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.
Inspection and Packing
Chapter 5
For most people, parachute rigging is all about packing
parachutes. Rigging and packing may be synonymous, but
there is a distinct difference. In its truest form, parachute
rigging is the practice of assembling a parachute system with
its various components into an operative assembly. Packing is
the practice of folding the parachute canopy in an organized
manner such that it fits into the container system and allows
the canopy to open when the user activates the system.
There are five distinct stages involved in packing the
parachute. They are:
1. Identification
2. Inspection
3. Rigging and/or repairs
4. Packing
5. Documentation
Identification
The first thing the rigger should do when a customer brings
a parachute in for packing or repair is to confirm that the
owner’s information is correct on the packing data card.
This ensures that the rigger’s logbook entry is accurate. In a
commercial loft, a work order is filled out with all the correct
information about the customer and the parachute. Many lofts
that do a high volume of business input this information into
a computer database for tracking their customers. This data
is then used to send automatic repack notices to customers.
This ensures that the reserve or emergency parachute is legal
to use when the customer needs it.
Inspection
The owner should bring the parachute to the rigger in its
packed condition. This practice should be encouraged for
several reasons. The canopy is a fragile item and is subject
to damage or contamination if left exposed to the elements,
and the container is designed to protect the canopy from
damage. The parachute should be opened only in the
controlled environment of the parachute loft. This is so
the entire system can be examined externally for signs of
damage or contamination before it is opened. Next, the owner
should don the parachute and pull the ripcord as in a real life
scenario to understand how to activate the system properly
and experience what it feels like to actually pull the reserve
ripcord. This gives the owner a great degree of confidence
that the parachute will work when needed. It is something
that jumpers rarely get to do, and their reaction is generally
one of curiosity and satisfaction. Doing so also lets the owner
see what is in there. It is surprising how many jumpers do not
even know what color their reserve parachute is.
Generally, customers leave the parachute to be repacked;
however, riggers should invite their customers to stay and
observe the repack. Many riggers encourage this behavior
since it results in a more educated individual. In a busy loft
environment, however, a scheduled appointment might be
needed to allow for the increased time necessary to explain
the process. If the customer decides to watch the inspection
and repack, the rigger should allow at least twice the usual
time for the project so the customer can ask questions.
Another benefit of this is that the customer gets to see the
effort it takes to service a parachute. Figure 5-1 shows
a packing flow chart that details the sequence of events
the rigger should follow from receiving the parachute to
collecting the money from the customer.
Upon completion of the visual inspection, there are two
options for continuing. If there are no visual indications of
damage or contamination, move on to the next step of opening
the parachute. If something suspicious is found, or if there
is a hole in the container or discoloration to the container
fabric, the rigger needs to see if the damage penetrated into
the canopy. To do so, note the location and check internally
after opening the parachute.
If the owner is participating in the inspection, it is a good
idea to have them backed against the packing table or similar
surface when they pull the ripcord so the canopy does not fall
out on the floor. This keeps the canopy clean, but it also lets the
rigger control the extraction of the canopy from the container.
It is good practice to hold the canopy in the container while
the owner takes off the pack. In the case of a bagged square
reserve, the bag extraction force should be measured to ensure
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
by its bridle. Bag extraction forces vary between brands of
containers. The manufacturer of the given container should be
able to provide a maximum acceptable extraction force in terms
of pounds. The rigger can then proceed to thoroughly examine
the previous pack job and to check those areas previously
identified as damaged or contaminated.
During the examination of the parachute for damage or
contamination, the rigger should also look at how the
previous rigger packed the canopy. Particularly in regard
to pilot emergency parachutes, riggers sometimes exercise
great latitude in interpreting the packing instructions in order
to make the parachute as comfortable as possible for the
pilot. Each rigger makes the determination as to what is the
correct packing method. If the present rigger finds that the
last pack job was in error, the individual responsible needs
to be notified of the findings.
Figure 5-1. Packing flow chart.
Start visual inspection
Inspect chute note
damage or contamination
Repair as necessary
Inspect chute
Pack chute
Pack chute
OK
Open chute
Check data
Document work
Collect fee
Identify external problem
Packing Flow Chart
The rigger should then verify the make, model, and serial
number of the parachute. Sometimes the canopy may have
been changed in an assembly, particularly in a sport rig.
For sport rigs and some emergency rigs, be sure to check
the Automatic Activation Device (AAD). The newest data
cards provide space for information on the AAD to include
service cycle and date of last battery replacement. With the
recent widespread acceptance of AADs, this is one area the
rigger cannot overlook.
The battery life cycle, the unit service life cycle, and how
they interface with the inspection and repack cycle of the
parachute are very important things to consider. The major
question the rigger must ask is: If the battery or unit service
life expires during the upcoming inspection cycle, should the
rigger pack the parachute and seal it, thereby certifying it for
the next 180-day inspection cycle? A comparable situation
would be if an airframe and powerplant mechanic signs off an
annual inspection on an aircraft. The mechanic is saying that
the aircraft is airworthy at that time. However, the mechanic
is not responsible for the future status of the aircraft if the
emergency locator transmitter (ELT) is due for battery service
during the next year that the annual is valid; that responsibility
lies with the aircraft owner. This scenario can be reasonably
extended to the AAD and parachute. Generally, however,
most riggers refuse to pack the parachute if the battery or
unit life cycle expires during the 180-day inspection cycle.
