should be a heavy-duty harness machine, such Figure 6-63. Consew model 206RB.

as a Singer 7-33, 7-34, or Consew 733R. [Figure 6-64] These sewing machine manufacturers build models that fit within machines specialize in sewing 5-cord nylon or heavier thread the various duty types. Those models mentioned are only used in the manufacture and repair of parachute harnesses.

representative for that category. [Figure 6-66] Lastly, a bar tack machine, such as a Pfaff 3334 or Singer Identification and Nomenclature 69 class, allows fast, strong, professional repairs and The purpose of the following information is not to make is invaluable in line replacement and manufacturing.

you an accomplished sewing machine expert and repairman.

[Figure 6-65] This selection of machines provides the You should learn the basics about what makes your sewing rigger with the ability to undertake virtually any repair or machines work and how to perform routine maintenance modification needed on today’s parachutes. Remember, all Figure 6-64. On the left is a Singer 7-34 heavy duty harness sewing machine and on the right is a Consew 733R.

6-16 7. Stitch regulator—adjustor that controls the length of the stitch. The larger the number, the longer the stitch; the smaller the number, the shorter the stitch.

8. Pre-tension thread guide—assembly that provides initial thread tension and thread straightening before the thread reaches the main upper thread tension assembly.

9. Thread retainer—provides direct guidance for the thread to the upper tension assembly.

10. Thread take-up cover—covers the thread take-up lever and protects the operator.

11. Right arm thread guide—provides thread guidance from the upper tension assembly to the thread take-up lever.

12. Upper tension regulating thumbscrew—regulates Figure 6-65. Pfaff 3334. pressure of the tension discs on the thread.

13. Thread controller spring—provides for the correct and service. By doing so, simple problems can be fixed amount of slack in the needle thread when the needle with little to no downtime or repair bills. The information is descending so that the needle does not cut the thread.

on troubleshooting provides you with the basic knowledge needed to keep your machines running. [Figure 6-67] 14. Tension discs—provide tension on the upper thread.

15. Presser bar tension nut—regulates the pressure of the Figure 6-68 shows a close-up of the head only. Only those presser foot on the material.

parts, which the rigger must deal with on a regular basis in 16. Thread take-up lever—provides for slack in the needle order to operate and maintain the machine, are shown. For thread after the stitch is formed and pulls the correct those individuals who wish to become more involved in the amount of thread from the spool for the next stitch.

machine, a thorough study of the operator’s manual and parts manual is encouraged. The following numbers correspond 17. Needle bar—holds the needle and carries the upper with the part descriptions in Figure 6-68 .

thread downward through the material to where the stitch is formed.

1. Bed—base of the machine.

18. Presser foot bar—holds the presser foot in place to 2. Arm—upper casing of the machine.

hold pressure on the material.

3. Uprise—upright part of the machine that joins the base 19. Presser foot—holds the material in place while the feed and the arm.

dog moves the material forward for the next stitch.

4. Faceplate—cover that protects the needle bar and 20. Needle plate—surrounds the feed dog and protects presser bar mechanisms.

the material during the movement process.

5. Balance wheel—pulley assembly that drives the 21. Slide plate—covers the area of the bed to the left of the machine via the motor and belt.

feed dog and provides access to the bobbin assembly.

6. Reverse lever—mechanism that, when depressed, 22. Feed dog—feeds the material through the machine reverses the sewing operation of the machine.

from the underside.

Sewing Machine Model Comparison Single needle Single needle Single needle Harness Harness Two needle Zigzag medium Make light duty medium duty compound machine heavy machine extra Bar tack feed duty drop feed needle feed feed duty heavy duty Singer 31-15 111W151 111W155 112W116 17W15 68 or 69 class 7-33 97-10 Consew 292R N/A 206RB-4 333RB-1 199R-2A N/A 733-R2 N/A Juki DLN-415 LU-563 LH-515 Brother B-791 Mitsubishi DB-130 DY-340-12 LU2-400 LT2-220 LZ-780-11 Pfaff 138 3334 Bernina — — — — 217 — — — Figure 6-66. Sewing machine model comparison.

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1. Machine head —is the actual machine assembly.

2. Table top —holds the head in position and the motor underneath.

3. Stand —supports the table top.

4. Motor —powers the sewing machine.

5. Treadle —the “gas pedal” that operates the motor. Pushing forward makes motor start and pushing backward stops the motor.

6. On/off switch —controls power to the motor.

7. Thread stand —holds the spools of thread for both the sewing machine and the bobbin winder.

8. Bobbin winder —feeds the thread to the bobbin during the winding process.

9. Light —necessary to observe the sewing operation.

Figure 6-67. Front view of a modern, light-duty, single-needle machine.

the stitch. Figures 6-69 through 6-73 show the sequence in Sewing Theory forming the stitch.

Once the rigger has become familiar with the parts of the machine, it is time to begin to understand the operation and There are two types of principles of operation in sewing theory of how the machines sew. The primary form of stitch machines: the “ oscillating” hook and the “ rotary” hook.

pattern is called a 301 lockstitch. It is formed by two threads, With the oscillating type, the bobbin and hook are one from the top and one from the bottom. The needle carries positioned in a vertical plane to the bed of the machine. The the thread from the top through the material, and the bobbin hook rocks back and forth in a half revolution to complete holds the thread on the bottom. The hook catches a small the stitch. With the rotary type, the bobbin and hook may loop in the upper thread and carries it around the bobbin, be either vertical or horizontal, and the hook makes two and the two threads interlock between themselves to form 6-18 Figure 6-68. Closeup of head.

Figure 6-69. First step in forming a stitch. Figure 6-70. Second step in forming a stitch.

complete revolutions to complete one stitch. The oscillating There are three types of feed mechanisms to move material models are generally slower in operation while the rotary through the machines. The first and simplest is called a is the high-speed model. Aside from the larger, heavy-duty “drop feed” machine. With this type of feed, a feed dog on machines, most new machines are rotary in operation. the bottom rises up to press the material against the presser [Figures 6-74 and 6-75] foot from the top and moves it along while the needle bar 6-19

Figure 6-71. Third step in forming a stitch. Figure 6-74. Oscillating hook.

Figure 6-72. Fourth step in forming a stitch. Figure 6-75. Rotary hook.

The second type of machine is the “ needle feed” machine.

With this type, the needle bar moves in addition to the feed dog and helps move the material. This is a medium-duty machine.

The Brother B-791 is an example of a “needle feed” machine.

The third type of machine is a “ compound feed” machine.

This is a combination of the drop feed and needle feed along with an alternating presser foot. This is a more positive feed machine and is generally a medium-duty to heavy-duty machine. The Juki LU-563 and Consew 733R are good examples of “compound feed” machines.

Needles The needle is one of the smallest parts of the machine but is probably the most important. It is the source of the perfect Figure 6-73. Fifth step in forming a stitch.

stitch and also the most aggravation. The use of the correct type and size of needle is most important in proper operation and needle move up and down penetrating the material and of a sewing machine. Improper needles cause a machine to forming the stitch. This is generally the lightest duty of produce poor stitching and may damage the material, or the machines. The Singer 31-15 and Mitsubishi DB-130 are two machine might not sew at all. Using the wrong needle can examples of a drop feed.

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also damage the machine. [Figure 6-76] Without getting into down several times to see if the machine turns freely.

the advanced aspects of needle technology, there are a few Listen for any sounds that seem abnormal and notice simple things for the rigger to know. any feeling of tightness or binding of the machine.

1. There are three types of points—round, diamond, and • If everything seems normal, re-thread the needle. Take twist. Round is used for cloth as it separates the fibers a full bobbin, place it in the bobbin case, and install it of the cloth as it passes through. The diamond is used in the shuttle of the machine. [Figures 6-77 and 6-78] for leather as it cuts the material.

• Cycle the needle down and pick up the bobbin thread.

2. Each type of needle has a number to identify its size. A A correctly threaded and timed machine picks up the typical description would be “16 × 95, size 20.” The 16 bobbin thread on the first cycle.

is the size or diameter of the shank. The 95 is the length and also describes the type of point. Odd numbers denote round points and even denotes diamond points.

The size 20 is the diameter of the shaft.

3. The rigger should always follow the instructions in the operator’s manual for the proper needle, installation, and threading.

Shaft Point Scarf Figure 6-77. Bobbin case.

Shank Eye Long thread groove Figure 6-76. Parts of a needle.

Operation Each sewing machine is unique and comes with a detailed operator’s manual that explains step-by-step the procedures for sewing. Listed below are some common steps that can be used and are applicable to most machines.

• Before you first sit down in front of the machine, check to see that the power cord is plugged in.

Figure 6-78. Shuttle of the machine.

• Many of the modern machines are self-lubricating and have an oil reservoir in a pan below the head. Make sure Installing the Needle and Threading the Machine there is oil of the correct type and to the correct level.

Most single-needle-type machines have the needle positioned in the needle bar with the long thread groove facing to the • Next, remove the bobbin case and bobbin from the left. It is important to always check the threading diagram machine and the upper thread from the needle. This to make sure the needle is installed correctly and ensure that allows you to check to see if the bobbin case is clear the needle is installed all the way up to the stop in the needle and free in operation.

groove of the needle bar. Check that the long thread groove • Without turning the power on, depress the treadle faces in the direction for that type of machine and that the lightly to release the clutch. Turn the balance wheel or needle clamp screw is tight. [Figure 6-79] drive pulley toward you, and cycle the needle up and 6-21 Examples of single-needle machines where the thread groove does not face left are Singer 17W15 308-stitch or Singer 69 bar tack. The thread groove most often faces the bobbin, but not always in the case of a Horizontal Rotary Hook, such as Singer 201-2. Read the manual, if the needle does not pick up the bobbin thread, it may not be installed correctly.

Take a cone of thread and place it on the thread stand. Route the thread upward through the guide at the top of the stand and then to the pre-tension thread guide on top of the arm of the machine. [Figure 6-80] Most modern machines use a similar method of threading. However, there may be additional thread guides of different shapes to route the thread through.

This is why the rigger should have a copy of the operator’s manual for proper threading of each machine.

Once the machine is threaded correctly, take a sample of material suitable for the type of machine, thread, and needle.

Form several layers and place it under the presser foot. Lower the presser foot while holding the upper and lower threads securely to the rear of the presser foot. Turn the balance wheel again and run a few stitches by hand to see if the machine sews properly. If everything works as expected, turn the power on and begin sewing. If you are unfamiliar with this particular machine, begin slowly until you get the feel of the clutch and speed of the machine. The harder you push, the faster the machine runs. Some industrial machines are able to run very fast. This can intimidate many. If you need to slow the machine down, you can replace the pulley on the motor with one smaller pulley. A parts and repair shop will have or be able to order the pulley you need. Order the smallest Figure 6-79. Needle with left orientation.

Figure 6-80. Thread the machine.

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pulley that fits the shaft on your motor. You do have to know when doing this as small particles can be propelled through the make and model of the machine. the air and can get into the eyes. At the very least, the dirt can be blown onto other machines and work.

Another way to slow a machine is to replace the clutch motor with a rheostat motor. They operate the same way as After cleaning, each machine should be lubricated to a dimmer switch for a lamp. The operator sets the speed of ensure smooth operation. For those machines that are self- the motor, and it does not run faster than what it is set at. lubricating, check the level and condition of the oil in the When finished sewing, always place a piece of fabric under reservoir. For these machines, a number 1 white oil that has the presser foot in order to keep the feed dogs from causing a higher viscosity should be used. Depending on the amount damage to the presser foot. of use, the oil should be changed every 6 months to a year.

In no case should the oil be changed less than once a year.

If the machine does not sew correctly, consult the troubleshooting For machines that require manual lubrication, a number 2 guide to determine what the problem is and how to remedy it. white oil should be used as it has a lower viscosity to better [Figure 6-81] If the machine jams, it is very important to not adhere to the moving parts. This should be done daily at the force it, as you can cause damage to the machine. end of the workday. Oiling the machine at this time allows the oil to seep downward through the mechanisms and collect Machine Maintenance on the bottom.

The most important part of maintaining your sewing machines is to keep them clean and lubricated. Each machine In the morning before use, take a clean rag and wipe off the excess oil so it does not stain the parachute materials. Pay should be wiped down daily with a clean rag to remove oil and dirt. The amount of use each machine gets dictates the particular attention to the shuttle race. Keeping this well lubricated ensures smooth operation and a quieter machine.

cleaning required. However, on at least a weekly schedule, the moving parts should be cleaned with a small brush to remove One item that tends to get overlooked is the bobbin winder.

The shaft of the winder has a small hole in the top and a drop dust, lint, dirt, and threads. An air hose or bottle is useful in blowing dirt out of places the brush cannot reach. Be careful of oil should be added at least once a week to keep it free.

Troubleshooting Chart for Light Duty Drop Feed Machine Trouble Probable Cause Remedy Needle breakage Incorrect class and variety of needle being Use correct class and variety needle used Needle loose in clamp Tighten needle clamp screw Needle too small for fabric Use larger needle Operator pulling on fabric Allow machine to feed material Needle thread breakage Thread too heavy for needle Use larger needle or smaller thread Right twist thread being used Use left twist thread Machine incorrectly threaded Check machine for proper threading Needle thread tension too tight Loosen needle thread tension Thread take-up spring out of adjustment Adjust thread take-up spring Burr on bobbin case, shuttle point, or Smooth with emery cloth tension discs Thread rubbing against presser foot Adjust presser foot Needle is bent or has blunt point Replace needle Bobbin thread breakage Bobbin tension too tight Adjust bobbin tension Bobbin incorrectly threaded Thread bobbin to revolve clockwise Bobbin wound too fully to revolve freely Remove some of the bobbin thread Rounds of bobbin thread lapped over Ensure bobbin thread is straight when one another bobbin winding Bobbin case is dirty Clean and lubricate bobbin case Skipped stitches Machine out of time Time needle to shuttle Thread controller spring out of adjustment Adjust thread controller spring Drawing of seam Both needle and bobbin tension too tight Loosen needle and bobbin tension Stitches piled up Stitch regulator out of adjustment Adjust stitch regulator Pressure on presser foot too tight Loosen presser foot adjustment screw Feed dog striking Feed dog set too high Lower feed dog to correct height throat plate Figure 6-81. Troubleshooting chart for light-duty, drop-feed sewing machines.

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Sewing Machine Attachments The most common attachment that the rigger uses is a tape folder or “binder.” This attachment folds tape, typically ¾- inch Type-3, used for binding the edges of container, bags, or any material needing an edge binder. Used in conjunction with a double-needle machine, it folds the tape in half for a professional appearance and greatly speeds up the work.

[Figure 6-82] Figure 6-84. Right angle binder.

Another type of attachment is used to feed reinforcing tape such as ⁄ 8 -inch Type-3 onto a canopy seam. This is a simple guide that is attached to the presser foot and feeds the tape evenly to the needles. Yet another attachment is a seam folder used to make a French fell seam in canopy construction.

Figure 6-85 shows both of the above attachments used in Figure 6-82. Material with binding tape.

conjunction with each other. Over the years, the sewing industry has developed literally hundreds of different There are two types of folders. One is a straight folder where attachments to speed up and improve the sewing process.

the tape is fed straight into the machine under the presser foot.

[Figure 6-83] This folder is used for most straight binding, has minimal adjustments, and is the least expensive usually costing around 35 dollars. The second type of folder is a right angle folder. [Figure 6-84] The best models of these are custom built by companies that specialize in attachments.

They utilize special feed dogs, throat plates, and presser feet in addition to the folder. This type of folder is hinged to swing out of the way for changing bobbins. Most machines have several adjustments that allow for fine tuning the folder for optimum performance depending on the tape used. Folders can cost several hundred dollars.

Figure 6-85. Tape feeder and French seam folder.

The Parachute Loft The term “loft” comes from earlier times when the area used to pack and maintain parachutes was usually situated in the aircraft hangar above the aircraft. Hence, the term“loft.” The name has continued to this day and is synonymous with the parachute workshop.

Under, 14 CFR part 65, section 65.127(b), a rigger must have: “Suitable housing that is adequately heated, lighted, and ventilated for drying and airing parachutes.” Under 14 CFR part 65, section 65.127(d), the rigger must have: “Adequate Figure 6-83. Straight binder.

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housing facilities to perform his duties and to protect his equipment over and above the hand tools that all riggers tools and equipment.” All of this only makes sense in that the should have. A full-service loft has the following areas: properties stipulated are those that are best suited for storing and maintaining parachutes. Although these regulations have Packing and Inspection Area been in effect for over 40 years and were originally intended A main part of the loft layout is a suitable packing area.

to apply to parachutes with organic fibers in them, they still According to 14 CFR part 65, section 65.127(a), the rigger apply today. From the practical side, keeping yourself and the must have: “A smooth top table at least 3 feet wide by 40 parachute warm promotes efficient work habits. Good lighting feet long.” Technically, this is still required and is used means that you can properly inspect the parachute. Good primarily for round canopies. However, with today’s square ventilation allows the parachute to properly dry before packing.

parachutes, the accepted practice is to pack on the floor on a suitable covering, such as carpet. Squares can be packed Most individuals have been to automotive garages where on a table, but there must be access to the canopy from both there was oil on the floor and parts strewn everywhere. Yet sides of the table in order to inspect and fold it properly.

when the mechanic is finished with your car, the cost is fair [Figure 6-87] Even when packed on a table, the parachute and your car runs like new. In contrast, modern professional may have to be moved to the floor to aid in closing the garages sometimes look like hospital facilities in their container. If the rigger is packing a round parachute, a cleanliness and organization, the cost is high, and your car packing table is preferable as it makes the rigger’s job easier does not start after you pay the bill. Where would you take and more comfortable. If there is no packing table, then there your car? The loft, as depicted in Figure 6-86 , is a dream needs to be an open area big enough to lay out the round or for most riggers who do there rigging in there basement as a square parachute. While not expressly required, most lofts hobby. For the rigger who lives in a climate that is conducive have a canopy hanger for inspection, airing, and assembling to year round work and plans to make rigging a full time square canopies. [Figure 6-88] Many riggers who do not job, they may invest in a full-time loft. In colder climates, have the room to hang a canopy at home take the canopy to it is busy in the summer, and in winter, well cold. A clean, the DZ where space is available. A square canopy can also organized, and well-designed loft can inspire customer be aired by S folding and hanging it from a simple hook.

confidence, but the rigger’s ability to work on the parachute This way a square canopy can be aired in a small space, but is all that matters when you need that canopy over your head.

it is important to note that this technique is to air the canopy The loft facility houses the sewing machines and other out, not inspect it. [Figure 6-89] Typical Loft Floorplan 25' × 45' 3' × 40' Packing Table With Storage Shelving Below Area Grommet Working and Metal Square Canopy Packing Area 12' × 16' Rig Covered Assembly 4' × 8' Glass Top Table Work Cutting Canopy Table 3' × 10' Table Hangar Harness Work Table Office File Work Desk Cabinet Pfaff 3334 Bar Track Mitsubishi DB-130 Single Needle Brother B791 Single Needle Mitsubishi LT2-220 Double Needle Bemina 217 Zigzag Juki LU-563 Walking Foot Machine Consew 733R Harness Machine Figure 6-86. Loft drawing.

