Figure 6-65. Pfaff 3334.
Figure 6-66. Sewing machine model comparison.
Sewing Machine Model Comparison
Make
Single needle
light duty
drop feed
Single needle
medium duty
needle feed
Single needle
compound
feed
Two needle
feed
Zigzag medium
duty
Harness
machine heavy
duty
Harness
machine extra
heavy duty
Bar tack
Singer
Consew
Juki
Brother
Mitsubishi
Pfaff
Bernina
292R
DLN-415
DB-130
—
111W151
N/A
DY-340-12
—
111W155
206RB-4
LU-563
LU2-400
—
112W116
333RB-1
LH-515
LT2-220
—
17W15
199R-2A
LZ-780-11
68 or 69 class
N/A
—
733-R2
—
N/A
—
and service. By doing so, simple problems can be fixed
with little to no downtime or repair bills. The information
on troubleshooting provides you with the basic knowledge
needed to keep your machines running. [Figure 6-67]
Figure 6-68 shows a close-up of the head only. Only those
parts, which the rigger must deal with on a regular basis in
order to operate and maintain the machine, are shown. For
those individuals who wish to become more involved in the
machine, a thorough study of the operator’s manual and parts
manual is encouraged. The following numbers correspond
with the part descriptions in Figure 6-68.
1. Bed—base of the machine.
2. Arm—upper casing of the machine.
3. Uprise—upright part of the machine that joins the base
and the arm.
4. Faceplate—cover that protects the needle bar and
presser bar mechanisms.
5. Balance wheel—pulley assembly that drives the
machine via the motor and belt.
6. Reverse lever—mechanism that, when depressed,
reverses the sewing operation of the machine.
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
pressure of the tension discs on the thread.
13. Thread controller spring—provides for the correct
amount of slack in the needle thread when the needle
is descending so that the needle does not cut the thread.
14. Tension discs—provide tension on the upper thread.
15. Presser bar tension nut—regulates the pressure of the
presser foot on the material.
16. Thread take-up lever—provides for slack in the needle
thread after the stitch is formed and pulls the correct
amount of thread from the spool for the next stitch.
17. Needle bar—holds the needle and carries the upper
thread downward through the material to where the
stitch is formed.
18. Presser foot bar—holds the presser foot in place to
hold pressure on the material.
19. Presser foot—holds the material in place while the feed
dog moves the material forward for the next stitch.
20. Needle plate—surrounds the feed dog and protects
the material during the movement process.
21. Slide plate—covers the area of the bed to the left of the
feed dog and provides access to the bobbin assembly.
22. Feed dog—feeds the material through the machine
from the underside.
Figure 6-67. Front view of a modern, light-duty, single-needle machine.
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.
4 6
Sewing Theory
Once the rigger has become familiar with the parts of the
machine, it is time to begin to understand the operation and
theory of how the machines sew. The primary form of stitch
pattern is called a 301 lockstitch. It is formed by two threads,
one from the top and one from the bottom. The needle carries
the thread from the top through the material, and the bobbin
holds the thread on the bottom. The hook catches a small
loop in the upper thread and carries it around the bobbin,
and the two threads interlock between themselves to form
the stitch. Figures 6-69 through 6-73 show the sequence in
forming the stitch.
There are two types of principles of operation in sewing
machines: the “ oscillating” hook and the “ rotary” hook.
With the oscillating type, the bobbin and hook are
positioned in a vertical plane to the bed of the machine. The
hook rocks back and forth in a half revolution to complete
the stitch. With the rotary type, the bobbin and hook may
be either vertical or horizontal, and the hook makes two
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
models are generally slower in operation while the rotary
is the high-speed model. Aside from the larger, heavy-duty
machines, most new machines are rotary in operation.
[Figures 6-74 and 6-75]
There are three types of feed mechanisms to move material
through the machines. The first and simplest is called a
“drop feed” machine. With this type of feed, a feed dog on
the bottom rises up to press the material against the presser
foot from the top and moves it along while the needle bar
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.
Figure 6-73. Fifth step in forming a stitch.
and needle move up and down penetrating the material and
forming the stitch. This is generally the lightest duty of
machines. The Singer 31-15 and Mitsubishi DB-130 are two
examples of a drop feed.