Some AAD manufacturers have specific rules regarding
battery and repack expiration dates. For example, the
manufacturer might mandate that if the battery life expires
during the 180-day inspection cycle, then the rigger is not
to pack it unless the batteries are replaced or the unit is
removed from the assembly. Regarding the 4-year service
cycle required for some AADs, there is a 90-day grace period
for servicing. If the 180-day inspection cycle expires within
that 90-day period, then the rigger may inspect, repack, and
recertify the assembly. If the inspection cycle extends past the
90-day period, then the rigger should not pack the assembly
with the AAD. In any case, the rigger should follow the
directions of the AAD manufacturer for that particular make
and model of AAD.
Figure 5-2. Sample parts list.
Sample Parts List
NO SUBSTITUTION OF COMPONENT PARTS IS AUTHORIZED!
Quantity Description Part number
6111-(4)
4111-(4)
5115-(3)
2237-( )
2119-( )
2911-(2)
2511-(3)/2515-( )
2611-(2)
2913-(4)
2913-(7)
2421-(3)
2621-(5)a
2521-( )
2129-( )
2241-( )
2242-( )
2323-(1)
2323-(2)
2811-(8)
1311-(4)
Harness/container assembly
Container assembly
Harness assembly
Stealth reserve pilot chute
Square reserve freebag and bridle
Safety stow loop
Reserve ripcord
Reserve steering toggles
Reserve closing loop
Main closing loop
Main risers
Main toggles
3-ring release handle
Main deployment bag
Main pilot chute
T .O.P .
P. O . P.
Main bridle
T .O.P . - Kill line
T .O.P . - Kill line
RSL lanyard
Owner’s manual and registration card
The rigger must make sure to have the latest revision of
the packing instructions, as well as any pertinent service
bulletins from the manufacturer or Airworthiness Directives
(AD) issued by the Federal Aviation Administration
(FAA). The rigger may have a set of packing instructions
that specifies a certain method for folding the canopy.
However, the manufacturer may have changed the method
and issued a revision to the manual or a complete new one.
If the rigger is not completely sure that he or she has the
latest information, then it is time to use the most valuable
tool in their inventory—the telephone. A quick call to the
manufacturer is all it takes to get the latest information. Most
manufacturers publish their service bulletins in hard copy
format and on their website.
In addition, the Parachute Industry Association (PIA) also
has a listing of service bulletins at www.pia.com. It is
most important that all riggers make an effort to maintain
a comprehensive library of packing instructions and their
associated service bulletins. Under Title 14 of the Code of
Federal Regulations (14 CFR) part 65, section 65.129(e),
the certificated rigger may not “pack, maintain, or alter
a parachute in any manner that deviates from procedures
approved by the Administrator or the manufacturer of the
parachute.” In addition, 14 CFR part 65, section 65.129(f),
also states that the certificated rigger may not “exercise
the privileges of his certificate and type rating unless he
understands the current manufacturer’s instructions for the
operation involved.”
Component Compatibility
Once the rigger has all of the current manuals and
information, the inspection can continue. This covers not just
the canopy but also the entire assembly. In addition to looking
for damage or contamination to the system, the rigger must
make sure that all of the component parts are compatible and
approved by the manufacturer. Figure 5-2 shows a sample
parts list for a typical sport parachute, having dual parachutes
in a single-harness system (a piggyback). This parts list
delineates exactly what parts are used in the assembly of the
system. The rigger should check each component part and its
identifying label or stamp against the parts list. Mismatched
component parts are among the most frequent problems
found in the field. Many riggers are under the impression
they can freely interchange component parts, but this may be
done only within certain limits. Paragraph 11(a) of Advisory
Circular (AC) 105-2, Sport Parachute Jumping, states: “The
assembly or mating of approved parachute components from
different manufacturers may be made by a certificated and
appropriately-rated parachute rigger or parachute loft in
accordance with the parachute manufacturer’s instructions
and without further authorization by the manufacturer or
the FAA. Specifically, when various parachute components
are interchanged, the parachute rigger should follow the
canopy manufacturer’s instructions, as well as the parachute
container manufacturer’s instructions. However, the
container manufacturer’s instructions take precedence when
there is a conflict between the two.” In Figure 5-2, note the
bold print at the bottom of the page: “NO SUBSTITUTION
OF COMPONENT PARTS IS AUTHORIZED!” This
manufacturer specifically states that you cannot use anything
other than Original Equipment Manufacturer (OEM) parts.
Substituting other parts places the rigger in violation of the
Code of Federal Regulations (CFR).
A common problem found in the field concerns reserve
ripcords. Several manufacturers of sport rigs use a one-pin
ripcord with a mini trapezoidal handle and a cable length
27–29 inches long. Depending on the actual container it
goes into, it is possible to use one manufacturer’s ripcord in
another container as long as the rigger feels there is sufficient
excess cable for safety reasons.
However, imagine one ripcord is 27 inches overall and is
used in a system that is approved under Technical Standard
Order (TSO) C-23b and is rated at 300 pounds. Another
ripcord is 28 inches overall and is used in a system approved
under TSO C-23c and is rated at 600 pounds for use with a
Reserve Static Line (RSL) installation. The problem here is
the mating of different TSO standard components. Installing
the first ripcord in the second container with an RSL lanyard
may be degrading the safety aspect of the system. So how
does the rigger tell which is which? The ripcord approved
under TSO C-23b has minimal markings, perhaps only a
Figure 5-3. Reserve ripcord with TSO markings.