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Along with the canopy hanger, an assembly and inspection table is extremely useful. [Figure 6-90] It allows the harness and container to be assembled to the canopy without laying it on the floor. The assembly table allows the correct distance from the floor to mate with the canopy and provides an ideal storage area for the packing tools, wrenches, other equipment, and materials needed for assembly.

[Figure 6-91] This table can be a folding banquet table or wheeled cart if space is limited.

Figure 6-87. A square canopy being packed on a table, which must be accessible from both sides of the table in order to inspect and fold it properly.

Figure 6-90. Assembly and inspection table.

Figure 6-88. Canopy hanger.

Figure 6-91. Canopy and table layout.

Work Area Including Layout Tables and Sewing Machines The work and layout tables are ideally 4 × 8 feet for optimum space usage. Any canopy layout can be done on the packing table. The work tables should be adjacent to the sewing machines for minimum walking distance between them.

Many lofts have a small table along the walls against which Figure 6-89. A square canopy can also be aired by S folding and the sewing machines are placed. This allows storage of hanging it from a simple hook. materials and other items needed during the sewing operation.

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The right end of the sewing machine table is placed against this table so that the left, or open end, is available to lay canopies or containers on.

Harness Table and Machines Because of the nature of harness work, there are many specialized materials and tools unique to harness work. The table houses the hot knife, hot glue gun, templates, and rulers.

[Figure 6-92] The harness machine should be adjacent to the harness table for maximum efficiency.

Figure 6-92. Harness work table. Figure 6-93. Glass top table with cover.

Cutting Table The cutting table is used for cutting canopy fabric for canopy ® repairs, para-pak or Cordura for container repairs, or for cutting anything for general manufacturing. Ideally, this cutting table has a glass surface for use with a hot knife. One of the best designs utilizes a 4 × 4 feet glass surface that is hidden below a wooden cover that can be removed when needed and protects the glass when not in use. This table serves dual duty as a work table. [Figure 6-93] If space is limited, a smaller piece of glass can be used. If available, use a thick laminated piece of glass that is less prone to breaking.

Metal Working Area It is important to segregate the metal working area from the Figure 6-94. Metal working area.

rest of the loft because metal working creates considerable contamination with metal shavings and other particles tools may be used, provided it is kept away from any fabric injurious to parachute fabrics. The metal working area has that could be damaged.

® drills, grinders, swaging tools, Nicopress tools, and other tools needed for repairing or overhauling metal components.

Office Area [Figure 6-94] The grommet area should be adjacent to The office area handles the administrative and record keeping the metal working area, since several of the tools used functions of the loft. It should have a desk, file cabinets, to remove grommets are found there. [Figure 6-95] The library or bookshelves, telephone/fax machine, and computer.

grommet machine or handsets are kept in this area. Parachute All work orders are processed through here.

containers or other parts needing grommets are brought to this area for work. A metal working cart with drawers for 6-27

Chapter Summary This chapter contains information on the different types of sewing machines, component parts and there function, stitch formation, needles, and troubleshooting and hand tools used while performing the work of senior and Master Parachute Riggers. Having the correct tools for parachute rigging cannot be over emphasized. When the rigger is brought a parachute to be inspected, repaired, and repacked anything less than the best is unacceptable. The customer trusts the rigger with his life and no effort should be spared to provide the best.

It takes time to accumulate all the tools available. With any given task, the correct tools and space to perform the job is a must. Most important is that the rigger has the knowledge to do the work for which he or she is rated. The rigger must Figure 6-95. Grommet area.

also have access to information, such as parachute manuals, Materials Storage Area manufactures contact information, and other riggers with The storage area may be a separate room, a pegboard, or more experience.

cabinets on the walls where thread, tapes, and webbing are stored. [Figure 6-96] Rolls of fabric may be stored under the work or packing tables or on wall racks.

Figure 6-96. Thread storage area.

All of the above may be practical for the full-time professional loft, but for the individual rigger there may be certain space constraints. Many riggers take over their garage or basement, which makes a perfectly suitable loft with some cleaning and remodeling.

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Chapter 7

Repairs, Alterations, and

Manufacture

Introduction Inspection requirements are the mainstay of the parachute rigger, but of equal importance is the repair and maintenance of the parachute and its related systems. When the parachute is new, it is expected to function as designed. As it is used and ages, however, it begins to wear and its condition changes, which over time could result in a malfunction of the system. It is the rigger’s responsibility during inspections to identify any condition that might result in the parachute being considered non-airworthy and dangerous. In the course of training, the rigger candidate learns to identify those conditions that may be unsafe. The trainee also learns how to undertake the necessary repairs to return the parachute to its original, airworthy configuration. As we look at repairs it becomes very evident that inspection is the initial part of the process of any repair.

7-1

As stated in Chapter 1 of this handbook, Regulations and (non-certificated). All reserve emergency use parachutes Human Factors, it is imperative that riggers be able to are approved (certificated) and are tested to FAA-required distinguish between minor and major repairs. This ensures Technical Standard Order (TSO) standards. They are used that riggers do not exceed the limitations of their certificate and maintained by FAA standards (inspection and repaired or endanger the parachute user. The basic rule for repairs is by FAA-cetificated rigger or the manufacturer) as airframe to return the damaged parachute or component to its original and powerplant (A&P) mechanics are used.

airworthy configuration. However, in many instances, the remanufacture of the parachute may not be practical or cost Non-approved or non-certificated parachutes are generally effective. In these cases, there are approved repair techniques main parachutes, and related components, which can be riggers can use to return the parachute to service. These packed, used, and repaired outside of FAA maintenance and techniques form an important part of the rigger’s store of repair requirements. Rigger inspections and rigger repairs knowledge. To make a decision as to the confirmation for the are highly recommended but not required. Inspection of possible need for repairs, we must first understand the Federal and approved (certificated) parachute calls for inspection Aviation Administration (FAA) requirement of inspection. of all related components, which are listed below. Related components are parts of the parachute, deployment system, Inspection Process harness, and container system, and any item that has responsibility for containment, deployment, or operation of Chapter 5 of this handbook, Inspection and Packing, an approved (certificated) parachute and are a critical part addresses the purpose of the 180-day cycle as required by of the assembly. They must be inspected for use the same as the FAA. This action insures that the approved/certificated the reserve parachute.

parachute assembly meets the standards and conditions for safe return to service; it also become the cornerstone of the • Deployment bag (freebag, safety stow) maintenance and repair process.

• Bridle and pilot chute • Slider, slider fabric, and grommets The confirmation of wear or damage is critical in the determination of actions that may be needed as set forth in • Rapid links (soft links) Title 14 of the Code of Federal Regulations (14 CFR) part • Rapid link covers (soft link covers) 43 and key in the assessment of actions and clarity of the • All seams and seam fabric repair that may need to be performed.

• Suspension lines and line attachments As is the character of any device or object, use and physical • Ripcord housing and attachments location conditions (heat, moisture, sand, dirt) over time • Ripcord assembly cause wear to an item and, on occasion, misuse or improper actions during use result in damage. Certain parts or areas of • Upper and lower skins of canopy, all load and non-load a device incur more wear or damage according to use, action bearing ribs, all cross ports of handling, and contact with other components. Knowledge of this aspect should require increased or location specific All of these areas can sustain wear or damage during normal consideration during the inspection process.

use. The event of use at very high speeds can be contributed to the possibility of increased damage from exceeding the This recognition possibility of high-wear components or areas maximum speed allowed during deployment.

does not decrease or eliminate the inspection of any other part of the parachute assembly. It only identifies that the wear During inspection of certificated/approved parachutes, or damage probabilities are greater at these locations. These it is advisable to map related damage found on a chart areas are referred to as common wear or damage patterns which is shown in Figure 7-1 . This chart can be used to and apply to both round and square parachutes and parachute describe the location of needed repair to a customer, assist assemblies. These types of common wear/damage pattern in quickly locating the damage, and answer questions that applies in greater detail to the parachute that is utilized as the manufacturer may have relating to possible repair.

the main parachute and deployed on each jump in sport use.

[Figure 7-1] The inspection of a reserve canopy after deployment If a rigger were to receive a damaged sport main canopy for should be very concise and complete. Much care should repair, it would be advantageous to gain as much information be taken for a very thorough inspection of the parachute as possible as to the cause and situation that created the and related components. Parachutes are manufactured in damage. Inspection of the canopy should be as follows: two categories: approved (certificated) and non-approved Change 1 (December 2015) 7-2 Manufacturer _________________ Reserve Customer Name __________________ Serial # ______________________ Name ______________________ Tracking # _______________________ LE TE TE LE Right side 502 6E Beam T6 B6 T4 B4 T2 B2 B1 T1 B3 T3 B5 T5 B7 T7 501 7E Left side Page 1 of 2 Date # _______________ Inspection # __________________ Figure 7-1. Generic damage chart (page 1).

7-3 Manufacturer _________________ Reserve Customer Name __________________ Serial # ______________________ Name ______________________ Tracking # _______________________ Right side 6E R6 6-4 R4 4-2 R2 2-1 R1 1-3 R3 3-5 R5 5-7 R7 7E Left side Slider Page 2 of 2 Date # _______________ Inspection # __________________ Figure 7-1. Generic damage chart (page 2).

7-4 1. Links—condition and confirmation of barrel condition 4. Lines—check for burns, continuity, trim, and wear at (not cracked or stripped), soft links, installation, lower section of steering lines. [Figure 7-5A and B] condition, tacked in place. [Figure 7-2A and B] 5. Stabilizers—check attachments, signs of excessive 2. Slider—check fabric for rips and burns; grommets for stress, fabric damage or stress, and line attachment dents, nicks, or damage. [Figure 7-3A, B, C, and D] stitch. [Figure 7-6A and B] 3. Grommet protectors—confirm they are installed correctly and in good condition. [Figure 7-4A and B] Figure 7-2. Link damage.

Figure 7-3. Slider damage.

7-5 Figure 7-4. Protector damage.

Figure 7-5. Line damage.

Figure 7-6. Stabilizer damage.

6. Line attachments—check for stitch, material fatigue, 9. Fabric—check entire canopy for burns, snags, rips, paying close attention for damage behind the line tab. and tears and check inside cells, cross port condition, [Figure 7-7A and B] and rib damage. [Figure 7-10A and B] 7. Seam starts—look for back stitching failure or fraying. 10. Pilot chute attachment—check this area excessively, [Figure 7-8] inside and out, and all support tape attached to it on rib.

The damage here is not always obvious. [Figure 7-11] 8. Seam work—check for snags, pulls, loose stitches.

[Figure 7-9] 7-6 Figure 7-7. Line attachment damage.

Figure 7-8. End seam damage.

Figure 7-10. Fabric damage.

Figure 7-9. Long seam damage.

11. Center cell top skin (from pilot chute attachment A damage chart similar to the reserve chart can be created down to tail seam)—inspect skin for snags, dirt, to address main canopy inspections also.

discoloration, body oil/sweat transfer. Body contact is very high and sweat transfer and contact cause much faster deterioration of fabric. [Figure 7-12] 7-7

balance and powerplant reference as stated in paragraph (1) under major repair is not applied to parachute repairs, but all other standards are mandatory.

So, the person performing the maintenance as applies to parachutes in the view of the FAA is the one who decides if the repair or alteration is major or minor, and that person could be a rigger, a repairman (who must be employed by a manufacturer), or a person under the direct supervision of an appropriately-rated and qualified rigger (person with appropriate facilities, machines, tools, and materials).

The manufacturer can determine if a repair is major or minor and delegate authority to rated riggers or lofts in the field to perform repairs to their required standards and approved Figure 7-11. Pilot chute attachment damage is not always obvious.

data. The FAA or their representative can also determine what category the task may be. Often, these authorizations considered by manufacturers are a one-time only allowance or limited to a specific certificated or an approved TSO piece or type of equipment.

Now we know who is responsible to make the determination on whether a repair or alteration is major or minor, but how will they decide?

For some time, the FAA has published in Advisory Circular (AC) 120-77, Maintenance and Alteration Data, a chart to assist the technician in determining what type of repair qualifies and in which category as it applies to aircraft repair.

Shown in Figure 7-13 is an example repair decision chart that riggers can use (both senior and master) to determine the processes that need to be followed when excessive wear or Figure 7-12. Top rear skin damage.

damage is identified during the inspection process.

Major or Minor Repairs It allows for consideration of repair for both TSO equipment It is an age-old question among rigging technicians, one and non TSO. It also brings into effect the need for that is yet to receive a clear, understandable answer. The verification of the possibility of existing Safety Bulletin’s distinction between a major repair and a minor repair is (SBs) or Airworthiness Directives (ADs) that may apply to clouded by regulations and guidance material as created and the items found to be damaged during the inspection process.

applied to the repair of aircraft. The FAA classifies repairs into two categories: major and minor. Following is the FAA’s Contamination Conditions definition of both: During the inspection process, in many cases the focus is to locate and identify material damage, tears, rips, broken Major repair means a repair: stitches, pulled tread, and burns, which generally are very 1. That, if improperly done, might appreciably affect apparent should they exist. Damage can exist in forms that weight, balance, structural strength, performance, are less apparent to the material properties/assembly. Much powerplant operation, flight characteristics, or other less obvious, but just as important, is contamination.

qualities affecting airworthiness; or 2. That is not done according to accepted practices or Contamination conditions can be critical to the repair cannot be done by elementary operations.

process and have a direct effect as to the decision of the repair type (major/minor) status. Listed below are common Minor repair means a repair other than a major repair. It is types of contamination conditions, their visual verification recognized and allowed by the FAA, that the weight and properties, and the manufacturer recommended processes to 7-8 Wear/damage observed during inspection Does wear require repair Damage requires repair YES YES NO NO Monitor wear Is damage on TSO’ed or approved components during repack and inspection NO YES Contact Manufacture for advisement Does wear/damage have appreciable effect on: Is Damage/Repair listed: YES Use NO Flight Service Bulletin NO Function NO YES NO Performance Airworthiness Directive NO Airworthiness NO Structural strength NO Comply with Directive/Bulletin as requires Continued service condition NO Minor repair Major repair All repairs (minor or major) require that the rigger conducting the repairs: 1. Have complete knowledge to perform the job, to include certification and authorization. 2. All the proper equipment, to include sewing machines and/or hand tools. 3. Materials proper and applicable to the task and production standards. 4. Skills to operate the machines, tools, and exercise knowledge and ability during the activity to complete the task or repair to the highest possible standards.

Figure 7-13. Parachute repair decision chart.

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repair. Identification of these conditions and rigger-applied Removal of Perspiration repairs determine their effect on the airworthiness of the Perspiration causes damage to the parachute much like salt parachute assembly.

water does. Small amounts are not significant and may be ignored. For larger areas heavily contaminated, clean the Acid Contamination parachute in accordance with the Removal of Salt Water Nylon that has been contaminated by acid may have Contamination section above.

irregular shaped spots of gray or dead white color. The acid-contaminated fabric may also become powdery when Removal of Fresh Water scraped lightly. Parachute components suspected of acid Dry parachute assembly in accordance with the section titled, contamination may be tested with blue litmus paper. Dampen Drying a Parachute.

the suspect area with distilled water. Then lay the litmus paper on the area in question. If the paper turns pink, acid is Removal of Mildew present. Be careful not to touch the litmus paper, as touching The following steps should be taken when removing mildew the paper can cause an erroneous response.

from the parachute: 1. Wash affected area with mild soap and water solution.

Action 2. Rinse affected area thoroughly with fresh, clear water.

If an area tests positive for acid and the effected area is known to be localized, that area should be neutralized 3. Hang assembly in drying tower in accordance with with a solution of distilled water and ammonia. Household the section titled, Drying a Parachute.

ammonia works. Ammonia does not damage nylon or hardware. The damaged area should be removed and Removal of Petroleum Products the resulting hole should be patched. If the extent of Hydrocarbons usually do not harm nylon. Petroleum contamination cannot be determined or if it effects large products, such as oil or grease, have a greenish or brownish portions of the parachute, the parachute should be first appearance. Wash the affected area by repeated applications destroyed, then disposed of.

of mild soap and water solution until the affected area is clean. Each application shall be followed by a rinse in clean Salt Water Contamination fresh water. Once complete, hang assembly in drying tower Crystals of dry salt and the presence of pale brown circular in accordance with the section titled, Drying a Parachute.

stains are often evidence of salt-water exposure. If the parachute is allowed to dry after salt-water immersion Removal of Bloodstains without being rinsed in fresh water, salt crystals form causing The following steps should be taken when removing damage to the fabric and suspension lines.

bloodstains from the parachute: 1. Soak the stained area in cold water.