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
stitch and also the most aggravation. The use of the correct
type and size of needle is most important in proper operation
of a sewing machine. Improper needles cause a machine to
produce poor stitching and may damage the material, or the
machine might not sew at all. Using the wrong needle can
Figure 6-76. Parts of a needle.
Figure 6-77. Bobbin case.
Figure 6-78. Shuttle of the machine.
Shaft
Shank
Point
Scarf
Eye
Long thread groove
also damage the machine. [Figure 6-76] Without getting into
the advanced aspects of needle technology, there are a few
simple things for the rigger to know.
1. There are three types of points—round, diamond, and
twist. Round is used for cloth as it separates the fibers
of the cloth as it passes through. The diamond is used
for leather as it cuts the material.
2. Each type of needle has a number to identify its size. A
typical description would be “16 × 95, size 20.” The 16
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.
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.
• Many of the modern machines are self-lubricating and
have an oil reservoir in a pan below the head. Make sure
there is oil of the correct type and to the correct level.
• Next, remove the bobbin case and bobbin from the
machine and the upper thread from the needle. This
allows you to check to see if the bobbin case is clear
and free in operation.
• Without turning the power on, depress the treadle
lightly to release the clutch. Turn the balance wheel or
drive pulley toward you, and cycle the needle up and
down several times to see if the machine turns freely.
Listen for any sounds that seem abnormal and notice
any feeling of tightness or binding of the machine.
• If everything seems normal, re-thread the needle. Take
a full bobbin, place it in the bobbin case, and install it
in the shuttle of the machine. [Figures 6-77 and 6-78]
• Cycle the needle down and pick up the bobbin thread.
A correctly threaded and timed machine picks up the
bobbin thread on the first cycle.
Installing the Needle and Threading the Machine
Most single-needle-type machines have the needle positioned
in the needle bar with the long thread groove facing to the
left. It is important to always check the threading diagram
to make sure the needle is installed correctly and ensure that
the needle is installed all the way up to the stop in the needle
groove of the needle bar. Check that the long thread groove
faces in the direction for that type of machine and that the
needle clamp screw is tight. [Figure 6-79]
Figure 6-79. Needle with left orientation.
Figure 6-80. Thread the machine.
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 6-81. Troubleshooting chart for light-duty, drop-feed sewing machines.
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
pulley that fits the shaft on your motor. You do have to know
the make and model of the machine.
Another way to slow a machine is to replace the clutch
motor with a rheostat motor. They operate the same way as
a dimmer switch for a lamp. The operator sets the speed of
the motor, and it does not run faster than what it is set at.
When finished sewing, always place a piece of fabric under
the presser foot in order to keep the feed dogs from causing
damage to the presser foot.
If the machine does not sew correctly, consult the troubleshooting
guide to determine what the problem is and how to remedy it.
[Figure 6-81] If the machine jams, it is very important to not
force it, as you can cause damage to the machine.
Machine Maintenance
The most important part of maintaining your sewing
machines is to keep them clean and lubricated. Each machine
should be wiped down daily with a clean rag to remove oil
and dirt. The amount of use each machine gets dictates the
cleaning required. However, on at least a weekly schedule, the
moving parts should be cleaned with a small brush to remove
dust, lint, dirt, and threads. An air hose or bottle is useful in
blowing dirt out of places the brush cannot reach. Be careful
when doing this as small particles can be propelled through
the air and can get into the eyes. At the very least, the dirt
can be blown onto other machines and work.
After cleaning, each machine should be lubricated to
ensure smooth operation. For those machines that are self-
lubricating, check the level and condition of the oil in the
reservoir. For these machines, a number 1 white oil that has
a higher viscosity should be used. Depending on the amount
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.
For machines that require manual lubrication, a number 2
white oil should be used as it has a lower viscosity to better
adhere to the moving parts. This should be done daily at the
end of the workday. Oiling the machine at this time allows
the oil to seep downward through the mechanisms and collect
on the bottom.
In the morning before use, take a clean rag and wipe off the
excess oil so it does not stain the parachute materials. Pay
particular attention to the shuttle race. Keeping this well
lubricated ensures smooth operation and a quieter machine.
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
of oil should be added at least once a week to keep it free.
Figure 6-82. Material with binding tape.
Figure 6-84. Right angle binder.
Figure 6-85. Tape feeder and French seam folder.
Figure 6-83. Straight binder.
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]
There are two types of folders. One is a straight folder where
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.