Figure 5-4. Round canopy pilot emergency parachute assembly.
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.
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
2. Canopy and deployment device
3. Suspension lines and connector links
4. Container
5. Harness including risers
6. Ripcord
Inspection/packing checklists allow riggers to track their
progress as they do their inspection. [Figure 5-5] It is desirable
for riggers to complete their inspection uninterrupted, which
ensures that the inspection process is followed and nothing
gets overlooked. This rarely happens, however, due to
normal interruptions, such as phone calls or customer
Figure 5-5. Inspection form.
Figure 5-6. Line continuity chart.
24-foot two-link canopies
24-foot four-link canopies
26-foot conical canopies
28-foot 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
6 5 4 3 2 1
7 8 9 10 11 12
7 6 5 4 3 2 1
8 9 10 11 12 13 14
28 27 26 25 24 23 22
15 16 17 18 19 20 21
24 23 22 21 20 19
13 14 15 16 17 18
5 4 3 2 1
6 7 8 9 10 11
22 21 20 19 18
12 13 14 15 16 17
questions. Using the inspection checklist ensures that after
an interruption, the rigger is able to continue at the proper
spot without missing anything. This checklist is divided into
seven sections that make it usable for all types of parachute
assemblies. It includes an area for counting the tools at the
beginning and end of the inspection and packing procedure.
This ensures that no tools are overlooked or left in the
parachute. While this may sound implausible to some, it has
happened over the years, sometimes with fatal consequences.
Round Canopies and Pilot Emergency Systems
The first thing the rigger should check is the continuity of
the canopy to make sure it is straight. Do so by laying the
system on the table as if the wearer were laying face down,
head toward the canopy. (On some models, such as military
seat parachutes, it may be face down with the feet towards the
canopy.) Make sure to follow the manufacturer’s instructions.
Ensure that the canopy is right side out (i.e., the data panel
faces out) and the gore numbers are readable on the outside.
Attach the required tension devices and apply light tension.
Standing at the canopy, split the riser line groups and grasp
the two gores that separate them. The top panel should have
line number 1 and the last line of the sequence depending
on the number of lines on the canopy. Starting with number
1, the lines will run in sequence counterclockwise around
the canopy. [Figure 5-6] The four lines attached to these
two gores comprise the standard “four-line check” for a
round canopy. By running these four lines from the canopy
to the connector links, the rigger can make a quick check
of straightness. If the rigger was the last person to pack the
parachute, he or she may feel this is sufficient to ensure
continuity. However, most riggers do a full check of all the
lines, even on their own pack jobs.
Straightening the Canopy
If a rigger finds lines out of sequence or the canopy is inside
out, it becomes necessary to remove any twists, tangles, or
turns. There are two things to remember when encountering
this situation. First, if the parachute was originally straight
and the entanglement occurred from handling, it is possible
to untangle the parachute without disconnecting anything.
Second, if the parachute was assembled incorrectly in the
first place, it is virtually impossible to straighten it without
disassembling it. These two scenarios become particularly
acute when the rigger is brought a parachute for repacking
and it was assembled incorrectly. At first, the rigger assumes
it to be correct, but when a correct continuity cannot be done,
it becomes very frustrating, and the rigger may spend an
excessive amount of time trying to straighten the canopy.
The rigger should always start at the top or apex end of the
canopy. Make sure that the top gore with the data panel is
facing up. Follow the gore to the apex so that the upper lateral
band is on the outside. Attach the apex to the upper tension
Figure 5-7. Round canopy—split gores.
Figure 5-8. Round canopy—four-line check at canopy.
Figure 5-9. Round canopy—four-line check at four-link system.
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
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.
Damage Identification
During the inspection process, the rigger may identify various
discrepancies in the materials and/or the assemblies. While
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.
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
specifications. Most current springs have between
20–30 pounds of tension, but some run as high as
40–45 pounds. Too strong a spring is rarely an issue,
but too weak often is a problem. Some manufacturers
specify a testing method and frequency of testing.
Figure 5-10. Round canopy damage chart.
Figure 5-11. Round canopy gore inspection.
6 7 8 9 10 11 12 13 14 15 16
5 4 3 2 1 22 21 20 19 18 17
2. Check the canopy cap for security to the canopy
portion along the stitching and seams. If it has a
grommet in the cap or an alignment strap, check the
grommets for tightness and smooth edges on the
inside. Sharp edges can cut the locking loop. Check
the alignment strap for centering and tacking.
3. Check the canopy fabric for any holes, burns, stains, or
other damage. Check the seams for loose stitching and
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.
1. Check the apex lines for damage and continuity, as
well as the upper lateral band. If there is a tension
loop, make sure it is secure. If there is a vent collar
ring, check the elasticity of the material.
2. Inspect gores and panel fabrics by starting at the top
center gore of the canopy, working your way up one
gore while inspecting the fabric, seams, tapes, and
lines. When you reach the apex, pull the next radial
seam toward you, stretching out the fabric, and work
your way down the gore to the lower lateral band.
[Figure 5-11] This method is the most efficient use of
your time and physical efforts. Work your way around
the canopy, inspecting each gore from top to bottom.
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
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
Appendix I of this handbook.
4. Along with the pull test, the AD also requires testing
the canopy mesh with a solution of Bromo Cresol
Green indicator to determine the presence of an acid
condition. The Bromo Cresol Green indicator is a dark
blue liquid in its standard state. It turns yellow when
Figure 5-12. TS-108 test equipment. Figure 5-13. Connector link line attachment methods.