Action 2. Hand wash affected area with mild soap and Parachutes exposed to salt water should be rinsed out several water solution.

times in warm fresh water in a smooth tub. Use of a water 3. Rinse affected area thoroughly with fresh clean water.

softener is recommended. Hang assembly in drying tower in accordance with the section within this chapter titled, 4. Hang assembly in drying tower in accordance with Drying a Parachute. The maximum complete salt-water the section titled Drying a Parachute.

immersion limits for the parachute are listed below. The parachute assembly should be cleaned within 8 hours of Removal of Soil immersion. Remove from service any parachute assembly The following steps should be taken when removing soil or sub-assembly for any of the following conditions: from the parachute: 1. Immersion in salt water for more than 6 hours if the 1. Hang the parachute and shake to remove most of the parachute contains cadmium plated parts.

dirt and sand.

2. Immersion in salt water for more than 24 hours if 2. Brush lightly with a soft-bristled brush.

the parachute contains stainless steel parts (i.e., 3. If the assembly is extremely contaminated, perform slider stops).

the following: 3. Immersion in salt water and cannot be cleaned for 36 hours.

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a. Wash only the soiled areas in warm water with a 7. Hang assembly in drying tower in accordance with mild soap. the section titled, Drying a Parachute.

b. Rinse affected area thoroughly with fresh Washing the parachute is not recommended and should be clean water.

avoided if at all possible. Many times more damage can be 4. Hang assembly in drying tower in accordance with caused to the assembly with an improper wash as opposed the section titled, Drying a Parachute.

to the dirty condition of the equipment.

Drying a Parachute Approved Data The procedure for drying a parachute is critical. Asymmetric Now that we have determined through inspection and use shrinkage may occur if the parachute is dried unevenly.

of the chart what category of repair may be required, we Perform the following steps: must obtain the needed data. This can sometimes verify our 1. Remove pilot chute assembly and/or drogue/slider determination as to the category of repair and inform us of control line.

processes or standards. Approved is the data issue or version of data that has been identified by the developer/supplier as 2. Hang parachute full-length or the seams may being the master issue or version of the data subject. It is experience uneven shrinkage creating a built in turn.

required on major repair. This data is a key element and offers 3. Hang reserve parachute assembly by all four connector the base line of all standards that must be met for completion links for the same time.

of the task of returning the equipment to the user in a safe, continued service condition.

Cleaning the Parachute Sometimes during the inspection process, excessive amounts Riggers under FAA jurisdiction are responsible for ensuring of dirt or debris are found caused from misuse or poor that repairs are accomplished according to all applicable landing. Also, there are occasions when the customer may regulations under title 14 CFR part 43. Repair of damage can be request that the assembly be cleaned.

classified as either major, minor, or alteration. This assessment is based on the scope and complexity of the repair, end result Washing a parachute is not recommended unless deemed of the task, and the experience and capability of the operator.

absolutely necessary because washing it can weaken and/ or increase the permeability of the fabric. Washing can As we know, the responsibility for determining whether a also cause shrinkage in the nylon fabric, tapes, and the repair is major or minor rests with the rigger. The document other components. Do not dry clean parachutes. Parachute needed to complete an inspection and subsequent repack components may be spot cleaned or cleaned as a unit, and is the manufacturers owners manual. The documents that care must be taken that the cleaning process does not do more offer standards for a repair are found in 14 CFR part 43 and damage than the original soiling.

are worded with direct application to aircraft. This allows for confusion of FAA position of repair as it applies to Hand Washing (If Absolutely Necessary) manufacturers and riggers. In the U.S., all repairmen (riggers The following considerations/steps should be used when and mechanics) have authority to use acceptable repair data hand washing the parachute: for minor repairs without additional FAA approval. These processes are not addressed in 14 CFR part 43 as major, 1. A mild soap or soap solution and a water softener may minor, or alteration, and no reference is found for use on be used.

parachutes or related components.

2. Immerse the parachute into clean, fresh water contained in a smooth vessel, such as a bathtub.

Because of this rather gray area of current repair classifications 3. Do not wring the parachute fabric. Damage to fabric under 14 CFR part 43, many times approved data identifies permeability will result.

directly the classification of the repair and sets forth all needed guidelines and requirements.

4. Gently move items by hand until all air pockets are removed. Agitate as little as possible or damage to The standards for approved or certificated equipment apply fabric permeability will result.

to the reserve parachute, harness/container, and related 5. Empty the vessel of dirty water and refill with fresh, components, and these standards can also include any warm, clear water.

Automatic Activation Device (AAD) that may be used in 6. Rinse the parachute several times in warm, fresh water an approved system. With the installation of the AAD, it until rinse water is clear. must meet all manufacturer service and use standards and 7-11

FAA inspection limitations. This information can be found d. Skills, prior knowledge, and experience with type of repair in the Rig Manufacturers Owners Manual and the AAD Manufacturers Owners Manual.

e. Advisability of attempting this repair Acceptable data is often times confused with approved data.

In many situations, it is a better decision, economically and Acceptable data has been allowed under the FAA system and for the end repair, to return the damaged equipment to the generally used for minor repair. It can be applied to many manufacturer. This answers all questions as to the quality, minor repair practices of different types and application.

manufacturer/FAA repair requirements, and airworthiness It is general in its nature and not a required process for an of the item when returned to service and confirms that the approved repair procedure. It is used by the FAA when repair meets the continued service condition.

considering approval for alteration and usually does not fall under the standard of certificated or approved (TSO and major Repair Techniques repairs). Acceptable data is applied in a very broad manner The following procedures use a format that provides the and is not to be a replacement for use of approved data when rigger with all of the necessary information to complete the addressing the FAA major repair process.

repair properly. It has been used by at least one manufacturer to provide the necessary documentation to riggers in the field Types of Approved Data to perform major repairs or alterations on that manufacturer’s Approved data to be used for major repairs and alterations equipment. The procedures provide the following information may be one or more of the following. This data can only be to the rigger: obtained from the manufacturer or the FAA Administrator.

1. Applicable products—those parts of the parachute that This data applies to: the procedure addresses.

1. Model, size, version 2. Description—brief explanation of the repair or 2. Manufacturer specifications (approval for repairs, alteration.

requirements) 3. Materials—those items needed to perform the 3. TSO C23b, C23c, and C23d procedure.

4. ADs 4. Machines—those machines required to do the 5. Manufacturer’s SB’s procedure. In addition to the machines, there may be special attachments required to do the work properly.

6. Drawings, information, or repair standards from manufacturers research & development (R&D) 5. Equipment—additional tools needed (in addition to engineers the sewing machines).

7. Designated alteration data offered by the FAA 6. Procedure—the step-by-step guide through the repair.

This may include a disassembly and reassembly 8. Manufacturer’s manuals (including installation and procedure. Disassembly may be straightforward, but assembly instructions) the reassembly instructions may provide special tips or procedures to accomplish the task.

The rigger is responsible to confirm the information of model, type, serial number, and date of manufacture when 7. Inspection—the final inspection of the finished repair.

requesting or attempting to obtain any of the above data. It This is a very critical part. In many cases, the rigger is very important when confirming the following: is doing the work alone. Within the manufacturing environment, the persons doing the work generally • Appropriate to the product being repaired; do not inspect their own work. This is given over to • Directly applicable to the repair being made; and dedicated inspection personnel. For the private rigger, • Not contrary to manufacturer’s data.

there may be no one around to inspect the work. In the case of simple repairs, it is easy for the rigger to When contacting the manufacturer or FAA Administrator inspect the finished job. For more extensive repairs, with request for information as listed for possible major such as a harness main lift web replacement, there repairs, it is advisable to confirm the following: can be several areas that need to be addressed, such as dimensions, stitching, and hardware orientation.

a. FAA certification required By having an inspection checklist, the rigger can be b. Equipment (sewing and tools) assured of not missing any critical area.

c. Materials, quantity, quality, and Mil-Spec 7-12

Each of the seven sections in this chapter has a list that four primary areas of parachute repair and maintenance are: describes common repair procedures today’s rigger might canopy and lines; container; harness and risers; and accessory use. While not necessarily encompassing everything, the components. These areas are summarized within the seven techniques used in these repairs can be expanded upon to sections of this chapter as follows: address almost any other scenario that might be encountered.

• Section 1—Canopy and lines This is acceptable data as referred to earlier in the chapter. If • Section 2—Container the rigger encounters a repair that he or she is not familiar with, then the rigger should contact the manufacturer for further • Section 3—Harness and Risers direction and guidance. The rigger should also remember that • Section 4—Accessory Components each procedure is just one method of accomplishing a given • Section 5—Alterations repair. There might be more than one or an individual might develop a different technique to achieve the same results.

• Section 6—Manufacturing The exception to this is approved data that requires a specific • Section 7—Miscellaneous procedure, rating, equipment, materials, or repair process.

Section 1, Canopy and Lines No matter what techniques or procedures that are followed, There are two general categories of canopies: round and remember that there are three basic requirements to follow square. While there are other canopy types, their construction for any proper repair procedure.

and repair techniques generally follow those of the round and 1. Knowledge to do the job, to include the required square canopies. Figure 7-14 shows a round canopy repair certification and authorization table, created from current military manuals, and describes 2. Proper equipment, such as sewing machines or the types and limits of canopy repairs, most of which pertain hand tools to military or surplus canopies. It must be mentioned that all of the services differ in their approach to methods of repair.

3. Availability of the proper materials Those called out in this book are methods that have been proven to be practical and efficient and commonly accepted The individual may be a master rigger with a complete throughout the parachute industry. The techniques are parachute loft at his or her disposal but, without the materials similar with only minor differences in seam dimensions and as used in the original manufacture, the correct repair cannot be tolerances. While these limits are practical from the technical made. By following these simple guidelines, riggers are always point of view, the economic cost may not be in many cases.

able to determine whether or not they can do the job properly.

NOTE : Ripstop tape is listed in the table as an acceptable Most of today’s manufacturers provide guidance for the repair for certificated round canopies; this table comes from repair and maintenance of their products. These instructions military manuals that have not been addressed or updated are the official guidelines that the rigger must follow. The Round Canopy Repairs and Limitations Limits Type Certificated Non-certificated Restitching No limit as to length and number. No limit as to length and number.

Ripstop tape Holes or tears not exceeding .5" and snags. Limit: 3 per panel, No limit as to size or number.

10 per canopy.

Basic patch Size limit: 50% of panel. Limit: 3 per panel, 15 per canopy. No limit as to size or number.

Panel patch Limit: 9 per canopy. No limit.

Radial seams Size limit: 12". No more than 4 per canopy. No limit as to size or number.

Lateral bands upper Damage size limit: 2". Limit: 1 per canopy. No limit as to size or number.

Lower Damage size limit: 36". Limit: 4 per canopy. No limit as to size or number.

V-tabs No limit. No limit.

Pocket bands No limit. No limit.

Vent collar ring No limit. No limit.

Vent collars No limit. No limit.

Suspension lines Continuous line No limit. No limit.

Noncontinuous line No limit. No limit.

Line splice Not allowed. Limit: 1 per line, 8 per canopy.

Figure 7-14. Table of round canopy repairs and limitations.

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for many years but are currently still in use. Contact with Master riggers may perform repairs that do not involve taking current certificated parachute manufacturers has proven that apart any bartacks on the canopy unless they have the correct none currently recognize or accept this type of repair as an bartack machine or equivalent. Special bartack patterns are approved procedure and do not recommend the use of ripstop used that are not normally found in the field. In addition, tape on any parachute in production. It is highly advised that removal and replacement of these stitch patterns usually before affecting any type of repair with the use of ripstop tape weakens the fabric to the point that it is necessary to replace or on an approved parachute that the manufacturer be contacted reinforce portions of the panels. This should also be considered for confirmation and the request of an approval document in the repairs of load bearing and non load bearing ribs as most before completing this type of repair. have these types of bartack stitches located at the ends.

Figure 7-15 shows a table of square canopy repairs Before performing a repair, contact with the canopy and limitations. These are for reference only. Not all manufacturer is very important, as some of these repair manufacturers recognize the same types of repairs. The standards and limitations may vary slightly.

information in this table is an excepted cross-section of Materials allowable repairs. The rigger should consult with the manufacturers to confirm what repairs are allowed on any Certified canopies should only be repaired using certified particular canopy. materials or equivalent. All replacement materials should come from the manufacturer or meet production quality Detailed Information on Square Canopy Repairs and shelf life standards. Under-strength thread and fabric is Holes or snags smaller than the size of one ripstop box ( ⁄ 8 frequently found in the field. The only way to be sure the inch, 3.2 mm) may remain unrepaired as long as no more material meets manufacturer standards is to obtain them than one hole exists within any 10-inch (25.4 cm) circle. A directly from manufacturer or locate materials recognized by maximum of three such holes or snags per cell are allowed. the manufacturer as acceptable for the repair needed.

Ripstop tape is not authorized for use on parachutes. If the The following are the repairs found in Section 1, Canopy damage is enough to warrant a repair, a sewn repair must be and Lines: performed. Darning is not a means of repairing any parachute • Seam re-stitching currently in production.

• Canopy ripstop tape repair Any hole or tear up to 10 inches (25.4 cm) in length may • Round and square canopy—basic patch be repaired by a Senior Rigger as long as the closest area • Round canopy—panel replacement of the completed repair is at least 1 inch from the nearest • Square canopy—partial panel replacement seam and at least 5 inches from the nearest tape or line attachment. These are minor repairs. Any damage or hole • Square canopy—rib repair larger than 10 inches (25.4 cm) may be repaired by a Master • Square canopy—pilot chute attachment point repair Rigger, in either direction or involving a seam or tape. This • Round canopy—non-continuous line replacement is a major repair.

• Square canopy—main line replacement Any damage that requires a repair of an area that is larger • Square canopy—control line replacement than 50 percent of the total area of a cell skin (upper or lower) requires cell skin replacement and should be returned • Square canopy—crossport repair to the manufacturer.

• Square canopy—trim check and re-trim Square Canopy Repairs and Limitations Limits Type Certificated Non-certificated “Recommendations” Restitching No limit to length and number overstitch 4 to 6 inches from start. No limit to length and number overstitch 4 to 6 inches from start.

Ripstop tape Not allowed. Not allowed.

Basic patch Size limit 10 inches, senior rigger. Size limit 10 inches, senior rigger.

Panel patch 50% cell skin, master rigger. Senior rigger, not allowed. 50% cell skin, master rigger. Senior rigger, not allowed.

Suspension lines Master rigger, no limit. Senior rigger, not allowed. Master rigger, no limit. Senior rigger, not allowed.

Line splice Not allowed. Not allowed.

Figure 7-15. Table of square canopy repairs and limitations.

7-14

Some methods are covered with older processes and procedures of repair; some include the newest methods as are used by most riggers today. All methods are acceptable to provide a safe and airworthy repair, but it should always be the focus of the rigger to understand all methods and strive to utilize the best possible technique to allow for repairs to be completed to the highest possible standards.

Seam Restitching • Applicable products: All canopies—round and square; main and reserve • Description: Replacement of broken or damaged seam threads.

• Authorized repairmen: FAA Senior or Master 3. If the restitching was done on a radial seam of a round Parachute Rigger canopy, which has a tape or suspension line within the • Materials: E thread—color to match original seam, make sure you did not catch the tape or line in • Machines: 301 straight stitch—light duty 7–11 stitches the stitching.

per inch (SPI), 308 zigzag—medium duty 7–11 SPI 4. For zigzag stitching, such as on suspension lines, a .25 • Equipment: Scissors, seam ripper inch overstitch on each end is standard. [Figure C] Procedure On lightweight material, the rigger should first set up the machine with similar material and thickness to set the tension of the machine before sewing the actual parachute.

1. Inspect the damaged thread or seam area. If the thread is merely broken or frayed, overstitch the seam with a minimum of 4 to 6 inches at each end.

2. If the seam is gathered or bunched up, it may be necessary to cut the thread in order to smooth out the seam and then overstitch the damaged area with a minimum of 4 to 6 inches at each end.

[Figure A and Figure B] Inspection • Check that the seam tension and stitch length match the original. Make sure to check top and bottom.

• Make sure that you have not captured any adjacent fabric in the seam. This is a common mistake on square canopies where you may have three panels joining together.

• On radial seams, slide the seam material up and down over the tape or line to check for free movement.

7-15

Canopy Ripstop Tape Repair • Applicable products: All main canopies. Reserve canopies as specified by the manufacturer • Description: Using ripstop tape for temporary or minor canopy repairs • Authorized repairmen: FAA Senior or Master Parachute Rigger • Materials: Ripstop tape—color to match fabric E thread (optional) • Machines: 301 straight stitch—medium duty 7 — 11 SPI (optional) • Equipment: Scissors, shot bags, wallpaper roller, and scotch tape (optional) Procedure 1. Spread out the canopy on a smooth surface.

2. Smooth out the damaged area and hold in place with the shot bags. [Figure A] 8. For the single-side patch, round the corners with approximately a ⁄ 8 inch radius. For the double-sided patches, place the two pieces face to face and round the corners of both pieces at the same time. This ensures a perfect match and alignment. [Figure D] 3. Inspect the damaged area.

4. Trim any loose threads and smooth any loose fabric back into place.

5. For small holes, a single-side patch will suffice. For holes up to .5-inch in diameter or a tear, a double-sided patch is necessary.

6. If the damage is a tear, the two sides must be positioned so the edges touch. Use scotch tape to temporarily hold the edges together. [Figure B] 7. For a hole, cut a piece of ripstop tape 2 inches square.

For a double-sided patch, cut two pieces. [Figure C] For a tear, cut the tape approximately 2 inches longer than the length of the tear and cut two pieces.

7-16

9. For the 2 × 2 inch patch, peel back one edge of the paper backing and center the tape over the damaged area. Press the exposed adhesive side of the tape to the fabric and smoothly peel the rest of the paper from the fabric with one hand while smoothing the fabric with the other hand. [Figure E] NOTE : Ripstop tape has in the past been a commonly used repair material, on F-111 materials, as a short-term repair.