Another type of attachment is used to feed reinforcing tape
such as 3⁄8-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
conjunction with each other. Over the years, the sewing
industry has developed literally hundreds of different
attachments to speed up and improve the sewing process.
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 6-86. Loft drawing.
Typical Loft Floorplan 25' × 45'
3' × 40' Packing Table With Storage Shelving Below
Square Canopy
Packing Area
12' × 16'Rig
Assembly
Table
Canopy
Hangar
File
Cabinet
Office
Work Desk
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
Harness Work Table
3' × 10'
Grommet
and Metal
Working
Area
Covered
Glass Top
Cutting
Table
4' × 8'
Work
Table
housing facilities to perform his duties and to protect his
tools and equipment.” All of this only makes sense in that the
properties stipulated are those that are best suited for storing
and maintaining parachutes. Although these regulations have
been in effect for over 40 years and were originally intended
to apply to parachutes with organic fibers in them, they still
apply today. From the practical side, keeping yourself and the
parachute warm promotes efficient work habits. Good lighting
means that you can properly inspect the parachute. Good
ventilation allows the parachute to properly dry before packing.
Most individuals have been to automotive garages where
there was oil on the floor and parts strewn everywhere. Yet
when the mechanic is finished with your car, the cost is fair
and your car runs like new. In contrast, modern professional
garages sometimes look like hospital facilities in their
cleanliness and organization, the cost is high, and your car
does not start after you pay the bill. Where would you take
your car? The loft, as depicted in Figure 6-86, is a dream
for most riggers who do there rigging in there basement as a
hobby. For the rigger who lives in a climate that is conducive
to year round work and plans to make rigging a full time
job, they may invest in a full-time loft. In colder climates,
it is busy in the summer, and in winter, well cold. A clean,
organized, and well-designed loft can inspire customer
confidence, but the rigger’s ability to work on the parachute
is all that matters when you need that canopy over your head.
The loft facility houses the sewing machines and other
equipment over and above the hand tools that all riggers
should have. A full-service loft has the following areas:
Packing and Inspection Area
A main part of the loft layout is a suitable packing area.
According to 14 CFR part 65, section 65.127(a), the rigger
must have: “A smooth top table at least 3 feet wide by 40
feet long.” Technically, this is still required and is used
primarily for round canopies. However, with today’s square
parachutes, the accepted practice is to pack on the floor on
a suitable covering, such as carpet. Squares can be packed
on a table, but there must be access to the canopy from both
sides of the table in order to inspect and fold it properly.
[Figure 6-87] Even when packed on a table, the parachute
may have to be moved to the floor to aid in closing the
container. If the rigger is packing a round parachute, a
packing table is preferable as it makes the rigger’s job easier
and more comfortable. If there is no packing table, then there
needs to be an open area big enough to lay out the round or
square parachute. While not expressly required, most lofts
have a canopy hanger for inspection, airing, and assembling
square canopies. [Figure 6-88] Many riggers who do not
have the room to hang a canopy at home take the canopy to
the DZ where space is available. A square canopy can also
be aired by S folding and hanging it from a simple hook.
This way a square canopy can be aired in a small space, but
it is important to note that this technique is to air the canopy
out, not inspect it. [Figure 6-89]
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 6-88. Canopy hanger.
Figure 6-90. Assembly and inspection table.
Figure 6-89. A square canopy can also be aired by S folding and
hanging it from a simple hook.
Figure 6-91. Canopy and table layout.
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.
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
the sewing machines are placed. This allows storage of
materials and other items needed during the sewing operation.
Figure 6-92. Harness work table.
Figure 6-94. Metal working area.
Figure 6-93. Glass top table with cover.
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.
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
rest of the loft because metal working creates considerable
contamination with metal shavings and other particles
injurious to parachute fabrics. The metal working area has
drills, grinders, swaging tools, Nicopress ® tools, and other
tools needed for repairing or overhauling metal components.
[Figure 6-94] The grommet area should be adjacent to
the metal working area, since several of the tools used
to remove grommets are found there. [Figure 6-95] The
grommet machine or handsets are kept in this area. Parachute
containers or other parts needing grommets are brought to
this area for work. A metal working cart with drawers for
tools may be used, provided it is kept away from any fabric
that could be damaged.