Figure 5-14. Three types of connector links.
it contacts acid—the stronger the acid, the brighter
the yellow. If the test is positive, the canopy needs
to be treated to neutralize the condition. The AD
highlights the manufacturer’s service bulletin as to
how to comply with this test and procedure.
5. If the canopy has a deployment device, such as a
diaper, check that it is securely attached, particularly
after use. Check the grommets, line stow bands,
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
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
tack securing the lines. Most manufacturers now use
a contrasting color thread for the bar tack in order to
make inspection easier. Make sure all bar tacks are
in place. Figure 5-13 shows both methods of line
attachment to the links.
2. There are three basic types of separable connector
links in common use today for round canopies: the
standard “L” bar type, MS-22002; the Navy speed
link, MS-22021, and the Quick link, commonly called
the Maillon Rapide ® link (named after the French
company that first manufactured them). [Figure 5-14]
The older military surplus canopies are usually found
with the two types of MIL-SPEC connector links.
Modern sport canopies usually are found with the
Rapide® links because of their compatibility with the
modern, low-bulk suspension lines.
3. With the MIL-SPEC links, check the tightness of the
screws that hold the links together. With the speed links,
make sure the knurled side of the end cap is facing up
and the plates face outboard on the riser. The screw
should be checked for tightness at each repack.
4. If the canopy is equipped with Rapide ® links, they
should be oriented on the riser with the barrel inboard
and to the bottom so it tightens upward. The link
Figure 5-15. Telltale marker.
Figure 5-16. B-12 snap gate repair.
should be tightened hand tight, then approximately one
quarter turn further. The actual force recommended
for a number 5 link is approximately 30 inch-pounds.
Most riggers do not possess the force gauge to measure
this, so they use the quarter turn guide. After tightening
the links, a “telltale” should be applied to the barrel.
[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.
Harness
1. Starting at the riser end, check the webbing for any wear
or damage and inspect the stitching at the riser ends. If
the canopy has steering lines and a guide ring on the
riser, make sure the ring is secure and the steering line
is attached to the steering toggle correctly. With a round
canopy, make sure the steering line has sufficient slack
in it when under tension. If the line is too tight, it can
fail at opening because of too much stretch.
2. Continue down the risers. If canopy releases are
installed, check their operation. With the Capewell
cable release, open the release and make sure there
is no dirt or sand in the mechanism. Also, check for
wear, particularly on the cable ring.
3. Check all of the harness webbing for wear from
chafing, abrasion, and sunlight degradation. Pay
particular attention to the buffer and chafing strips
where used to prevent wear from the hardware. These
buffers are there to provide early warning before
the load-bearing webbing starts to wear. Check the
elastic keepers so the running ends of the straps can
be properly stowed.
4. Check all of the hardware, paying particular attention
to the leg snaps. Quick ejectors are particularly prone
to failure of the springs. Obviously, those with broken
springs should be replaced. B-12 snaps are prone to
having the gate sides bent to the point they do not close
properly. This gate may be repaired with a screwdriver
and pliers. [Figure 5-16] Straightening the side of the
gate allows the snap to close properly.
5. An area of concern for many riggers, one for which
there is not much guidance, is how much plating wear
and associated corrosion of the hardware is allowable.
This depends on the location of the damage. If it is a
solid ring or buckle, and the damage has occurred from
dragging or abrasion in an area that is not in contact
with webbing, one solution is to clean the rust with
a fine emery cloth and cover it with clear nail polish.
This keeps the area from continued rusting. It does
not, however, prevent further damage caused by the
original rusting. If the rusting is caused by two pieces
of hardware interacting with each other, the problem
is more serious. If allowed to continue, the rust pattern
may cause the two pieces to fuse together under the
most severe conditions. In this case, the hardware
must be removed and replaced. If the hardware in
contact with webbing, such as a leg strap adapter, and
becomes corroded, it must be replaced. This problem
frequently arises when the parachute is exposed to
salt water and not properly rinsed. The hardware rusts
inside the leg strap webbing causing accelerated wear
and must definitely be replaced. [Figure 5-17]
6. The ripcord housing and pocket should be checked for
wear and fit of the ripcord. On the housing, check the
ends and the ferrules. On more modern assemblies,
these ferrules are brass and more susceptible to wear
than the MILSPEC types. Look inside to make sure
there are no obstructions to interfere with the ripcord.
Figure 5-17. Rusty leg snap hardware.
Figure 5-18. Worn closing loop.
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.
Snap fasteners should be securely set in the material.
Check for wear and security of the opposing parts.
Make sure that “pull-the-dot” types are set correctly
for direction. Stiffeners, both metal and plastic, should
not be bent or cracked. There should be no sharp edges.
Pack opening bands (POBs), if used, should be in good
shape and not stretched out. Make sure the hooks are
in good shape, too. On the military style POBs, it
may be necessary to retack the pull tabs at the end.
Metal frames, if used, should be straight. Buffers at
the corners should be in good condition. Tackings, if
used, should be secure.
3. The container-closing loop is an extremely important
part of the container system. A worn loop may fail,
which would cause a premature opening of the
container. With the parachute still in a packed condition,
check for the correct length. If the loop is made too
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.
Ripcord
There are a number of things that need to be inspected to
approve the ripcord:
1. Check the pin(s) for straightness, smoothness, cracks,
or other damage.