Time has shown, however, that the adhesive used can be detrimental to the strength of the fabric over the long term.

Consequently, manufacturers do not recommend its use on certificated canopies. In addition, some of the modern, coated fabrics do not accept the use of the ripstop tape without additional sewing to help hold it in place. If the 10. Use the wallpaper roller to smooth out the patch and damage requires the use of a sewing machine to complete remove any air bubbles from the patch. [Figure F] the repair, it is required of certified parachutes and advised on non- certificated parachutes to utilize the Parachute Patch method, to perform the required repair.

Inspection • The ripstop should be centered over the damaged area.

• The tape should be smooth with no air bubbles.

• Double-sided patches must be aligned.

• If sewn, tension, edge spacing, and overstitch must be correct.

Round and Square Canopy—Basic Patch Repair In 1986, R.D. Raghanti, a Production Engineer working as a Master Parachute Rigger , created a new method of parachute repair utilizing the ripstop box configuration as observed on parachute material during production. By utilizing the 11. For a double-side patch, turn the canopy or damaged material inside out. Align the second piece of ripstop material “map” ripstop box lines, he created the process of placing repair patches and confirming material replacement with the edges of the first and repeat the process. Again smooth out the tape with the roller. during repairs to match the existing grid and establish proper placement of the repair. This process greatly improved 12. If the patch is to be a temporary one, the repair is parachute repair techniques and is recognized today by most complete. If, however, it is to be permanent, it may as the industry standard.

be advisable to sew around the edge of the patch.

• Applicable products: All canopies—round and square; In this case, use the single-needle machine and sew approximately ⁄ 8 inch in from the edge of the tape. main and reserve Overstitch a minimum of 1.25 inches. [Figure G] 7-17

• Description: Application of a basic canopy patch 10. Count down 14 ripstop boxes from any corner of the 7-inch square piece and make a start mark.

• Authorized repairmen: FAA Senior or Master [Figure 7-17] Parachute Rigger • Materials: E thread—color to match; fabric—type and color to match • Machines: 301 straight stitch—light duty 7–11 SPI • Equipment: Canopy or material to be repaired, marking pencil, single-needle sewing machine with E thread, ruler, hemostat, scissors, and nippers Procedure 1. Be sure you have found all the damage.

Figure 7-17. Start point.

2. Mark the boundaries of the damage.

11. Place the 2 start marks on top of each other using the 3. Allow 2 inches for repair and fudge factor from hemostat to hold the 4 block seam allowance in place each boundary.

and sink the needle. Always sew counter clockwise 4. A 6-inch patch will cover approximately 2 square around patches so that the bulk of the parachute inches of damage. A 7-inch square piece of fabric does not have to go through the bed of the machine.

will be needed to make a 6-inch patch, using ⁄ 2 -inch [Figure 7-18] seam allowance. Always put the patch on the inside of the parachute.

5. Find the center of the damage on the 13 ⁄ 2 -inch square piece.

6. Measure half the patch size or 3 inches out to the left of the center of damage following one ripstop line in the fabric.

7. Make a center mark and a left border mark (this will look like a T laying on its side).

8. Measure half the patch size or 3 inches up the left border ripstop line from the center line and mark the Figure 7-18. Start patch to damage. top border and left border (this will look like an upside down L). [Figure 7-16] 12. Count up 4 blocks from the bottom edge of the patch and use the hemostat to form a corner, line up the ripstop boxes, and load each piece with the same pressure. Then, sew to the corner. [Figure 7-19] 13. Repeat this step until the first two corners are sewn down. At this point, check the last corner to assure that it will fall in the top and left border marks (upside down L) were made when you the measurement step was completed. Then, sew the last two corners down.

[Figure 7-20] 14. While sewing, it is important to pull the fabric at the same speed the machine is going and to set the Figure 7-16. Patch layout.

hook in the stitch loop before lifting the foot to turn a corner. Always make a four to six-inch oversew.

9. Count down 10 ripstop boxes from the top border and [Figure 7-21] make a mark. This is the start mark.

7-18 Figure 7-22. One side inspection.

Figure 7-19. Corner fold.

Figure 7-23. Cutting out damaged area.

Figure 7-20. Confirming patch alignment.

Figure 7-24. Corner seam cut.

18. Place the work under the sewing machine and, using the hemostat, grab one ripstop box in from the cut Figure 7-21. Correct patch tension.

edge. Place the parachute fabric behind the fold back of the patch forming a French fell seam. Do this in 15. If the fabric was loaded correctly, the patch will be two places and seat the one box fold back against the square and will lay flat with no bubble. [Figure 7-22] patch stitch row with the tip of the hemostat. Sew 16. Using the scissors, cut the damage out along the rip around the parachute patch repeating this process on stop lines 7 boxes in from the stitching that holds the each side. [Figures 7-25 and 7-26] patch on. Placing your hand between the patch and 19. Take care that each corner is fully seated and square.

parachute while trimming prevents damaging your [Figure 7-27] patch with the scissors. [Figure 7-23] 20. Use the side of the presser foot as a gauge for stitching.

17. Make a diagonal cut in each corner to 3 ripstop boxes [Figure 7-28] from the corner. [Figure 7-24] 7-19 Figure 7-25. Seam fold. Figure 7-29. Correct oversew.

22. Inspect the work thoroughly. Hold over available light source. [Figure 7-30] Figure 7-26. Seam corner.

Figure 7-30. Patch inspection.

NOTE : If you pull up sharply on the top thread, the bottom thread forms a loop allowing you to cut both at once and remove the bottom thread through the fabric. [Figure 7-31] Figure 7-27. Correct fold corner seam.

Figure 7-31. If you pull up sharply on the top thread, the bottom thread will form a loop allowing you to cut both at once and remove the bottom thread through the fabric.

NOTE : Wear the damaged parachute as if it were a mitten while cutting and you will not cut the patch that was just Figure 7-28. Correct stitch gauge.

carefully placed. [Figure 7-32] 21. Always make a 4 to 6 inch oversew or turn the next corner on a short legged patch. [Figure 7-29] 7-20

dealt with in this technique is that of the amount of shrinkage that occurs during the repair. The larger the area of the panel, the more shrinkage occurs. The following procedure describes a panel replacement on a block constructed, non- continuous line canopy. A bias constructed canopy is similar but more “fullness” needs to be allowed for in the cutting of the panel and sewing.

1. Lay the canopy inside out on the pin board. Pin the canopy by placing tension on the seams and making sure they are straight.

2. Cut a piece of fabric larger than the damaged panel by Figure 7-32. Wear the damaged parachute as if it were a mitten while approximately 6 inches around all sides. Make sure cutting and you will not cut the patch that was just carefully placed.

that the weave of the panel matches that of the canopy.

For a block constructed canopy, the bolt of fabric runs NOTE : Always grab the work by the threads and remove parallel down the radial seams of the canopy. For a directly to the rear when removing it from the machine to bias constructed canopy, the bolt runs parallel to the avoid bunching. [Figure 7-33] diagonal seams.

3. Trim one side of the panel to align the ripstop weave with the cross seam.

4. Fold over the edge of the panel fabric approximately ¾ inch and pin in place aligning the edge with the outside of the cross seam. [Figure A] Figure 7-33. Always grab the work by the threads and remove directly to the rear when removing it from the machine to avoid bunching.

Round Canopy—Panel Replacement • Applicable products: All round canopies—main and reserve • Description: Complete replacement of a panel section of a gore of a round canopy • Authorized repairmen: FAA Master Parachute Rigger • Materials: E thread—color to match; fabric—type and 5. Smooth out the panel fabric over the damaged area color to match and align the opposite edge over the opposite cross seam. Cut the panel fabric approximately 1 inch wider • Machines: 301 straight stitch—light duty 7–11 SPI than the panel. Fold the edge under and pin in place.

• Equipment: Scissors, seam ripper, marking pencil, You now have the top and bottom cross seams of the 6-inch ruler, large pin board, and straight pins panel in place. [Figure B] 6. Stitch the outside row of stitching starting and finishing Procedure approximately 1 inch short of the radial seams.

This process of replacing the panel is in reality a panel patch 7. Take the panel fabric along the radial seam and trim and is similar to that used in making a basic canopy patch.

approximately ¾ inch from the outside edge of the Because of the time and difficulty involved in removing and radial seam. Fold under and pin in place. Repeat for replacing the actual panel, that technique is best left to the the opposite radial seam. [Figure C] canopy manufacturer. This technique is the more commonly accepted practice for major panel repair. The major issue to be 7-21

• Check for proper thread tension all around.

• Seams should be straight and parallel.

• The resulting size of the panel should match approximately that of adjacent panels allowing for shrinkage.

Square Canopy—Partial Panel Replacement • Applicable products: Most main and reserve canopies • Description: Replacement of a partial panel(s) in a canopy where the extent of the damage necessitates more than a single large or multiple small patches.

• Authorized repairmen: FAA Master Parachute Rigger • Materials: E thread, fabric—type and color to match 8. Overstitch the end of the cross seam that was left open • Machines: 301 straight stitch—light duty 7–11 SPI, a minimum of 2 inches and proceed to and down the 308 zigzag—medium duty 7–11 SPI (optional), 1 inch radial seam and then overstitch the open end of the × 42 stitch bar tack (optional) cross seam. Repeat for the opposite side. It is advisable • Equipment: Scissors, seam ripper, marking pencil, to hold a bit of tension on the seams as you sew to 36-inch ruler, pin board or large cardboard box folded minimize the shrinkage.

flat, straight pins, scotch tape or equivalent 9. Turn the canopy right side out. Trim out the damaged panel along the seams, leaving approximately ⁄ 8 inch.

Procedure [Figure D] Also trim the excess edge of the panel The method of repair presented in this section is an acceptable as needed.

data method. It is advised if possible to utilize the R.D.

10. Fold the edge of the canopy under the panel to create Raghanti process as viewed in the Basic Patch Repair section the seam and pin in place.

to allow for higher quality of repair.

11. Sew the inside of the panel seam in place. Again, hold NOTE : The repair described in the following procedure is tension on the fabric as you sew to minimize shrinkage.

a major tear across the bottom surface of the canopy and 12. Remove the canopy from the machine being careful includes damage to a non-loadbearing rib.

not to pull on the threads. Trim the threads. Inspect the panel.

Disassembly 1. Determine the extent of the damage. Mark out the Inspection damaged area across the panel, following the weave • Check the weave alignment of the fabric panel to of the fabric. Unpick the loaded seams that hold the canopy.

the damaged fabric for at least 8–10 inches past the 7-22 damage area mark. It is always easier to unpick more of the seam to allow better access to the damaged area.

Restitching the seam is one of the easiest operations.

Fighting the canopy is not.

2. Unpick the non-loaded seam the same distance as the loaded seams.

3. Lay the canopy on the floor, take the pin board or cardboard box and position it under the damaged area.

Take the scotch tape and tape the raw edges of the tear together to stabilize the panel. [Figure A] Reassembly 1. Cut a piece of fabric approximately 6 inches wider and longer than the damaged panel area. Make sure that one of the edges is straight and even with the weave of the fabric. Trim one of the adjacent sides at 90 degrees to the straight edge.

2. Mark a line parallel to the straight edge at ⁄ 4 inch from the edge. Center the new panel on the damaged one.

Fold the fabric on this line and pin in place along the damage line. [Figure D] Smooth the new panel fabric over the damaged panel to the opposite side. Trim the new panel ⁄ 4 inch longer than the damage line. Fold 4. Pin the damaged panel to the pin board. Do not the fabric at the line and pin in place. [Figure E] overstretch the fabric, but make sure to take all the slack out so the panel is square. In this instance, the canopy had spanwise reinforcing tapes, which were used to stabilize the canopy; however, one of them was damaged and requires replacement. [Figure B] 3. Check the tension of the two panels. They should be equal.

4. Take a straightedge and mark the location of the spanwise reinforcing tape. [Figure F] 5. Mark a line on the fabric at least 2 inches from the 5. Sew the panel along the outer edge at .12 inch from damage area on both sides of the damaged panel.

the folded edge.

[Figure C] 7-23 9. Repair the non-loadbearing rib with a three-sided patch. [Figure I] 6. Turn the panel inside out. Trim the damaged panel at .62 inch from the edge of the panel edge. [Figure G] 10. Draw a line along the edge of the partial panel on each side from the point where the old panel meets the new one. Trim the fabric along this line. [Figure J] 7. Fold the fabric under to create a French fell seam. Sew a stitch row .12 inch from the folded edge.

8. Sew a piece of reinforcing tape on the bottom of the replacement panel along the line for the spanwise reinforcing tape. [Figure H] 7-24

11. Check the tension of the new partial panel piece Square Canopy—Rib Repair against the edges of the other panels that formed the • Applicable products: square canopies; main and original seam. They should all be equal. [Figure K] reserve • Description: Rib repair on a square canopy • Authorized repairmen: FAA Master Parachute Rigger —mains and reserves; FAA Senior Parachute Rigger—mains • Materials: E thread; fabric—type and color to match, reinforcing tape—type and color as per original • Machines: 301 dtraight dtitch—medium duty 7–11 SPI, 1 inch × 42 stitch bar tack, double needle with puller attachment (optional) and SPI to match original • Equipment: Scissors, seam ripper, marking pencil, ruler, pin board, straight pins, and patching square Procedure Repairing a rib of a square canopy is similar to doing a partial panel repair. The biggest difference comes when the 12. Refold the original seam with the three panel edges and rib is either: stitch as per the original seam. [Figure L] Overstitch 1. A “loaded” rib or one with support tapes for the line a minimum of 2 inches on each end. attachment points, or 2. A crossport is damaged and needs to be repaired and recut. In this case, the crossport area needs replacement. [Figure A] 13. If a line attachment has been removed for the repair, the tab must be replaced. Make sure that the line/tab does not have a twist in it. Locate it at the correct Disassembly location and reattach as per original.

1. Determine the extent of the damaged area and unpick Inspection the top and bottom seams to access the rib. [Figure B] In most cases, restitching the rib to the top and bottom • Check the fabric tension of the replaced panel. It panels is fairly straightforward. Because of this, should be equal to that in the remainder of the cell.

opening up the seam for a good distance (18 inches • Spanwise reinforcing tape should be straight and sewn.

plus either side of the proposed patch) allows easier access and sewing.

• Seams should be folded correctly and thread tension even along both rows of stitching.

2. Pin the damaged rib to the pin board to stabilize the material for marking. Mark out the damaged portion • Line should be attached correctly and have no twists.

of the panel, following the weave of the fabric.

Change 1 (December 2015) 7-25 4. Fold the new fabric outwards at the patch fold mark [Figure C] This will be the patch fold lines and the and pin in place. Use the patching square to mark a limits of the partial rib panel. NOTE: The tears of line at .75 inch in from the fold line. [Figure E] the crossports have been taped together and that the crossport has been pinned down to stabilize the fabric during the marking process.

5. Trim the repair panel at the inner line, fold under and pin in place. [Figure F] 3. Using the patching square, mark a parallel line .75 inch inside the patch fold lines and then another one .62 inch inside the second line. [Figure D] The inner lines are the trim lines for the rib patch.

Reassembly 1. Cut a piece of fabric approximately 4 inches wider and longer than the damaged panel area. Make sure that one of the width edges is straight and even with the weave of the fabric.

2. Fold the straight edge .75 inch from the edge and pin in place across the damage line. Make sure the fabric is centered on the existing panel.

3. Remove the pins from the crossport area and smooth the new panel fabric over the damaged panel.

7-26 6. Check the tension of the two panels. They should 8. Trim the original damaged panel to the trim lines.

be equal. Mark the top and bottom edges and the [Figure J] Fold the fabric under to create a French crossport location. [Figure G and Figure H] fell seam. Repeat with the opposite seam. [Figure K] 7. Remove the rib from the pin board. Sew the two 9. Sew the inside row to complete the seam. [Figure L] outboard seams approximately .06 inch from the edge with the single needle. [Figure I] 10. Cut the new crossport to match the original location and shape. [Figure M] 7-27

Inspection 11. Trim the top and bottom edges as marked. [Figure N] • Seam alignment should be straight.

• Check the tension of the replaced rib material.

• Make sure the seams are restitched correctly.

• Verify that the crossport is cut correctly.

• The line attachment tape must be replaced correctly with no twists in the suspension line.

Square Canopy—Pilot Chute Attachment Point Repair • Applicable Products: Square main canopies • Description: Repair of the main canopy pilot chute attachment point.

• Authorized Repairmen: FAA Master Parachute Rigger • Materials: E thread; fabric—type and color to match, reinforcing tape—type and color to match, reinforcing 12. Pin the top seam back onto the top panel. Sew in place fabric—type and color to match with either the single needle or if available, with the double needle machine and puller. [Figure O] Repeat • Machines: 301 straight stitch—medium duty 7–11 with the bottom seam.

SPI, 308 zigzag—medium duty 7–11 SPI, 1 inch × 42 stitch bar tack • Equipment: Scissors, seam ripper, marking pencil, and 12–inch ruler Procedure This repair is quite common. If the canopy is inspected regularly, the beginnings of the damage will be noticed and a simple re-stitching will solve the problem. However, many times it is not and the resultant damage is quite extensive requiring repair of the rib, as well as the top panel.

Disassembly 1. Inspect the area to determine the extent of the damage.

[Figure A] If the stitching that holds the attachment point to the canopy is simply coming loose, re-stitch as per the original.

13. Inspect finished work. [Figure P] 7-28 4. Usually the top skin of the cell needs to be repaired.

Again, depending on the extent of the damage, either perform a patch on the panel or a partial panel replacement.

Reassembly 1. After the top skin is repaired, a new reinforcement patch needs to be installed on the center of the cell so that it is centered over the attachment point.

2. Take the pre-cut reinforcement panel and sew it in place with two rows of the single-needle machine.

The corners should be folded in at a 45 degree angle to eliminate any point loading on the corners. [Figure D] 2. If the canopy fabric is damaged, then turn the canopy inside out. The center rib should have a reinforced area that brackets the attachment point. [Figure B] 3. Reattach the rib to the top surface of the canopy as per the original configuration.

4. Install a new pilot chute attachment tape and ring at the appropriate location. [Figure E] 3. Detach the top of the rib from the top surface of the cell where the attachment point is located. [Figure C] If the rib is damaged, then a rib repair is needed.

7-29

Inspection • Check that rib and panel repairs have been made as needed.

• Verify the new top reinforcing panel is in place with two rows of single-needle stitching.

• Check the new attachment tape and ring for the appropriate stitch pattern.

Round Canopy—Non-continuous Line Replacement • Applicable products: Round canopies—main and reserve.

• Description: Replacement of a suspension line on a 5. Run the free end of the line to the canopy. If the canopy round canopy with non-continuous line configuration.

utilizes a V-tab configuration, route the line through the V-tab. [Figure B] • Authorized repairmen: FAA Master Parachute Rigger • Materials: E thread; Suspension line—type and color to match • Machines: 308 zigzag—medium duty 7–11 SPI, 1 inch × 42 stitch bar tack (optional) • Equipment: Packing table, scissors, seam ripper or scalpel, marking pencil, 6-inch ruler, 60-pound fish scale or equivalent, and finger-trapping needle Procedure The most common need for this type of repair today is as a result of the suspension line of the reserve being damaged during packing or occasionally during use after landing.

The newer, lightweight braided lines are very susceptible to ® being snagged on the hook portion of Velcro closures on 6. Pull the V-tab down until it is even with the rest of the the container if care is not taken by the rigger.

skirt. Mark the line at the edge of the skirt and pin in place. [Figure C] Disassembly 1. Lay the canopy out on the packing table. Straighten the canopy ensuring the apex is straight and even tension on the lines.

2. Remove the damaged line from the canopy.

Reassembly 1. Cut a new line from the same material as the original approximately 36 inches longer than the damaged line.

2. Pre-stretch the line by applying approximately 10 percent of its rated strength for a minimum of 15 minutes.

3. Attach the line to the connector link in the same manner as the original. Most of the newer canopies use braided 7. Sew the line to the canopy with the zigzag machine line and a finger-trap attachment technique. [Figure A] duplicating the original manufacture. [Figure D] Trim the excess line from the canopy.

4. Zigzag or bar tack the line, whichever is appropriate.

7-30

Reassembly 1. Cut a new main line approximately 24 inches longer than the old one.

2. Finger-trap a loop at the connector link end. [Figure A] Make sure that the size of the loop duplicates the original or adjacent lines. If the loop is made too small, there may be difficulty in changing connector links or risers as needed. Sew the fingertrap with either a zigzag or bar tack.

8. Return the canopy to the packing table, straighten, and apply tension. Check the trim of the replaced line against the others.

Inspection • Verify the line length is the same as the original with the same tension.

• The connector link and canopy ends must be sewn correctly.

Square Canopy—Main Line Replacement ® • Applicable products: Square main canopies. 3. Pre-tension the line. With Spectra , load the line with approximately 30 pounds for 30 seconds. Place the • Description: Replacement of main suspension lines line on the connector link.

of square canopies.

4. Feed the running end of the line through the slider • Authorized repairmen: FAA Senior or Master and directly to the line attachment tape on the canopy.

Parachute Rigger Make sure that there are no twists to the line or it is • Materials: E thread around the other lines. Run through the attachment tape and re-create the original knot. [Figure B] • Machines: 308 zigzag—medium duty 7–11 SPI, 1 inch × 42 stitch bar tack (optional) • Equipment: Scissors, seam ripper or scalpel, marking pencil, 6-inch ruler, finger-trapping needle, and 60-pound fish scale or equivalent Procedure ® Many of the modern canopies are using Spectra or other aramid fibers in place of nylon or Dacron lines. These materials are stronger, lighter, and less bulky. An example is the ® 825-pound Spectra line common on many main canopies. The strength is higher but the bulk is smaller than the 525-pound Dacron used in the past. Accordingly, the techniques needed to work this material are more refined and precise.

Disassembly 5. Tension the line using adjacent lines for reference.

1. Lay the canopy out on one side and straighten the lines.

[Figure C] 2. Remove the damaged line. If the cascade is undamaged, 6. Mark the location for the entry point for the cascade remove the cascade line from the junction of the main line. [Figure D] line. If the cascade is damaged, remove it as well.

7-31

7. Cut a piece of line approximately18 inches longer than the original cascade.

8. Finger-trap the cascade into the main line and sew with either a zigzag or bar tack. [Figure E] Inspection 9. Attach the main line to the line attachment loop as per • Check the length of the main line and the cascade line the original knot configuration.

under tension against adjacent lines.

10. Tension the line against the adjacent lines and secure • Check stitching such as zigzag or bar tacks.

the knot. [Figure F] Repeat with the cascade.

• Check line continuity.

11. Finger-trap the running end of the lines and sew with either a zigzag or bar tack. [Figure G] 7-32

Square Canopy—Control Line Replacement Allow at least 6 inches extra for finger-trapping A • Applicable products: Square main canopies A - UST - upper steering lines Mark B - Lower control line(s) • Description: Replacement of the control line C - LST - lower steering lines assemblies on square main canopies D - BRK - tog line A E - Lower control line toggle setting • Authorized repairmen: FAA Senior or Master Parachute Rigger Left Right A • Materials: E thread—color to match; suspension B line—type and color to match. Most control line C C assemblies utilize two or more types of line: one for D E B E the upper control lines and a stronger one for the lower control lines.

Brake-set loop • Machines: 308 zigzag—medium duty 7–11 SPI and D 1 inch × 42 stitch bar tack (optional) Toggle mark • Equipment: Scissors, seam ripper, marking pencil, 6-inch ruler, tape measure, and small safety pins with 2. Using a finger-trapping needle or wire, finger-trap a marker flags loop at the center of each of the lines so the result is a line with a loop at the center with two legs extending Procedure from it. [Figure B] The eye of the loop should be no Some manufacturers provide line measurements for their more than .25 inch with the fingertrapped portion 1 inch canopies in their owner’s manuals. If so, the rigger should long. Bar tack or zigzag the finger-trapped section.

thoroughly measure the control line assembly and compare the measurements against those in the manual. Over time and use, the control lines have a tendency to stretch and change dimensions. At the same time, the rigger needs to compare the right and left side assemblies against each other for any differences. It is not uncommon for the left and right control lines to be different lengths, having been changed to remove a slight turn or change the opening characteristics. Figure A is a sample chart that the rigger can fill in to document the various dimensions needed to repair or replace control lines.

Disassembly 1. After measuring the control lines, remove them from one side only. Leave the other side for a reference to check the new lines against both for measurements and construction.

3. There are two types of lower control line configurations: Reassembly a continuous line and a non-continuous line. The continuous line is one piece with a brake loop 1. Determine how many upper control lines there are finger-trapped into it at the proper location. The non- on the canopy. Four is the most common and this continuous line consists of two pieces that form the procedure uses this number for the example. With four upper lower and lower lower control line, as well as upper control lines, there are really two continuous the brake loop. The continuous line configuration is lines forming the assembly. Each pair of upper lines found primarily on the older generation main canopies is folded in the middle to form two legs of the upper and on many of today’s reserve canopies. The non- assembly. Each line is therefore measured at twice continuous configuration is found on most of the the A dimension plus 12 inches. If the upper control modern main canopies due to the ease of replacement lines have different lengths, make sure to use the because of wear.

longest measurement to determine the cut length for A. [Figure A] 7-33

Continuous Line Method 1. Take a piece of line used for the lower control line and cut a line equal to the B dimension in Figure A plus 12 inches. On this line, measure from one end 8 inches plus the C dimension from Figure A and mark at that location. This will be the bottom of the brake loop.

Mark the brake loop location according to Figure C .

2. Take another piece of the lower brake loop line approximately 12 inches long. Finger-trap the brake loop assembly according to Figure D . Make sure the ends are scissor cut and tapered. Bar tack or zigzag the assembly. [Figure E] 3. Measure and mark the C dimension from the bottom of the brake loop. Run the bitter end of the lower control line thru the eyes of two of the upper control lines and finger-trap the line back into 2. Take a second piece of control line material and cut itself. [Figure F] Adjust the finger-trap to allow it to the D dimension from Figure A plus 12 inches for shrinkage. This completes the continuous line additional. Mark at 6 inches from one end.

method of lower control line fabrication.

3. Finger-trap this line thru the loop at the end of the upper lower control line. Make sure there is a Non-continuous Line Method minimum of 4 inches finger-trapped in the line and 1. Take a piece of line used for the lower control line that the lower loop is tight against the upper loop.

and cut it at the C dimension from Figure A plus 12 4. Bar tack or zigzag the finger-trapped portions to secure inches. Mark at 6 inches from one end and finger-trap them. [Figure H] a loop .5–1 inch long as per Figure G .

7-34

5. Measure and mark the C dimension from the bottom 9. Anchor the brake loop securely and apply tension of the brake loop. Run the bitter end of the lower through the complete control line assembly. Measure control line thru the eyes of two of the upper control the dimension A plus B starting at the outside corner of lines and finger-trap the line back into itself. Adjust the trailing edge. Adjust the tension of the finger-trap the finger-trap to allow for shrinkage. This completes to allow for shrinkage. Pin the finger-trapped section the non-continuous line method of lower control with a marker flag. [Figure K] Repeat with each upper line fabrication. control line until complete.

6. Measure the upper control lines according to dimension A plus .5 inch. If the upper control lines are of uneven dimensions, make sure that they are marked accordingly.

7. Lay the canopy on the floor with the trailing edge flat and straight and the line attachment tabs exposed. Lay the upper control lines so that they run to the correct attachment points and route them through the tabs.

[Figure I] 10. After setting the dimension for each upper control line, bar tack or zigzag each section. Trim the excess so that the end retreats into the line.

11. Measure the dimension D on the lower control line to set the toggle location. [Figure L] If the canopy is on risers, route the lower control line thru the guide ring and tie the steering toggle in place.

Inspection 8. Make sure that the lines do not have a twist in them • Check finished dimensions against original dimensions and finger-trap the lines back into themselves with a according to Figure A .

minimum of a 4 inches finger-trap. Leave the running • Check that all finger-trapped junctions are secured ends exposed. [Figure J] Do not trim the excess line.

with either a bar tack or zigzag.

7-35

is extensive enough, it may be advisable to patch the complete crossport area and then re-cut the crossport in its original shape with a hot knife.

• Make sure that there are no twists in the lines.

• Check that the steering toggles (if used) are tied on securely.

Square Canopy—Crossport Repair 2. Pin the rib to the pin board.

• Applicable products: Square main canopies with 3. Mark out the damaged area as you would a standard crossports patch. Lay the patch material in place and pin.

• Description: Repair of damaged crossports in square 4. Sew the patch in place with a seam ⁄ 16 inch from main canopies the edge.

• Authorized repairmen: FAA Senior or Master 5. Turn the patch over, fold the seam, and sew as a Parachute Rigger standard patch. [Figure B] • Materials: E thread—color to match; fabric—type and color to match • Machines: 301 straight stitch—medium duty 7–11 SPI • Equipment: Scissors, seam ripper or scalpel, marking pencil, 6-inch ruler, pin board, straight pins, patching triangle, and hot knife Procedure There is no limit as to how many crossports may be repaired on a main canopy. Reserve canopies are another matter.

The number and authority to repair crossports on a reserve varies between manufacturers. Before attempting to repair the crossports of a reserve, first check with the manufacturer.

Disassembly 1. Many times, when the crossport is damaged, there is 6. Lay the repaired rib on a suitable surface and re-cut extensive gathering and distortion of the fabric. Before the crossport shape in the exposed edge of the patch progressing, smooth out the fabric to reshape the rib material with the hot knife. [Figure C] as close as possible to its original shape.

Inspection Reassembly • Verify the seams of the patch are even and thread 1. The basic idea of the crossport repair is a three-sided tension is correct.

patch sewn the same as a standard French fell seam • Hot knifed edge of the crossport must be smooth patch. The fourth side is open and re-cut to the shape and even.

of the crossport. [Figure A] However, if the damage 7-36

such as elliptical canopies, may have nonstandard trim measurements that require more detailed measurements. The rigger should consult the manufacturer’s manuals or technical data for these canopies.

Disassembly 1. The first thing the rigger must do is to complete a measurement of the lines of the canopy. The chart in Figure A shows a matrix for measuring the lines of the canopy. Simply fill in the boxes for each dimension measured.

2. Start by laying the canopy on the left side, anchor the connector links, and flake it out as if for packing.

Most canopy lines are measured from the inside of Square Canopy—Trim Check and Re-trim the connector links, which is called the zero point.

3. Anchor the end of the tape measure even with the zero • Applicable products: Square main canopies mark at the end of the lines using the pony clamp.

• Description: Re-trimming the suspension lines of main [Figure B] canopies to return to the original trim specs • Authorized repairmen: FAA Senior or Master Parachute Rigger • Materials: E thread • Machines: 308 zigzag—medium duty 7–11 SPI or 1 inch × 42 stitch bar tack (optional) • Equipment: Scissors, seam ripper or scalpel, marking pencil, 6-inch ruler, 25-foot tape measure, and pony clamp Procedure Checking and re-trimming main canopies is a common requirement for riggers. All canopies and all kinds of suspension lines get out of trim in time with use. The rigger that knows how to quickly check the trim on a customer’s canopy, and then determine how much work it takes to return 4. Start with the top outside right front corner line of the it to the original configuration is performing a valuable canopy. This line will be line 1A. Depending on the service. In most cases, as long as the suspension lines are number of cells to the canopy, on a 7-cell canopy, the in good condition, re-trimming a canopy adds hundreds of left corner line will be line 8A. On a 9-cell canopy, jumps to the life of the canopy and returns the performance this line will be line 10A. Make sure that the canopy to almost as good as new. The chart shown in Figure A is is oriented correctly so that the measurement sequence tailored to apply to normal ram-air canopies. Certain designs, follows the boxes on the chart.

A Line 10 9 8 7 6 5 4 3 2 1 A B C D UST Left Right 1 2 3 4 5 6 7 8 9 10 LST BK-TOG 7-37

5. Measure all the A lines first and then proceed to the B, of line inserted into the finger-trap. So, depending on C, and D line groups. The lines should be measured the amount of line that is needed to be gained for the under approximately 10 pounds of tension. As the trim adjustment, the rigger may be able to adjust each rigger moves through the lines and changes riser end of the line to gain the necessary adjustment.

groups, the end of the tape measure should be moved 7. If this needed line can be gained, remove the bar tacks or to the corresponding connector link and re-clamped.

zigzag at each end of the line and reattach after adjusting 6. Measure the control line groups and fill in the boxes. the length. Before permanently attaching, the rigger should simply tie the lines in place and check the trim.

Reassembly If everything is within limits, then re-tie or finger-trap and re-stitch with bar tacks or zigzag as per the original.

1. Compare the measurements to the original line lengths as in the manual.

Inspection 2. Depending on the type of canopy and type of line • Check final trim dimensions against original used, most canopies tend to have the center A lines stretch due to the load on opening. The outside lines • Check continuity so there are no twists or crossed lines that attach to the stabilizers and the control lines tend • Verify all junctions are either knotted or finger-trapped to shrink due to the friction generated by the slider and sewn as per the original on opening. The key concept to remember is that the length of the lines is not the critical dimension.

Section 2, Container What is most important is the trim differential, which Container repairs share some techniques with canopy repairs, determines the angle of attack of the canopy. The trim such as single-side patches. Most repairs, however, involve differential is the difference in the line length between ® replacement of panels or flaps, Velcro , grommets, plastic the A, B, C, and D lines. The most accurate method stiffeners, worn binding tape, and broken hand tackings.

of measuring this is to use the A lines as the base Even more so than canopy repairs, the cosmetic results of the dimension and then measure A-B, A-C, and A-D. This container repair are most important to the customer and, thus, method takes into consideration the tolerance allowed.

the rigger. A shoddy repair to the container is immediately This dimension is what makes the canopy open and obvious each time the user puts on the parachute. Even if it is fly correctly. If the overall length of the lines is 2–3 functional, it has to look good to instill confidence in the user.

inches longer or shorter, but the trim is correct, there is probably no appreciable effect on the canopy. With The following are repairs found in Section 2, Container: this in mind, it may be desirable to “shortline” the canopy during the trim process in order to not have • Container fabric panel repair to replace any main lines.

• Container grommet replacement 3. Because of the fact that the cascaded main lines may ® • Container Velcro replacement stretch at different rates, the adjustment to be made • Container plastic stiffener replacement to the lines that have stretched (i.e., gotten longer) needs to be done at the canopy end and not at the • Main container side flap replacement connector link.

• Bottom of container (BOC) pocket replacement 4. Remove the bar tacks or zigzag stitching at the canopy • 3-ring release housing replacement end of the lines.

5. Adjust the line length as needed to return to the Container Fabric Panel Repair original dimensions. Re-tie the knots or finger-trap • Applicable products: All types of parachute container as necessary and re-sew as per the original.

systems.

6. For the lines that may have shrunk in length, it may • Description: Application of a patch repair to container be possible to gain as much as 2–3 inches of line panels.

adjustment by utilizing the extra line that is finger- • Authorized repairmen: FAA Senior or Master trapped into each line attachment point. Depending Parachute Rigger on the type of line used on the canopy, the amount of excess line finger-trapped may vary. Dacron lines can • Materials: E thread—color to match; fabric—type have as little as 2–3 inches inserted into the finger- and color to match; nylon tapes—assorted types and trap and hold securely. The smaller and more slippery widths, such as Type-3, Type-4, or Type-12 ® Spectra line is recommended to have at least 6 inches 7-38

• Machines: 301 straight stitch—medium duty 7–11 SPI and 308 zigzag—medium duty 7–11 SPI • Equipment: Scissors, seam ripper or scalpel, marking pencil, 6-inch ruler, hot knife, hot glue gun, butane lighter, ripstop tape (optional), and straight pins Procedure Besides holding the canopy, the container’s main function is to protect the canopy from damage. To that end, a certain amount of wear and damage is to be expected. The most common repairs involve re-stitching broken threads and binding tape repairs. Other damage involves tears, punctures, and fabric abrasion. The appropriate repair varies according to need. There are five primary repair procedures to basic panel repairs: re-stitching, binding tape repair, hidden patches, overlay patches, and single-side fabric patches.