2. Check the cable for fraying, kinks, or severe bends.
3. Check the swage for wear and security. Look for signs
of movement on the cable.
4. Check the handle for wear, damage, rust, or abuse.
Any damage or discrepancies found during the inspection
should be noted and the appropriate repair performed by a
certificated and appropriately-rated rigger according to the
manufacturer’s instructions or approved manuals.
Figure 5-19. Ram-air/piggyback layout.
Airing and Drying
During the inspection process, the rigger must determine the
condition of the canopy and system regarding dryness and
moisture. In the past, it was necessary for the parachute to be
aired and dried for 24 hours prior to packing it. According
to 14 CFR part 65, section 65.129(c), “No certificated
parachute rigger may pack a parachute that has not been
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
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
their condition and replace them if necessary.
4. There are still older ram-air canopies in the field that
did not use a free bag but a diaper deployment system.
If this is the case, the diaper should be inspected the
same as that on a round canopy. Be sure to use the
correct type and length of bridle, since it is generally
not the same as a round bridle.
Ram-Air Reserve Canopy
Shown in Figure 5-19 is a typical ram-air reserve and
harness and container system layout. The terminology used
in describing the parts of the ram-air canopy is called out in
PIA Technical Standard TS-100, Standardized Nomenclature
for Ram-air Inflated Gliding Parachutes, which can be found
in Appendix I of this handbook.
1. When inspecting and assembling ram-air canopies,
begin with the upper surface of the canopy.
[Figure 5-20] Work your way up and down the
top panel of the cells looking for any damage or
contamination. Check the seams for loose stitching
and packing tabs if used, for security.
2. Check the trailing edge seam for secure stitching,
paying particular attention to the line attachment
Figure 5-20. Ram-air canopy hanger—top skin inspection.
Figure 5-21. PIA warning label.
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
doing their customers a favor by not marking the
boxes in order to show it has little use when it comes
to selling it. Since most individuals have a specific
rigger pack their parachute on a regular basis, it does
not take a lot of detective work to inspect the rigger’s
logbook to see how many times they have packed
any particular parachute.
Canopy Assembly and Line Continuity
The first task is to check the line continuity of the canopy.
The following method may be used by riggers who do not
have access to a canopy hanger. Figure 5-22 shows examples
of a seven-cell and nine-cell canopy when viewed from the
bottom as by the jumper when in flight. The examples show
the line attachment nomenclature referred to in the continuity
check. Figure 5-23 shows the standard canopy nomenclature
as referred to in the continuity check.
1. First, lay out the canopy on its left side, the slider
spanwise with its tape down, and lay out the container
with the harness up.
2. If slider bumpers are used, thread one bumper over
each riser and down a few inches.
3. Place the slider on the risers spanwise with its tape
facing the canopy.
4. Locate the leading edge and A line attachment. Follow
the line 8A (10A) to the outboard side of its link and
attach the link to the right riser, finger tight.
5. Pick up line 1A at the canopy attach point. Follow it
down to the outboard side of its link and attach the
link to the left front riser, finger tight.
Figure 5-22. Line attachment nomenclature drawing.
Figure 5-23. Ram-air canopy layout and nomenclature.
2D
7-cell
Bottom view, as seen by jumper in flight (looking up when under canopy).
Flight
1 2 3 4 5 6 7 8
8C
9-cell
1 2 3 4 5 6 7 8 9 10
8C
9-cell
1 2 3 4 5 6 7 8 9 10
Line Attachment Nomenclature
Stabilizer
“A” lines
“A” lines
“D” lines
Upper control lines
Lower control lines
Slider
Risers
“C” lines
“C” lines Continuous “A”
lines (center cell)
Continuous “B”
lines (center cell)
6. Turn the container over, harness down, and orient
the rear risers to receive their respective links. This
simplifies C/D link attachment.
7. Rotate the leading edge under the rest of the canopy.
Split the aft section along with its associated control
line groups to make the C/D links easily accessible
for routing and installation.
8. Locate the data panel at the center cell’s upper surface
trailing edge. From this center reference point, follow
the trailing edge to the left stabilizer and pick up
line 1D.
9. Route this line to the outboard side of its link and
attach the link to the left rear riser, finger tight.
10. Again from the center reference, follow the trailing
edge to the right stabilizer and pick up line 8D (10D).
11. Route this line to the outboard side of its link and
attach the link to the right rear riser, finger tight.
12. Return to the center reference point of the trailing edge.
Locate and pick up the left side upper control lines
consecutively. Verify their continuity to the junction
with the lower control line.
13. Removing twists as you go, follow the left lower control
line to its running end. Route it through the appropriate
slider grommet and then through the guide ring.
14. Remove the toggle from the riser and route the running
end of the lower control line through the toggle
attachment loop or grommet.
15. Slide the toggle up to the mark on the control line.
Secure it with an overhand knot tied closely to
the toggle.
16. The control line attachment for the right side is done
in a similar manner.
17. When the control line installation is complete,
compare the two toggle settings under equal tension
to ensure their uniformity.
18. At this time, verify the continuity of the control line
system. Begin at the trailing edge on each side, ensuring
that all twists have been removed from the upper and
lower control lines. Check that the lower control lines
have been properly routed through their appropriate
slider grommets and that the toggles have been properly
secured equidistant from the trailing edge.
19. Separate the aft section and control line groups to their
respective sides and locate the center reference point
at the trailing edge.