Disassembly 1. Remove all extraneous parts from the container, including canopies, handles, toggles, etc.

2. Inspect the damaged area to determine which repair method is appropriate.

Reassembly Restitching 1. Using the same type and color of thread, sew directly over the original stitching. The amount of overstitch may vary according to location. If the affected area is completely exposed and accessible, overstitch the ends of the damaged area a minimum of 1.25 inches.

If this is not possible, then backstitch a minimum of 3 stitches to lock the ends. Repair complete.

Binding Tape Repair or Splice 1. Many times the binding tape is worn through due to bridle abrasion or other wear patterns.

[Figure A] Rather than remove the panel and rebind it, a practical and cost effective repair is to overlay a section of new binding over the damaged area.

2. Cut a piece of binding tape a minimum of 1 inch longer than the damaged area. Scissor cut the tape and then lightly sear with the butane lighter. [Figure B] If the 4. Overstitch the original tape on the inside row up to the tape is cut with a hot knife and then folded, the cut point where the new tape is to start. Leave the needle edge cracks at the hot-knifed end. Searing with the in the material. Place the folded tape over the damaged lighter results in a more flexible end. Fold the tape area and hold tightly in place. Make sure that the edge in half lengthwise to form a crease. Take a marking is pushed up against the original and the end is against pencil and mark the crease. [Figure C] the needle. [Figure E] The next stitch should catch 3. Overlay the new tape over the damaged area and mark the new tape.

the start of where the new tape begins and covers the damaged area completely. [Figure D] 7-39

5. Stitch the new piece and overstitch the end a minimum of 1.25 inches or 3 stitches. Repeat with the outside row of stitches. Repair complete.

Hidden Patches This type of repair has never had a name, but it is self- descriptive. It works well on tears and punctures. Done properly, it is a very cosmetic and cost effective repair.

1. Take a piece of adhesive tape and place on the outside of the damaged area to hold the edges together. [Figure F] 2. Turn the panel inside out, take the glue gun and glue a small piece of Type-3 tape 1 inch longer over the damaged area. [Figure G] Do not fold the ends under.

Remove the adhesive tape from the outside.

Overlay Patches 3. Stitch around the outer perimeter of the Type-3 tape These are similar to a fabric patch but use a piece of tape or using matching colored thread to the container fabric.

webbing to cover the damaged area. In effect, it is the same If necessary, increase the upper thread tension so that as the hidden patch but usually larger and is on the outside the outside (bottom) thread shows good tension.

of the panel. It is a sturdy patch but not very cosmetic.

4. Take the zigzag machine, again with matching color 1. Using a hot knife, cut a piece of tape or webbing, such thread, and set the stitch width to its widest setting as Type-12, big enough to cover the damaged area.

and 7–11 SPI length. Overstitch the exposed edges Allow enough to fold the cut ends under. Fold the ends of the cut area to draw them together. [Figure H] under and glue down to itself. [Figure I] Repair complete.

7-40

4. If on a main container, take a piece of Type-3 tape big enough to match the outside patch as marked. Cover the inside of the damaged area with the tape.

5. Pin or glue the tape patch to the inside as marked. Use the single needle to sew around the patch overstitching the ends a minimum of 1 inch.

6. Take the zigzag machine and stitch the edges of the damaged area together as described in step 4, Hidden Patches. [Figure L] Repair complete.

2. Lay the patch in place over the damaged area and mark the corners with a marking pencil. [Figure J] Single-Side Fabric Patches For most fabric patches on a container panel, there is not enough area to perform a proper French fell seam patch.

Consequently, the single-side patch is the most common technique used. By using matching fabric and thread, a large damaged area may be covered to affect the necessary repair.

While called a single-side patch, in effect it is an enlarged 3. Take a straight pin and transfer the corners of the patch version of the overlay patch. A smaller piece of webbing or area through to the inside. [Figure K] fabric is used to cover the damaged area on the inside and the outside is covered with the single-side patch. This technique is used where there may be large holes or widespread damage and replacement of the panel is not practical.

1. Duplicate steps 1–5 that was used in the “Overlay Patches” section above but substitute webbing for the inside patch and use container fabric for the outside patch.

2. Fold the edges of the outside patch under a minimum of .5 inch. Stitch around the perimeter approximately .12 inch from the edge. Run a second row of stitches approximately .25 inch inside and parallel to the first. [Figure M] This gives added strength to the patch and an appearance of a French fell seam patch.

Repair complete.

7-41

there are two types of “O” stainless grommets. The first is the regular or “short shank.” Recently, a long shank version has become available. It has proven to be very versatile and popular. This repair procedure focuses primarily on the “O” spur grommet and washer, but the technique can be applied to all types of grommets.

Disassembly—Grommet Replacement This is for replacing a damaged grommet or changing from brass to stainless steel. Use the cutters to remove the grommet. If the grommet is set into a fabric/webbing base, fold the material back to expose the washer. Using the diagonal cutter, cut through the washer and then peel it back from the grommet. [Figures A and B] Grasp the grommet and peel it from the material.

Inspection • Check thread tensions, stitches per inch, and overstitch lengths.

• Damaged area must be covered completely.

• For the overlay and single-side patches, make sure the stitch patterns catch both sides of the patch materials completely.

Container Grommet Replacement • Applicable products: All types of containers that use grommets • Description: Replacement of damaged grommets of all types • Authorized repairmen: FAA Senior or Master Parachute Rigger • Materials: E thread—color to match; grommets—size, type, and material to match • Machines: 301 straight stitch—medium duty 7–11 SPI, 308 zigzag—medium duty 7–11 SPI • Equipment: Scissors, seam ripper or scalpel, marking pencil, 6 inch ruler, grommet die set—size to match grommets, leather mallet, grommet cutting board, hole punch to match grommet size, basting tip (optional), and diagonal wire cutters—8 inch minimum Procedure There are many types of grommets used in parachute container manufacture. Older style military surplus containers used flat grommets made of brass with a chrome finish, which were Reassembly—Grommet Replacement designed to work with cones. Most modern container systems If the hole is intact and undamaged, simply insert the use rolled rim spur grommets and washers. The most common replacement grommet into the material from the correct side, size is the “O.” For many years, regular brass grommets were and set with the grommet die. Make sure that the grommet used and then nickel plated ones became the norm. In recent is set sufficiently so that there is no exposed edge to snag years, stainless steel has come to be the preferred type due lines or material.

to the ability to resist deformation and corrosion. Today, 7-42

Material Repair and Grommet Replacement If, after removing the grommet, the fabric is damaged so that the grommet cannot be set properly, use the zigzag machine to stitch around the perimeter of the hole, reducing its size.

[Figure C] ® • Description: Main riser cover Velcro replacement • Authorized repairmen: FAA Senior or Master Parachute Rigger ® • Materials: E thread—color to match; Velcro —color, width, and type to match • Machines: 301 straight stitch—medium duty 7–11 SPI 1. Take the basting tip and pass it through the hole, searing the material. [Figure D] This solidifies the • Equipment: Scissors, seam ripper or scalpel, marking frayed and raw edge of the damaged material. pencil, and 6-inch ruler Procedure ® The name Velcro is a trade name for what is known as “pressure sensitive hook and loop fastener.” It is a commonly used material for closure systems. Before the advent of ® Velcro , snaps and zippers were the preferred method of ® closing containers. Velcro changed how the parachute industry designed products. In the late 1970s and early ® 1980s, there was a tendency to overdo the use of Velcro and problems with durability and interaction with other materials ® became known. Since then, the use of Velcro has been reduced to those applications where it is superior to other methods and can be easily replaced.

Disassembly ® 1. Identify the nature of the use of the Velcro . Before 2. Set the grommet in the repaired hole. [Figure E] you remove the piece, note how it is attached to the container. Some designs are such that several layers of Inspection construction have to be reversed to get to the location ® where the Velcro was sewn on. If this is the case, • Check the grommet orientation.

the rigger may have to make a very expensive repair • Grommet must be set tightly.

® to replace a small piece of Velcro .

• There should be no sharp edges on inside of grommet.

Reassembly ® Container Velcro Replacement ® ® 1. Cut the replacement Velcro to size. Velcro is • Applicable products: Most parachute assemblies that normally scissor cut, not cut with a hot knife.

® use Velcro 7-43

® 2. Position the Velcro and stitch around the perimeter • Description: Replacement of damaged plastic at .12 inch from the edge. For any pieces, 1 inch in stiffeners of all types width or wider, sew a row of stitching down the center.

• Authorized repairmen: FAA Senior or Master [Figure A] This prevents the center from being pulled Parachute Rigger up from the material and loading the outside row of • Materials: E thread—color to match; grommets—size, stitching. [Figure B] type, and material to match; and plastic stiffeners— type and thickness to match • Machines: 301 straight stitch—medium duty 7–9 SPI and 308 zigzag—medium duty 7–11 SPI • Equipment: Scissors, seam ripper or scalpel, marking pencil, 6-inch ruler, grommet die set—size to match grommets, leather mallet, grommet cutting board, hole punch to match grommet size, basting tip, diagonal wire cutters—8 inch minimum, heavy shears or tin snips, electric drill and ⁄ 8 inch drill bit, and feeler gauge—.010 inch Procedure The term “plastic,” when used in conjunction for the materials used as stiffeners in modern parachute containers, is a misnomer. In reality, the composition of the material varies.

The most common material used today is molydisulfide ® (MDS) nylon. In addition, Lexan , a clear polycarbonate material and high density polyethelyne (HDPE), are also used.

The most common thicknesses used are .025 inch, .040 inch, and .060 inch, which are standard commercial thicknesses commonly available. Stiffeners are used primarily as backing for grommets to spread the load placed on closing flaps.

Instead of focusing the load on the diameter of the grommet, it is spread out across the length of the stiffener, resulting in a smoother flap and container. Consequently, replacing plastic stiffeners almost always requires replacing the grommet as well. Usually the plastic breaks at the grommet location because the hole for the grommet is the weak point. The ® 3. Some applications have the Velcro sewn to a piece following procedure shows the replacement of the bottom of tape for support. Again, if it is 1 inch or more wide, main flap stiffener of a Javelin container.

sew down the center to prevent lifting.

Disassembly 4. Depending on the application, the mating loop piece ® of Velcro may be wider than the hook to provide 1. Unpick the stitching that holds the binding tape to the additional protection. That is, the hook may be .75 bottom flap. [Figure A] Remove the grommet.

inch wide and the loop 1 inch wide.

2. Remove the stitching that holds the stiffener in position. Remove the stiffener.

Inspection • Check that thread tension is correct.

Reassembly • Verify orientation is correct.

1. Use the original stiffener as a template to cut a • Check that center stitching is used where needed.

new stiffener. [Figure B] While many of the older containers use HDPE or other materials, most of the Container Plastic Stiffener Replacement newer designs use MDS nylon because of its superior properties. Because of this, many riggers use MDS • Applicable products: All types of containers that use exclusively for replacing any stiffeners.

plastic stiffeners 7-44 2. Mark out the outline of the original stiffener on the MDS. Mark the center of the hole for the grommet very precisely.

3. Use the basting tip to mark the center of the hole for the grommet. Push the tip through the MDS until the shoulder of the tip makes an indentation in the MDS.

[Figures C, D, and E] This forms a pilot hole for the drill.

4. Using heavy shears or tin snips, cut the MDS nylon to shape. Clip the corners to remove the sharp ends and, if the edges are sharp or rough, sand them with sandpaper.

5. Secure the MDS against a piece of wood and drill a ⁄ 8 inch hole. While this hole may seem big for the shank of the grommet, when installed and the material is 8. Restitch the binding to the bottom flap. [Figure F] punched, it will be the right size. A common mistake 9. Slide the stiffener to the edge of the flap and align the is to make the hole too small and when the grommet hole in the stiffener with the hole in the fabric. Use an is set, it cracks the plastic.

“O” grommet to align the holes. [Figure G] 6. Insert the stiffener in between the layers of fabric of 10. Stitch the stiffener in place as per the original the bottom flap and let it float inside.

installation.

7. Baste the two layers of fabric together with the single needle.

7-45

Inspection • Verify the stiffener backing is re-sewn.

• Check the grommet orientation.

• The grommet must be set tightly and measured.

• There should be no sharp edges on the inside of the grommet.

Main Container Side Flap Replacement • Applicable products: Most modern container systems • Description: Replacement of a main container side flap • Authorized repairmen: FAA Senior or Master Parachute Rigger 11. Insert the grommet with the correct orientation and • Materials: E thread—color to match; Type-3¾ inch set with the grommet set. [Figure H] Make sure that tape—color to match, replacement flap the grommet is set sufficiently so there is no exposed • Machines: 301 straight stitch—medium duty 5–9 edge to snag the lines or material. Use the feeler gauge SPI, 308 zigzag—medium duty 7–11 SPI, 301 double to check the gap under the edge of the grommet.

needle with tape folder 5–9 SPI, and 1 inch × 42 stitch [Figure I] It should be no more than .010 inch. If bar tack more, hit the set again to tighten the grommet.

• Equipment: Scissors, seam ripper or scalpel, marking pencil, 6-inch ruler, and hot knife Procedure The following technique is typical of many modern container systems. This procedure addresses only the disassembly of the container and replacement of the factory made part. It does not address the manufacture of a replacement part.

Disassembly 1. Remove all extraneous parts from the harness/ container assembly.

2. Open the bottom corner of the main container on the appropriate side.

7-46 3. It is necessary to remove the Type-3 binding tape on the inside seam joining the main body to the side flap. Depending on the container construction configuration, there are two options how to do this: • Option 1: salvage method. With this method, the binding tape is left undamaged and sewn back in place after replacing the flap. A slower method, but good if the rigger does not have the necessary replacement tape.

• Using a seam ripper, unpick the two rows of stitching that holds the side flap to the main container. [Figure A] Start at the lower corner and continue until approximately 2 inches past where the side flap joins the riser cover.

corner. [Figure C] On this design and others like it, the lower end of the main riser cover is unstitched during removal of the main flap. When sewing the new flap in place, make sure that the side flap is sewn to the main container first and then the riser cover on top of it. Look at the opposite side to see which is on top and duplicate.

• Remove the side flap.

• Option 2: replacement tape method. With this method, the binding tape is destroyed during the removal process and replaced with new. A faster method, but new tape is required.

• Use a hot knife to melt the stitching that holds 2. If option 1 was used, take the original binding tape, the binding tape that attaches the side flap to fold over the seam and sew in place with two rows of the main container. [Figure B] When doing stitching. Note that there is a second row of stitching this, have the side of the tape that faces the sewn directly on top of the inside row of stitching for damaged side flap facing up in case you slip reinforcement. [Figure D] This is very important.

so the wrong flap is not damaged. Proceed 3. If option 2 was used, it is necessary to replace the to the point where the side flap stops. Trim binding tape with new. Stitch down the loose end of the melted tape at this point.

the binding tape at the top and then overlap the tape • Using a seam ripper, unpick the tape by approximately 2 inches using the double needle approximately 2 inches past the end of the machine and tape binder. [Figure E] Overstitch the side flap. Remove the side flap.

inside row for reinforcement.

4. Trim the bottom end of the binding tape at the corner.

Reassembly 5. Note that the junction of the side flap and riser cover 1. Take the new flap and sew it in place on the main is overstitched and reinforced as needed. [Figure F] container starting approximately .38 inch from the 7-47

• The container bottom must be closed correctly and reinforced.

Bottom of Container (BOC) Pocket Replacement • Applicable products: Any main container with a BOC pocket configuration • Description: Installation of a BOC pocket to the main container • Authorized repairmen: FAA Senior or Master Parachute Rigger • Materials: E thread—color to match • Machines: 301 straight stitch—medium duty 7–9 SPI and 308 zigzag—medium duty 7–11 SPI • Equipment: Scissors, seam ripper or scalpel, marking pencil, and t-pins Procedure The following technique is typical of many modern container systems. This procedure addresses only the disassembly of the container and replacement of a factory made replacement part. It does not address the manufacture of a replacement part. Depending on the size of the container assembly, it may be possible to do the replacement of the BOC pocket with the reserve packed. However, the smaller the system, the more difficult it will be. If the container cannot be placed under the machine, then remove the reserve canopy.

Disassembly 1. Mark the location of the corners of the BOC pocket on the container with a marking pencil.

2. Open the lower right corner of the main container.

[Figure A] 6. Close the bottom of the container as per the original and reinforce as required.

Inspection • Check that the flap is installed correct side out.

• Check the inside binding for reinforcing stitching.

3. Remove the old BOC pocket.

• The side flap/riser cover should be stitched and reinforced.

7-48

Reassembly • Description: Replacement of damaged or missing 3-ring release housings 1. Locate the new BOC pocket on the container at the • Authorized repairmen: FAA Senior or Master marks of the old pocket and pin in place with T-pins.

Parachute Rigger [Figure B] • Materials: Nylon supertack, 3-ring housings of the correct length, heat shrink tubing - ½ inch diameter, Owner’s Manual for the harness and container assembly (if available) • Machines: None • Equipment: Scissors, seam ripper or scalpel, marking pencil, 6-inch ruler, hand tacking needle, heat gun, crimping tool (optional) Procedure Replacement of the 3-ring housings may be necessary due to wear, damage, or stretching of the housings. Correct installation and tacking of the housings are important to ensure proper operation of the 3-ring release system.