20. Following the trailing edge control surface outboard
leads the rigger to the left stabilizer’s bottom seam
and the attachment point of line 1D.
21. Holding D lines 1,2,3, and 4 (1,2,3,4,5) in your right
hand and D lines 5,6,7, and 8 (6,7,8,9,10) in your left
hand, verify the continuity of the C and D lines through
the cascades to their respective rear risers.
22. Gather in the control lines and flip the canopy over so
the leading edge faces up. Verify this orientation by
locating the attachment points of A lines 1 and 8 (10).
Figure 5-24. Slider bumpers.
Figure 5-25. Soft links.
23. In the same direction you flipped the canopy, rotate
the container system harness up.
24. Pick up the front riser groups, follow them to the
canopy, and separate.
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
suspension lines.
29. Move the slider bumpers upwards and into position
over the connector links. Hand tack the bumpers in
place according to the type used.
Inspection
1. Starting at the lower surface of the canopy, check the
line attachment loops and their associated bar tacks.
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
either webbing or from vinyl or rubber tubing and are
designed to protect the grommets of the slider from
impacting the connector links during deployment. If
these bumpers are used, it is recommended that they be
tacked in such a manner that they cannot slide up the
lines and interfere with the slider during deployment.
[Figure 5-24]
4. A type of connector link, called the soft link, is
used with certain reserve canopies. [Figure 5-25]
Manufactured from Spectra® line, they loop through the
bottom of the suspension line and the end of the reserve
riser. The strength of these soft links far exceeds that of
the metal links when installed properly. If installed on
the reserve, the rigger should have the manufacturer’s
instructions to ensure the correct installation.
Figure 5-26. 3-Ring® release system.
Figure 5-27. RSL/riser attachment.
Harness
1. When inspecting the harness, start at the riser end,
checking the condition of the webbing and stitching.
Pay particular attention to the security of the steering
line guide rings and the method of stowing the excess
steering line. If these guide rings fail, it can result in
fatal consequences to the user.
2. Check all of the hardware on the harness in the same
manner detailed in the Pilot Emergency Parachute
Section in this chapter.
3. Check the canopy release system for wear and operation.
The release in almost universal use today is the 3-Ring®
release system. [Figure 5-26] With this system, it is
imperative that the rigger also checks the release cable
housings for security and cleanliness. Without proper
maintenance, this system can be subject to hard pull
forces and the inability to release properly. Since the
successful operation of the reserve deployment is
somewhat dependent on cleanly releasing the main,
a properly operating release system is necessary. The
primary areas for inspection are the release locator
Velcro® on the harness and the cable housings. Check
the housing ends for sharp edges on the inside of the
grommets. If the housings are tacked to the harness,
make sure these are secure. If the customer did not bring
the main canopy with the reserve, the rigger should
encourage the customer to at least bring the 3-Ring®
release handle in for inspection and service.
Container
In addition to those container areas referenced under the
pilot emergency system, the sport piggyback container has
features unique to this configuration.
1. Check the installation of the AAD, if one is installed,
making sure the stowage pockets, cutter mounts, and
control unit are secure. Check that the cables are routed
correctly. If they are exposed, they may get snagged
during packing and damaged or disconnected. Upon
completion, inspect the condition of the closing loop.
2. Check the RSL. The RSL is not considered part of
the certified reserve system, but if it is installed, the
rigger is responsible for the entire RSL assembly since
it is attached to the ripcord handle, cable, or housing.
This includes the cable housings for tacking and
security, any guide rings used, and the RSL lanyard
itself. Check the release or snap shackle, if used, and
any Velcro® or other positioning or locating methods.
An area frequently overlooked is the RSL attachment
ring on the main risers, which are frequently replaced.
[Figure 5-27] In many cases, the attachment ring does
not match up to the original design. The rigger should
inspect the release handle for proper cable lengths.
If the design has only one riser attached to the RSL,
it is imperative that the cables be trimmed to release
the side opposite the lanyard first so that the reserve
is not deployed before the risers are separated from
the harness.
Figure 5-28. TOP bridle with worn pin tape.
Figure 5-29. Main pin protector flap plastic breakage.
3. Check the main deployment system, of which there
are three basic types in use today. The first is a ripcord
similar to the pilot emergency system. The second
type is the throw-out pilot chute (TOP). The third is
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
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
well as the tape, which attaches it to the bridle.
[Figure 5-28] Check the pilot chute pocket for
fit and wear. Most of today’s installations are
what is known as a “bottom of container” (BOC)
configuration. It is particularly important that the
elastic material from which the pocket is made is
in good condition. A loose pocket can result in a
premature deployment of the main parachute.
c. If repacking a pull-out parachute, check the pilot
chute and bridle in the same manner of the throw-
out parachute inspection. Check the lanyard and
handle for wear.
4. If Velcro® is used on the main pin protector flap, be
sure to inspect its condition. If a plastic closing flap
or tongue is used, check for deformation or breakage.
[Figure 5-29]
5. If Velcro® is used on the main riser covers, be sure to
check its condition. If plastic, check for breakage and
deformation. If the plastic is excessively deformed, it
is a sign that the covers do not fit properly and may
open prematurely causing problems.
6. For the container-closing loop, the same criteria
applies as in the pilot emergency parachute. In
addition, make sure the loop material is the same as
specified in the owner’s manual, especially if an AAD
is installed. With certain AADs, a particular type of
knot and washer to be used is specified as well.
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 5-30. Loop and pillow ripcords.