Disassembly 2. Stitch around the perimeter of the pocket with the single-needle machine. Backstitch at the corners for 1. Inspect the original installation to determine the exact reinforcing. [Figure C] routing of the housings. Some systems have dedicated channels and/or loops through which they are routed.

In others, the housings are routed under or over back straps or reserve ripcord housings. If necessary, draw a diagram of the routing or take a picture so that the replacement housings are routed correctly.

2. Remove any tackings or clamps that hold the housings together and/or to the container. Remove the housings from the system.

Reassembly 1. Install the replacement housings into their respective locations as per the original installation. Usually the longer housing is installed first and then the shorter one.

2. Make sure that the flat side of the housing terminal end is orientated outward so that it lays flat against 3. Restitch the corner of the main container as per the the rear of the main riser when the 3-ring release is original configuration.

assembled correctly. [Figure A] 3. Align the handle end of the housings and secure as Inspection per the original installation. This may be with either a double clamp or hand tacking. [Figure B] Figure C • Check the orientation of the pocket with the opening to the right (unless for left-handed deployment). shows a typical method of using supertack to secure the housings together.

• Check the stitching and corner reinforcing.

4. If hand tacking is used, it is desirable to cover the Ring Release Housing Replacement tacking with heat shrink tubing. Place a length of tubing over the housing ends and shrink using the heat • Applicable products: All harness and container gun. [Figure D] systems equipped with a 3-ring release system 7-49

a double clamp to secure the housings together, as well as to the container or pockets. If these are used, inspect the clamp to make sure that it was not damaged when removing the housings and can be reused. Crimp the housings, making sure that the clamp is tight so the housings cannot work loose. [Figure E] 6. Route the release cables through the housings to make sure there are no obstructions.

Inspection • Check for correct routing of the housings.

• Verify correct orientation of the terminal ends.

5. Secure the double housing to the container/back pad • Housings should be secured together at the handle ends.

or pocket assembly. Depending on the manufacturer, • Housings should be secured to the container/back pad it may be necessary to provide a certain amount of or pockets with either clamps or supertack.

“float” to the housings in order that the loop of the riser • There should be sufficient slack or “float” in the is not loaded or under tension when the main canopy housings.

is deployed. If available, consult the owner’s manual for correct positioning and tacking. Some systems use • Housings should be clear.

7-50

• Standard harness main lift web replacement Section 3, Harness and Risers • Main riser 3-ring locking loop replacement Harness repairs are almost always a major repair.

Consequently, they are master rigger work. About the only ® • Main riser steering toggle Velcro replacement repairs open to a senior rigger are replacement of ripcord ® pockets and Velcro ; and replacement of hand tackings for Chest Strap Replacement ripcords, comfort pads, 3-ring housings, and other hardware.

• Applicable products: Most standard harness Major harness repairs are the most critical maintenance configurations operations a rigger can perform on a parachute assembly.

Even seemingly innocuous repairs, if done incorrectly, can • Description: Replacement of chest strap due to damage have fatal consequences. Depending on the type of harness or for lengthening design, repairs to the harness main lift web or leg straps • Authorized repairmen: FAA Master Parachute Rigger involve major repair or remanufacture.

• Materials: E thread—5-cord nylon thread According to 14 CFR part 65, section 65.129 (e) and (f), “No • Machines: 301 straight stitch—medium duty 7–11 certificated parachute rigger may – (e) Pack, maintain, or SPI, heavy-duty harness machine—Singer 7–33 or alter a parachute in any manner that deviates from procedures equivalent-stitch length to match the original, and 308 approved by the Administrator or the manufacturer of the zigzag—medium duty 7–11 SPI parachute; or (f) Exercise the privileges of his certificate and • Equipment: Scissors, seam ripper or scalpel, marking type rating unless he understands the current manufacturer’s pencil, ruler, hot glue gun, and hot knife instructions for the operation involved...” In other words, because this operation is a major repair, the person doing Procedure the work must be a currently certificated Master Parachute This procedure deals with the longer side of the chest strap, Rigger with the appropriate ratings.

usually the left, which is threaded through the chest adapter or through an adjustable V-ring. Replacing the opposite side In the past, many master riggers felt that they were would mirror this process.

empowered to undertake almost any task. The attitude was, “We can lift the TSO label, build a new harness, and put the Disassembly TSO label back on.” This is not the case. Just because an individual has a master rigger license does not mean he or 1. Examine the chest strap/MLW junction to determine she is qualified to undertake a complex repair.

if the backpad needs to be removed from the harness to access the junction. If so, remove the pad from the There are four primary areas of concern that need to be harness to allow access to the junction. [Figure A] addressed in any repair program. They are as follows: 1. Inspection, damage identification, and repair planning 2. Teardown and cleanup 3. Preparation and reconstruction 4. Quality control inspection and recordkeeping Main risers are components that are subject to extreme wear and tear. The only items that are practical for repair are ® the 3-ring locking loops and the toggle mounting/Velcro assembly. Once the webbing begins to show wear, it is more practical to replace than repair them.

The following are repairs found in Section 3, Harness and Risers: • Chest strap replacement 2. Many harnesses have the reserve ripcord housing • Lower leg strap shortening located on the left side. The housing needs to be ® • Ripcord pocket Velcro replacement disconnected at this location. It is usually secured to a loop located at the chest strap junction. During the • Articulated upper leg hardware replacement 7-51 replacement process, this loop is removed and may 7. If the procedure is a replacement of a damaged chest be reused if in good condition. strap, then it should be replaced to the original length.

If so, then remove the rolled stop end so that the 3. Remove the harness stitching and any other stitching finished length may be determined. If the chest strap from the junction making sure not to damage the main is to be lengthened, then an appropriate length of lift web. [Figure B] webbing needs to be determined. The finished length should be measured from the outside of the main lift web plus 3.50 inches. [Figure D] 4. Remove the old chest strap webbing from the main lift web. Pay particular attention to the end of the webbing.

Reassembly While most chest straps are installed at right angles to 1. Cut a piece of webbing to the appropriate length. If the main lift web, some have an angle cut at the end needed, cut the MLW end of the strap at an angle.

for better fit. If the webbing has an angle, make sure [Figure E] to duplicate it.

5. Clean the junction area of old thread, as well as any glue residue on the inside of the main lift web.

6. Take the marking pencil and mark the points of the stitch pattern for the reassembly. [Figure C] Most chest straps are installed with a 3-point WW in a horizontal orientation, but the rigger should duplicate the original design.

2. Insert the end of the webbing into the MLW junction.

Align the end of the chest strap with the outside edge of the MLW. Insert the housing loop back into the junction as well. Lightly glue the MLW to the chest strap. [Figure F] Do not use too much glue.

7-52 3. Some harnesses are pre-sewn along the edges with a medium duty machine and E thread. If so, duplicate this.

4. Using the harness machine and 5-cord nylon thread, sew the junction as marked with the original pattern.

[Figure G] 5. Mark the length of the chest strap to include enough needed for the stop end. If the chest strap is to be configured for a thread-thru adapter, an additional 3.50 inches is needed for the roll back.

6. After determining the cut length, place a mark at 3.50 inches on the BACK side of the chest strap. Fold to this mark and then fold the webbing one more time 8. If the MLW was attached to the backpad assembly, for three layers. [Figures H and I] reattach as per the original configuration. If the backpad is attached in such a manner that does not allow 7. Using the zigzag machine, sew across the center of inspection of the back side of the MLW, inspect the the stop end fold. This results in a loose fold that jams stitching at this time before reattaching the backpad.

against the adapter in the event of slippage of the chest strap. [Figure J] 9. Reinstall the ripcord housing and secure.

7-53

Inspection • Inspect the harness stitching for correct stitch length, tension, and appropriate pattern.

• Reattach the MLW to the backpad as needed.

• The stop end must be sewn and oriented correctly.

• Verify the chest strap is the correct length.

• The ripcord housing must be reinstalled and tacked.

Lower Leg Strap Shortening • Applicable products: All harness configurations • Description: Shortening of the lower leg straps • Authorized repairmen: FAA Master Parachute Rigger • Materials: 5-cord nylon thread—color to match original • Machines: Heavy-duty harness machine—Singer 7–33 or equivalent 5–7 SPI • Equipment: Seam ripper or scalpel, marking pencil, ruler, and hot knife Procedure The shortening of the leg strap, while a relatively straightforward process, is an extremely important procedure.

If done improperly, it could result in the harness fitting improperly or the leg straps to come unthreaded and the user to fall out during opening.

Disassembly 1. If the leg strap is of the thread-thru configuration, unthread the webbing from the leg adapter. If the leg strap has an adjustable “V” ring used in conjunction with a snap, disconnect the “V” ring from the snap.

Lay the leg strap out flat.

2. Remove the harness stitching from the rolled end of the webbing.

3. Measure the required distance from the end of the strap that is required for shortening and mark accordingly.

[Figure A] 4. Trim the webbing at the mark using the hot knife.

Reassembly 2. Sew the rolled stop end according to Figure D with the harness machine.

1. For the thread-thru configuration, place a mark at 3.50 3. For the “V” ring configuration, place a mark at 2 inches inches from the end of the webbing on the bottom of from the top end of the webbing. This is also the “fold the webbing. [Figure B] This is the “fold to” mark to” mark for the first fold. Make two additional folds for the first fold of the webbing. Fold one more time for a total of four layers.

for a total of three layers of webbing. [Figure C] 7-54

• Materials: E thread—color to match original; hook and ® loop Velcro —width and length to match original • Machines: 301 straight stitch—medium duty 7–11 SPI and 308 zigzag—medium duty 7–11 SPI • Equipment: Scissors, seam ripper or scalpel, marking pencil, 6-inch ruler, and glue gun Procedure Disassembly 1. Depending on the configuration, it may be necessary to remove the ripcord housing from its attachment point on the harness for access to the pocket. If the harness is attached to the backpad, disconnect this as well.

2. Remove the E thread stitch pattern that forms the 4. Sew the rolled stop end according to Figure E with pocket on the MLW. [Figure A] the harness machine.

® 3. Mark the ends of the old Velcro and remove from the Inspection inside of the webbing. Note which side of the webbing • Check the stitching for the correct pattern and thread the hook and loop are located.

tension.

Reassembly • For the thread-thru configuration, make sure there is no ® twist to the leg strap and thread the webbing through 1. Cut the replacement Velcro to the correct length.

the leg adapter. The rolled end should face outward.

® 2. Glue the Velcro pieces to their respective locations • For the “V” ring configuration, connect the “V” ring to on the inside of the webbing.

the snap. The rolled stop end should also face outward.

3. Using the single needle machine, sew around ® the perimeter of the Velcro , as well as a row of ® Ripcord Pocket Velcro Replacement stitching down the center. [Figure B] Repeat for the • Applicable products: Any harness configuration with opposite side.

® a Velcro style ripcord pocket configuration 4. Re-sew the pocket with two rows of single needle ® • Description: Replacement of the Velcro of the stitching with E thread. [Figure C] ripcord pocket 5. Reattach the harness to the backpad.

• Authorized repairmen: FAA Senior or Master 6. Reinstall the ripcord housing to the harness.

Parachute Rigger 7-55

• Machines: 301 straight stitch—medium duty 7–11 SPI, 308 zigzag—medium duty 7–11 SPI, heavy-duty harness machine—Singer 7–33 or equivalent, stitch to match the original • Equipment: Scissors, seam ripper or scalpel, marking pencil, ruler, glue gun, and 4-point W - W pattern template Procedure The following procedure is required when the knurling on the friction bar has worn to the point that the leg strap would slip on opening. In addition, the webbing at the ring location shows wear and is replaced at the same time. This procedure is typical for a Flexon and Talon 2 articulated harness configuration.

Disassembly 1. Remove the leg pad assembly.

2. Remove the leg strap by cutting the webbing.

Reassembly 1. Use Figure A to cut a replacement leg strap and parts.

2. Take the Ty-8 webbing and sew a bowtie fold with the Ty-4 tape buffer at the 3.50 inch mark. [Figure B] 3. Turn the adapter upside down and install the Ty-8 webbing as shown and glue in place. [Figure C] 4. Install the bowtie around the ring and glue in place.

Inspection [Figure D] The picture shows the inside orientation of the harness.

® • Verify the correct orientation of the Velcro in 5. Double check the correct orientation of the hardware.

the pocket.

[Figure E] ® • The correct stitch pattern must be used for the Velcro .

6. Mark the stitch pattern. [Figure F] • Verify the ripcord pocket is re-sewn.

7. Sew the webbing with the harness machine in a 4-point • The backpad must be reattached (if needed).

W-W pattern [Figure G] • The ripcord housing must be reinstalled.

8. Reinstall the leg pad. Route the upper pad flap through the adapter from the bottom and zigzag. [Figure H] Articulated Upper Leg Hardware Replacement 9. Fold the bottom pad under and zigzag in place.

• Applicable products: Most articulated harness [Figure I] Note that the ends of the upper and lower configurations pads are offset to reduce the thickness to be sewn.

• Description: Replacement of the upper leg strap hardware Inspection • Authorized repairmen: FAA Master Parachute Rigger • Verify the hardware orientation is correct.

• Materials: E thread—color to match; 5-cord nylon • Verify the stitch pattern is correct.

thread—color to match; Type-8 webbing—color • The leg pad must be reinstalled correctly.

to match; Type-12 webbing, Type-4 1-inch tape, replacement adapter—MS-22040 7-56

A Description REQD Material Size No.

5010 Ring 1 RW-0 -- 5 Adjustable adapter 1 MS-22040 -- 4 Ring buffer 1 TY-4 3.00" 3 Adapter buffer 1 TY-12 3.25" 2 3 1 5 2 4 Upper leg strap 1 TY-8 10.50" 1 10.50 3.62 7.75 2.50 0.50 3.50 3.0 Standard Harness Main Lift Web Replacement • Description: Complete replacement of one side of a standard harness main lift web • Applicable products: Most standard harness • Authorized repairmen: FAA Master Parachute Rigger configurations 7-57

• Equipment: Hot knife and cutting glass, hot glue gun, measuring rulers: 6, 18, and 36 inch, sewing pattern templates, marking pencils, scissors and thread ® snips, Exacto knife or scalpel, hemostats, Type-4 1-inch tape—color to match; Type-3 tape—color to ® match; 1½ inch Velcro —hook and loop, and 1-inch ® Velcro —hook and loop Background The following steps provide an overview of the procedure to follow: Step One The first thing the rigger must do is to inspect the parachute harness to identify the make and model and determine the extent of the damage. In some cases, particularly for older designs, it may not be practical or economically feasible to repair the harness. If the rigger determines that repair is practical, he or she must then establish a repair plan for the project. There are two reasons for this: one, that the project is done logically and efficiently and two, if not having done this type of repair before, having contacted the manufacturer for guidance, the rigger can explain what he or she intends to do to affect the repair.

The rigger must make detailed measurements of the harness.

Figure A shows a typical harness configuration and the needed dimensions. On a situation where one side of the harness is intact and can be used for reference, the rigger still needs dimensions to work against to determine how • Materials: E thread—color to match; 5-cord nylon much material to order or bill to the job. If both sides of the thread—color to match; Type-7 webbing—color to harness are damaged, great care must be taken to ensure the match; Type-8 webbing—color to match; Type-12 correct measurements of the final repair.

webbing—color to match Step Two • Machines: 301 straight stitch—medium duty 7–11 SPI, 308 zigzag—medium duty 7–11 SPI, and heavy- Teardown and cleanup is the second most important part of duty harness machine—Singer 7–33 or equivalent the process. It is important that all the old thread, glue, and 5–7 SPI damaged webbing are removed. Leaving any of these in place 7-58

A E F G D B C H A Overall MLW Chest strap A E Backpad Upper MLW Upper leg strap B F Lower MLW Lower leg strap C G Reserve riser Horizontal back strap D H and sewing over them results in a poor appearance. Also, it is not uncommon to find additional damage or wear at this point that was not identified during the initial inspection process.

Step Three After the teardown and cleanup, the replacement webbing can be measured, cut, and pre-sewn in preparation for installation to the harness assembly. The construction sequence is followed. In certain cases, it may be desirable to replace not just damaged parts but worn ones to give the final result a more cosmetic appearance. An example is when replacing a main lift web, it does not look good to reuse the old chest strap webbing when the main lift web is new material.

Step Four After the repair is completed, a thorough quality control program is undertaken. This is especially critical in a situation where the rigger is working alone and there is no one to rely on for crosschecking the work. All the critical points of the repair must be identified and checked as well as the finished dimensions.

Procedure Disassembly 1. Remove all housings, leg pads, and any other parts that may interfere with the work from the harness.

Disassemble the leg strap/horizontal back strap junction. [Figure B] Disconnect the upper MLW from back strap. If it is damaged, it is a major project to the yoke portion of the backpad if necessary.

replace this on most assemblies.

2. Disassemble the junction of the diagonal back strap 3. Lay out the main lift web assembly and check the and main lift web at the 3-ring attachment point.

measurements against the initial dimensions. Check [Figure C] Be very careful not to damage the diagonal against the opposite side MLW for symmetry.

7-59 4. If this side of the harness has a TSO or identification label attached, carefully remove it for use on the new assembly. If it is damaged, it may be necessary to get a new label to replace it. Contact the manufacturer for guidance. They may require the rigger to return the old label in exchange for a new one.

Reassembly 1. Note that this configuration consists primarily of two main pieces of webbing. The front MLW is Type-7 webbing and the rear is Type-8.

2. Measure the new webbing for the main lift webs. Add 5 inches for the riser end fold back and allow at least 6 inches extra for shrinkage. While this may sound like ® a lot, nothing is more discouraging than to get to the 5. Install the toggle Velcro keepers as per the original.

end of the project and find that the webbing is short [Figure F] Complete any other sewing needed, such by an inch or two. A couple inches of scrap is a small as the end of the toggle stow loop.

price to pay at this point.