Rigging and Repairs
When the entire assembly inspection is complete, the rigger
has a list of the discrepancies found during the procedure. At
this point, a determination must be made on how to remedy
these defects. For senior riggers, certain remedial action may
be outside the scope of their certificate. If so, those riggers
need to find an appropriately certificated and rated rigger to
do the work or return the parachute to the manufacturer for
repair. In the case of major canopy or harness work, this may
be the best solution regardless.
Aside from the qualification limitations of the rigger, the
manufacturer may be better equipped to perform major repair
or overhaul. They have the original patterns, templates, and
design data, as well as the certified materials. In addition,
their labor rate is probably less than what the rigger may
charge the customer, particularly if he or she has not done
this repair before. The factory has the experience and practice
that results in the repair looking just like new. While some
riggers may look at any given project with anticipation, they
also need to look at what is best for the customer.
Many times, the master rigger has a repair facility and stocks
it with the necessary materials. In most cases, these materials
come from sources with no traceability as to their origin.
The manufacturer is required to use only those materials
that have been tested, certified, and approved to meet the
standards of their quality control system under the TSO
system. During one recent routine inspection and repack, the
rigger found severe failure of the harness stitching at the main
lift web/leg strap junction. Upon further examination, it was
determined that the thread used to sew the harness was not
nylon. The harness was returned to the manufacturer, who
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
alterations without proper approval of the manufacturer.
The rigger may do major repairs to return the assembly to
its original condition without further authorization of the
Administrator or manufacturer, but alterations are another
story. Title 14 CFR part 65, section 65.129(e), states that “No
certificated parachute rigger may pack, maintain, or alter a
parachute in any manner that deviates from the procedures
approved by the Administrator or the manufacturer of the
parachute.” There are a number of common alterations
seen in the field. Among them are: harness re-sizing, AAD
installations, RSL retrofits, chest strap relocation, and
others. The manufacturer’s approval can vary from a verbal
message over the phone to a formal engineering procedure
complete with drawings and specifications. If the work is
done correctly, the truth probably lies somewhere in the
middle. If riggers want to ensure they are following code,
they should obtain some form of written approval from the
manufacturer in whatever form they provide.
The bottom line is that the purpose of the system is to
provide an infrastructure that ensures the safety of the public.
Professional riggers strive to do the right thing both morally
and legally.
Packing
Packing is the heart of the rigging profession. Once riggers
satisfy all the necessary inspection requirements, they may
then proceed with the packing process. This section describes
a generic round parachute packing method into a modern
back-type pilot emergency system. The steps for doing this
are common to most parachutes of similar types. Once the
basics are mastered, it is a simple matter of following the
manufacturer’s instructions for other makes and models.
Figure 5-31. Round parachute packing tools.
Figure 5-32. Round parachute assembly on packing table.
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.
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
and lines.
Figure 5-33. Riser and connector links attached to the tension board.
Figure 5-35. Flaking 1.
Figure 5-36. Flaking 2.
Figure 5-37. Flaking 3.
Figure 5-38. Flaking 4.
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
show the proper technique.
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.
Figure 5-44. Pleating 3.
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 5-45]
Figure 5-45. Folding.
Figure 5-46. Fifths 1.
Figure 5-47. Fifths 2.
Figure 5-48. Fifths 3.
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.
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 5-49] Be sure to leave enough room to close
the diaper.
2. Close the diaper starting with the top grommet. Lock
the grommet with a bight of line no more that 1.5
inches long. [Figure 5-50] Close the middle grommet
in the same manner. [Figure 5-51]
3. Close the bottom grommet over the bottom rubber
band and then the end flap grommet over the side
grommet. [Figure 5-52] Close with a bight of line no
longer than 1.5 inches long.
Figure 5-49. Locking stow 1.
Figure 5-52. Locking stow 4.
Figure 5-50. Locking stow 2.
Figure 5-53. Line stows.
Figure 5-54. Diaper stow.Figure 5-51. Locking stow 3.
4. Finish stowing the remainder of the suspension
lines using bights no more than 1.5 inches long.
[Figure 5-53]
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.
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 5-55. S fold 1.
Figure 5-56. S fold 2.
Figure 5-57. S fold 3.
Figure 5-58. Apex location 1.
Figure 5-59. Apex location 2.
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]
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
the lower edge of the diaper and the lower end of the
closing loop. [Figure 5-57]
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
pack tray stiffener below the diaper. [Figure 5-58]
Closing the Container
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 5-60. Closing bottom flap.
Figure 5-61. Upper temp pin seated.
Figure 5-62. Pilot chute seated in position.
Figure 5-63. Ripcord pins in place.
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.
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
one temporary pin at a time, pull up the closing loops
and secure the pilot chute in place with two temporary
pins. [Figure 5-62] Close the Velcro® on the top and
bottom flaps.
6. Close the right side flap. Close the left side flap and
install the ripcord pins. [Figure 5-63]
7. Seal the last pin according to the manufacturer’s
instructions or in an approved manner.
Figure 5-64. Ripcord pull test.
Figure 5-65. Lark’s head the thread on the cable.
Ripcord Pull Force
The correct packing is the most important aspect of repacking
a parachute, but the cosmetic appearance of the container is
important as well. This is true both for a pilot emergency
and a sport piggyback system. Pilots want their parachute as
snug and as flat as possible to keep the parachute comfortable
when in use. Skydivers want theirs as snug and streamlined
as possible so it stays closed during free fall. The key to
these requirements is to make sure the pilot chute is held
down securely. To do that, the closing loop needs to be as
short as the rigger can make it and still meet the requirements
for the maximum pull force. Under the TSO system, the
maximum allowable pull force for the ripcord is 22 pounds.