3. Starting at one end of the webbing, measure the riser end configuration. Fold back and glue in place. If there is a toggle stow loop on the old harness, do not forget to glue in place before sewing. [Figure D] Mark the 4 point W-W pattern and sew with the harness machine and 5-cord nylon thread.

6. If needed, reattach the TSO label at the appropriate location. If the label is the original one and is made ® from material such as Ty-vek , try to follow the original needle holes to avoid perforating the material.

Too many holes cause the label to tear out.

7. Working from the measurement diagram in Figure A , mark the location of the 3-ring.

8. Working downward mark the location of the chest strap, the ripcord pocket, and the bottom of the upper 4. Install the steering line guide ring with a duplicate leg strap. [Figure G] stitch pattern as per the original. [Figure E] In some NOTE : It is necessary to allow for a certain amount instances, the manufacturer may have used a special bar tack or other stitch pattern to attach the ring. If the of shrinkage during the sewing process. There are four areas of shrinkage to allow for: rigger does not have the same machine, it is necessary to contact the manufacturer for an acceptable 1. The harness stitching at the 3-ring.

alternative. This should have been identified in 2. The harness stitching at the chest strap.

phase one. Check the distance from the end of the riser to the top of the ring. The industry standard is 3. The ripcord pocket.

4 inches, but there may be special dimensions for 4. The harness stitching at the leg strap junction.

some applications.

7-60 I 3-ring 1 10 LEFT Top of ripcord pocket 2 3 The standard rule of thumb for the sum of these patterns is approximately .75 inch for the length. In 4 9 other words, the marked length of the MLW should be .75 inch longer than the desired finished length. Most Ripcord pocket velcro of the shrinkage is in the ripcord pocket and the leg strap junction. If the rigger has not done this operation Bottom of ripcord pocket before, he or she may want to build a sample MLW to check the measurements and the resultant shrinkage.

® 9. Sew the Velcro in place for the ripcord pocket.

[Figure H] 10. Glue the chest strap in place. In this instance, do not 13. Position the 3-ring at the mark on the main lift web forget the housing loop.

and glue in place. Install the Type-12 confluence wrap 11. Using the single needle, pre-sew the front and below the 3-ring and mark the 4-point W-W pattern.

[Figure K] rear main lift webs. Use of the sewing pattern in Figure I accomplishes this and at the same time creates 14. Sew the confluence wrap with the harness machine.

the ripcord pocket. Sew the chest strap 3-point W-W [Figure L] with the harness machine. [Figure J] 15. Re-create the leg junction. Glue the upper leg strap in 12. Reassemble the upper diagonal back strap and the place first and then the horizontal back strap second.

3-ring hardware by threading the rear riser through [Figure M] the large ring followed by the front riser.

7-61

18. Reattach the backpad to the upper MLW using the 308 zigzag machine.

19. Reinstall the leg pads using the 308 zigzag machine.

20. Reinstall the ripcord and 3-ring housings and hand tack in place.

Inspection • Check the finished dimensions against the original dimensions in Figure A . If only one side has been replaced, check the new MLW against the opposite side for comparison. The generally accepted tolerances for this type of construction are ± .25 inch. In particular, reserve riser length and the overall MLW length are the most important. If either of these is mismatched to their opposites, then the flight of the canopies may be affected.

• Start inspecting from the riser end working down.

Use the inspection chart in Figure O as a guide for the inspection points. After the inspection, all appropriate paperwork must be completed. This includes the rigger’s logbook, the packing data card for the parachute, and any shop or business forms or log.

Main Riser 3-Ring Locking Loop Replacement • Applicable products: All 3-ring riser assemblies • Description: Replacement of the 3-ring riser locking loop • Authorized repairmen: FAA Senior or Master 16. Mark the 4-point W-W and then sew with the harness Parachute Rigger machine. Start the stitch pattern at the front side of the • Materials: E thread; 5-cord nylon thread—color to MLW and complete with the overstitch the full length match, Type-IIa nylon cord or equivalent of the pattern. [Figure N] This provides additional reinforcing at the upper leg strap/MLW location.

• Machines: 308 zigzag—medium duty 10 SPI and heavy- duty harness machine—Singer 7–33 or equivalent 17. Measure the length of the lower leg strap allowing 3.50 inches for the rolled stop end. Trim to length and Equipment: Scissors, seam ripper or scalpel, marking then install the stop end with the harness machine.

pencil, 6-inch ruler, glue gun, and hot knife 7-62

O Harness Inspection Check Inspection Date Inspection Points 1. Color 2. Sizing: risers, MLW, chest, leg strap, HZ 3. 3-ring size 4. Leg hardware—orientation, type 5. Reserve riser ends—4 pt. W-W, guide rings, toggle stow loops 6. Chest strap—3 pt. W-W each side 7. Articulated harness ring junction—buffers 8. Upper leg strap—4 pt. W-W, buffers, hardware orientation 9. Lower leg strap—stitch pattern, buffers, stop end 10. TSO label and orientation 11. Harness stitching—SPI, backstitch, stop ends, tension 12. Ripcord pocket—present, secure fit Procedure Disassembly • Mark the locking loop at the bottom edge of the confluence wrap. [Figure A] • Place a mark at the bottom of the confluence wrap and carefully remove the confluence wrap from the riser.

• Remove the old locking loop.

Reassembly 1. Cut a new loop the length of the old one plus 2 inches.

2. Fold the new loop in half and lay alongside the old loop. Transfer the marks from the old loop to the new one. [Figure B] 3. Align the marks on the loop with the mark at the bottom of the confluence wrap on the riser. [Figure C] Glue the loop in place.

4. Sew the loop with the 308 zigzag machine. [Figure D] Set the stitch width at approximately ⁄ 8 inch and 10 SPI.

5. Trim the excess loop off at the top. [Figure E] 6. Reinstall the confluence wrap using the harness machine. [Figure F] 7-63

Procedure ® The term “Velcro ” is used in a generic fashion for hook and ® loop fastener. While the rigger should replace the Velcro to match the original configuration. This installation has proven superior for its holding ability and the secure line stow configuration.

Disassembly ® 1. Mark the location of the old Velcro . [Figure A] ® 2. Remove the old Velcro .

Reassembly ® 1. Cut a new piece(s) of Velcro to match the original.

Inspection ® 2. Position the Velcro to the original location.

• Before installing the confluence wrap, make sure the ® zigzag stitching is complete.

3. Sew the hook Velcro with a single-needle machine.

Sew an additional row of stitching down the center of • The loop length should be the same as the old loop.

® the Velcro . [Figure B] This keeps the center from • The confluence wrap must be reinstalled.

lifting during use and tearing out the edge stitching.

® Main Riser Steering Toggle Velcro Replacement ® • Applicable products: Most main risers with a Velcro toggle installation ® • Description: Replacement of the Velcro toggle keeper on main risers • Authorized repairmen: FAA Senior or Master Parachute Rigger ® • Materials: E thread, Velcro of the appropriate width and type • Machines: 301 straight stitch—medium duty 7–11 SPI • Equipment: Scissors, seam ripper or scalpel, marking pencil, and 6-inch ruler 7-64

® 4. Position the loop line stow Velcro to match the main components on a regular basis and generally operate hook and sew along the edge, overstitching the ends. on a “repair as broken” basis. By the time the rigger sees the [Figure C] components, it is easier and more cost effective to replace than to repair them. However, there are regular wear trends that the rigger can make their customers aware of so they can look for them and have them taken care of.

The following are repairs to accessory components, found in Section 4, Accessory Components, of this chapter: • Reserve pilot chute repair—mesh, tackings, and bad grommet • Reserve free bag repair—grommet pullout • Main pilot chute repair—top canopy reinforcing • Main pilot chute collapsible bridle replacement • Main deployment bag repair—closing flap grommet pullout Reserve Pilot Chute Repair—Mesh, Tackings, and Inspection Bad Grommet ® • Applicable products: Most reserve pilot chutes • Check that the location of Velcro is the same as the original.

• Description: Replacement of cap grommet • Check stitch patterns and center stitching.

• Authorized repairmen: FAA Master Parachute Rigger • Materials: Nylon supertack, stainless steel sheet Section 4, Accessory Components grommet—same as original Accessory components are comprised of the reserve pilot • Machines: None chute, reserve deployment bag or device, main deployment bag, main pilot chute and bridle, main and reserve toggles, • Equipment: Scissors, seam ripper or scalpel, hand reserve static line (RSL) lanyard, 3-ring release handle, and tacking needle, grommet set, and diagonal cutters reserve ripcord.

Procedure The reserve components generally do not suffer much wear The canopy fabric portion of a reserve pilot chute would due to their infrequent use. In addition, with their frequent be repaired as necessary with similar patching techniques inspection during the repack cycle, any necessary repairs as used on a canopy. The mesh portion, however, may be become obvious and are taken care of before they become subject to different techniques. Another area of common major problems.

damage is the thru grommet in the top of the pilot chute.

1. Metal ripcords usually are not repairable and must be The following procedure describes the replacement of the grommet in the top of the pilot chute. Figure A shows a replaced when they are damaged.

damaged grommet.

2. Reserve pilot chutes experience torn mesh, minor canopy damage, broken hand tackings, and damaged Disassembly grommets in the cap.

1. Remove the hand tackings used to secure the base of The reserve free bag may have the grommets in the closing the pilot chute to the spring. [Figure B] flap pull out of the material. The high-drag bridle is a critical 2. Turn the pilot chute upside down and push the canopy area and is usually not repairable. The RSL lanyard is another down until the grommet is exposed. [Figure C] critical item that is usually not repairable, except for the 3. Using diagonal cutters, remove the damaged grommet replacement of a defective snap shackle.

being careful not to damage the fabric of the cap.

[Figure D] Main components, on the other hand, are subject to extensive wear and tear. Most jumpers do not take time to inspect their 7-65

Reassembly 3. Hand tack the bottom of the canopy to the bottom of the spring. [Figure G] 1. Using the handset, set a new grommet. Be careful not to catch any fabric during the process. [Figure E] Inspection 2. Reposition the canopy over the spring. Grasp the skirt • Verify the grommet is secure.

at the bottom end of the spring. Make sure that the radial tapes run directly from the bottom to the cap • Tapes should be straight.

in a straight line. [Figure F] If the tapes “barberpole” • Tackings should be secure.

around the spring, the pilot chute may not inflate properly on launch.

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Disassembly: Mesh Repair Disassembly 1. Remove the tackings used to secure the base of the 1. Remove the grommets from the tongue. [Figure B] pilot chute to the spring.

2. For small holes, turn the mesh inside out and zigzag the edges together.

Reassembly 1. Reattach the bottom of the pilot chute to the spring with hand tacking.

Inspection • Tapes should be straight.

• Tackings should be secure.

Reserve Free Bag Repair—Grommet Pullout 2. Remove the binding from the tongue area by unpicking • Applicable products: Most reserve free bags the stitching. [Figure C] • Description: General repair to the reserve free bag • Authorized repairmen: FAA Master Parachute Rigger • Materials: E thread, 1½ inch Type-3 tape, and grommets to match the original type and size • Machines: 301 straight stitch—medium duty 7–11 SPI • Equipment: Scissors, seam ripper or scalpel, marking pencil, 6-inch ruler, hot knife, grommet set, and hole punch Procedure Most reserve free bag designs are fairly robust. The most common types of damage seen are the pulling out of the grommets in the tongue of the bag and tearing out of fabric Reassembly from the binding tape due to overstressing during packing.

[Figure A] Damage to the bridle portion of the free bag is 1. Cut two pieces of 1½ inch Type-3 tape and overlay generally not repairable nor allowed by most manufacturers.

them on each side of the damaged area. Sew around Consequently, any damage in this area would necessitate the the edges of the tape and down the center to secure it.

replacement of the bag. The following procedure deals with [Figure D] the repair of the tongue area and replacement of the grommets.

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2. Trim the ends of the tape to match the shape of the tongue.

Main Pilot Chute Repair—Top Canopy Reinforcing 3. Using the single needle machine, reapply the binding tape around the edge of the tongue. [Figure E] • Applicable products: Most main hand deploy pilot chutes • Description: Repair of the apex area of a hand deploy pilot chute • Authorized repairmen: FAA Senior or Master Parachute Rigger • Materials: E thread and ¾ inch Type-3 tape • Machines: 301 straight stitch—medium duty 7–11 SPI • Equipment: Scissors, seam ripper or scalpel, marking pencil, 6-inch ruler, and hot knife Procedure Most repairs of the main pilot chute consist of fabric or mesh 4. Punch new holes over the exact position as the original ones. [Figure F] repairs and may be repaired similar to canopy procedures.

The most common damage seen on main pilot chutes is in the area of the apex and the hand deploy handle. [Figure A] This area is subject to fairly severe stress and strain. The following procedure deals with the apex area repair. It should be noted that if the repair is too complex, it is probably more cost effective to replace rather than repair the pilot chute.

5. Insert new grommets. [Figure G] Inspection • Reinforcing tape must be secure.

• Binding must be re-sewn.

• Grommets must be set and secure.

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Disassembly • Authorized repairmen: FAA Senior or Master Parachute Rigger 1. Working through the hole in the base, turn the pilot • Materials: E thread, replacement bridle chute inside out. Unpick the seam at the junction of the canopy and mesh and between two of the radial tapes.

• Machines: 301 straight stitch—medium duty 7–11 SPI [Figure B] This allows good access to the apex area.

and 1 inch × 42 stitch bar tack 308 zigzag—medium duty 7–11 SPI (optional) • Equipment: Scissors, seam ripper or scalpel, green felt tip marker, 6-inch ruler, hemostats, pony clamp, and hot glue gun Procedure There are three basic main bridle configurations listed below: • Standard non-collapsible bridle • Bungee collapsible bridle • Centerline or “kill-line” collapsible bridle The standard bridle is a simple design and any damage usually results in the replacement of the bridle. The exception to this Reassembly is if the tape attaching the curved pin is worn. The replacement 1. Take a piece of ¾ inch Type-3 tape and overlay the of the tape is a simple task. The most common bridle in use reinforcing material at the apex, covering the damaged today is the kill-line collapsible type. The replacement of the area. [Figure C] bridle is described in the following procedure.

Disassembly 1. Remove the old bridle from the pilot chute. [Figure A] 2. Re-sew the canopy and mesh panels as per the original.

Turn the pilot chute right side out.

Inspection Reassembly • Damaged area must be covered.

1. Thread the loop ends of the bridle through the bottom • Canopy seam must be re-stitched correctly.

support tapes of the pilot chute. [Figure B] 2. Glue the ends in place with the glue gun. [Figure C] Main Pilot Chute Collapsible Bridle Replacement 3. Bar tack the bridle along the sides. Do not capture the • Applicable products: Most kill-line pilot chute bridle centerline. [Figure D] configurations 4. Align the bridle tapes on the center of the pilot chute • Description: Replacement of the bridle of a kill-line attachment tapes and bar tack in place. [Figure E] collapsible pilot chute 7-69 5. Check the trim of the pilot chute centerline. When the centerline is taut, the apex should be even with or no more than 1 inch below the skirt of the canopy.

6. Anchor the bag end of the pilot chute at the bag stop.

® Grasp the Spectra centerline and pull to “cock” the bridle.

® 7. Route the free end of the Spectra centerline up through the center of the pilot chute and through the loop of the pilot chute centerline at the apex. Grasp the handle of the pilot chute and apply tension so that the centerline of the pilot chute and the bridle are equal.

® Pinch the Spectra line so that the location will not move. Secure with 2 half hitches. [Figure F] 8. Change the anchor point to the end of the bridle.

Stretch the bridle so that the pilot chute is collapsed.

Lay the pilot chute out with the mesh exposed and secure the radial tapes with the pony clamp at the mesh/fabric seam. [Figure G] Pull moderate tension on the pony clamp and check the location of the apex of the pilot chute at the opening of the bridle.

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9. Again anchor the bridle at the bag stop and cock the bridle. Check the position of the apex of the pilot chute. It should be within 1 inch of the skirt.

[Figure H] ® 10. Finger-trap the running end of the Spectra centerline for a distance of 3 inches. [Figure I] Bar tack or zigzag to secure. Trim the excess line.

11. Cock the bridle. Take the hemostats and grasp the ® Spectra centerline at the eye of the bridle. [Figure J] 12. Pull the centerline out to expose approximately 3 inches each side of the hemostats. Take the green felt tip marker and place a mark at the hemostat location and 1 inch either side. [Figure K] Color the line between the marks and on both sides. [Figure L] 13. Pull the bridle tight to reposition the centerline and check the green color of the eye. [Figure M] Inspection • Check the bar tack at the pilot chute loops and at the base.

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® • Verify the Spectra centerline is knotted, finger- trapped and sewn.

• Verify the colored eye location of the centerline is marked green.

Main Deployment Bag Repair—Closing Flap Grommet Pullout • Applicable products: All main deployment bags • Description: Repair of main deployment bag • Authorized repairmen: FAA Senior or Master Parachute Rigger • Materials: E thread, Type-4 tape or equivalent and grommets to match original • Machines: 301 straight stitch—medium duty 7–11 SPI and 308 zigzag—medium duty 7–11 SPI • Equipment: Scissors, seam ripper or scalpel, marking pencil, 6-inch ruler, grommet set, and hole punch Procedure The most common repair needed to a main deployment is the repair of the closing flap in the area of the grommets. The grommets work loose and pull out, damaging the material.

4. Sew down the binding tape and rebind as needed.

The tongue will need reinforcing and new grommets.

[Figure D] Disassembly 1. Remove grommets from the tongue of the bag.

2. Unpick the binding along the edge of the grommet reinforcing tape. [Figure A] 5. Set new grommets in the original locations. [Figure E] Reassembly 1. Overlay a piece of 1.5 inch Type-4 tape on the top of the bag tongue and sew down. [Figure B] 2. Punch new holes through the Type-4 from the back side in the same location as the original location.

3. Overlay the back side of the tongue with a piece of 1.5 inch Type-3 tape and sew down. [Figure C] Punch new holes through the tape.

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