Most riggers develop a feel for the closing of the container
and the resultant force. However, new riggers need to check
their packing technique to measure the pull force, which is
done without a seal or thread.
Start by having someone put on the parachute to replicate
the real shape and conformity of the parachute system. To
pull the ripcord while the parachute is lying on the table is
not realistic. The rigger then takes the ripcord handle from
the pocket and attaches a calibrated scale to it. [Figure 5-64]
Ideally, a recording scale should be used to register the
maximum force during the pull. Next, the rigger needs to
pull the ripcord in a smooth, quick motion, duplicating the
motion of the user and the test requirements of the TSO.
Take note of the force required to pull the ripcord pin(s)
clear of the locking loop(s) and activate the system. If the
force is less than 22 pounds, the rigger can then re-close the
container and seal the ripcord. If the force is over 22 pounds,
the rigger must make whatever adjustments are needed, such
as lengthening the locking loop or re-stowing the canopy, to
achieve a pull force below 22 pounds.
Sealing the Parachute
As stated in 14 CFR part 65, section 65.133, “Each
certificated parachute rigger must have a seal with an
identifying mark prescribed by the Administrator, and
a seal press. After packing a parachute, he shall seal the
pack with his seal in accordance with the manufacturer’s
recommendation for that type of parachute.” Most manuals
simply say to “seal the parachute.” The following describes
a commonly approved method.
Take a length of seal thread approximately 20 inches
long. Fold in half and make two lark’s head knots around
the ripcord cable adjacent to the shank of the ripcord pin.
[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.
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 5-66. Threading the seal thread.
Figure 5-67. Positioning the seal.
Figure 5-68. Compressing the seal.
Figure 5-69. Ram-air canopy packing tools.
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
focuses on the assembly of a ram-air parachute system, the
component parts, and the process from the assembly stage
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
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
this system may vary. Figure 5-69 shows the tools needed
to pack the following ram-air parachute assembly using the
technique described.
Figure 5-70. Tying toggles.
Figure 5-71. Anchor risers.
Figure 5-72. Pull slider down.
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]
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:
1. Layout and setting up packing clamps.
2. Stacking and pleating the reserve canopy.
3. Setting the deployment brakes.
4. Folding the canopy.
5. Placing the canopy into the deployment bag and
stowing the lines.
6. Placing the bag into the container and closing the
container.
Step 1. Layout and Setting Up Packing Clamps
1. Anchor the risers at the connector links including the
steering lines. [Figure 5-71]
2. Place packing weight on top of it.
3. Pull the slider down to the connector links. Make
sure the tapes face upward toward the canopy.
[Figure 5-72]
4. Lay the canopy on its right side. ( NOTE: A mirror
image of the layout is permissible).
5. Flake the canopy so the top seams are even. Place a
clamp on the top of the canopy in line with each line
attachment point as in Figure 5-73.
Step 2. Stacking and Pleating the Reserve Canopy
NOTE: The canopy stack should look like Figure 5-74.
It is imperative that the rigger maintains control over the
packing process at all times. In particular, it is important to
keep the lines taut and straight and to keep the center wind
channel of the canopy stack clear and the line attachment
tabs stacked neatly.
Figure 5-73. Clamps on top of canopy.
Figure 5-74. Drawing of canopy stack.
Figure 5-75. Split the leading edge.
Figure 5-76. Fold half under “A” lines.
Figure 5-77. Smooth panels under “A” lines.
Figure 5-78. Hold “B” clamp vertically over “A” clamp.
Trailing Edge (tail)
3 panels
3 panels
4 panels
{
{
Control line
D line
C line
B line
A line
Leading edge (nose)
1. Pull tension on the “A” lines. Split the leading edge
in half. [Figure 5-75]
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.
4. Lower the “B” clamp and material down to the “A”
clamp. [Figure 5-79] Spread the cells equally to both
sides. Keep the center cell in the middle.
5. Repeat this step with the “C” and the “D” line groups.
[Figures 5-80 and 5-81]
Figure 5-79. Lower “B” clamp to “A” clamp, spreading the cells.
Figure 5-82. Split the trailing edge.
Figure 5-83. Pull down the trailing edge.
Figure 5-80. Repeat with “C” lines.
Figure 5-81. Repeat with “D” lines.
6. Split the trailing edge and separate the control lines
into right and left groups. [Figure 5-82]
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.
Step 3. Setting the Brakes
1. Set the deployment brakes and stow the excess line
in the Velcro® keepers. [Figure 5-84]
Figure 5-84. Set the deployment brakes.
Figure 5-85. Completed brakes.
Figure 5-86. Pull stabilizer taut.
Figure 5-87. Flake the tail.
2. The finished toggles should look like Figure 5-85.
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]
6. Fold the center of the trailing edge back to expose the
center of the wind channel. [Figure 5-89]
7. Create an “S” fold in the stack. [Figure 5-90]
8. Position a packing paddle a third of the way up from
the bottom of the canopy length on top of the stack.
[Figure 5-91]
9. Place a gun cleaning rod at half the distance between
the bottom and the packing paddle under the stack.
10. Pull the rod up and move the canopy with paddle
towards container. [Figure 5-92]