Office Area
The office area handles the administrative and record keeping
functions of the loft. It should have a desk, file cabinets,
library or bookshelves, telephone/fax machine, and computer.
All work orders are processed through here.
Figure 6-95. Grommet area.
Figure 6-96. Thread storage area.
Materials Storage Area
The storage area may be a separate room, a pegboard, or
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.
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.
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
also have access to information, such as parachute manuals,
manufactures contact information, and other riggers with
more experience.
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.
Repairs, Alterations, and
Manufacture
Chapter 7
As stated in Chapter 1 of this handbook, Regulations and
Human Factors, it is imperative that riggers be able to
distinguish between minor and major repairs. This ensures
that riggers do not exceed the limitations of their certificate
or endanger the parachute user. The basic rule for repairs is
to return the damaged parachute or component to its original
airworthy configuration. However, in many instances, the
remanufacture of the parachute may not be practical or cost
effective. In these cases, there are approved repair techniques
riggers can use to return the parachute to service. These
techniques form an important part of the rigger’s store of
knowledge. To make a decision as to the confirmation for the
possible need for repairs, we must first understand the Federal
Aviation Administration (FAA) requirement of inspection.
Inspection Process
Chapter 5 of this handbook, Inspection and Packing,
addresses the purpose of the 180-day cycle as required by
the FAA. This action insures that the approved/certificated
parachute assembly meets the standards and conditions for
safe return to service; it also become the cornerstone of the
maintenance and repair process.
The confirmation of wear or damage is critical in the
determination of actions that may be needed as set forth in
Title 14 of the Code of Federal Regulations (14 CFR) part
43 and key in the assessment of actions and clarity of the
repair that may need to be performed.
As is the character of any device or object, use and physical
location conditions (heat, moisture, sand, dirt) over time
cause wear to an item and, on occasion, misuse or improper
actions during use result in damage. Certain parts or areas of
a device incur more wear or damage according to use, action
of handling, and contact with other components. Knowledge
of this aspect should require increased or location specific
consideration during the inspection process.
This recognition possibility of high-wear components or areas
does not decrease or eliminate the inspection of any other
part of the parachute assembly. It only identifies that the wear
or damage probabilities are greater at these locations. These
areas are referred to as common wear or damage patterns
and apply to both round and square parachutes and parachute
assemblies. These types of common wear/damage pattern
applies in greater detail to the parachute that is utilized as
the main parachute and deployed on each jump in sport use.
The inspection of a reserve canopy after deployment
should be very concise and complete. Much care should
be taken for a very thorough inspection of the parachute
and related components. Parachutes are manufactured in
two categories: approved (certificated) and non-approved
(non-certificated). All reserve emergency use parachutes
are approved (certificated) and are tested to FAA-required
Technical Standard Order (TSO) standards. They are used
and maintained by FAA standards (inspection and repaired
by FAA-cetificated rigger or the manufacturer) as airframe
and powerplant (A&P) mechanics are used.
Non-approved or non-certificated parachutes are generally
main parachutes, and related components, which can be
packed, used, and repaired outside of FAA maintenance and
repair requirements. Rigger inspections and rigger repairs
are highly recommended but not required. Inspection of
and approved (certificated) parachute calls for inspection
of all related components, which are listed below. Related
components are parts of the parachute, deployment system,
harness, and container system, and any item that has
responsibility for containment, deployment, or operation of
an approved (certificated) parachute and are a critical part
of the assembly. They must be inspected for use the same as
the reserve parachute.
• Deployment bag (freebag, safety stow)
• Bridle and pilot chute
• Slider, slider fabric, and grommets
• Rapid links (soft links)
• Rapid link covers (soft link covers)
• All seams and seam fabric
• Suspension lines and line attachments
• Ripcord housing and attachments
• Ripcord assembly
• Upper and lower skins of canopy, all load and non-load
bearing ribs, all cross ports
All of these areas can sustain wear or damage during normal
use. The event of use at very high speeds can be contributed
to the possibility of increased damage from exceeding the
maximum speed allowed during deployment.
During inspection of certificated/approved parachutes,
it is advisable to map related damage found on a chart
which is shown in Figure 7-1 . This chart can be used to
describe the location of needed repair to a customer, assist
in quickly locating the damage, and answer questions that
the manufacturer may have relating to possible repair.
[Figure 7-1]
If a rigger were to receive a damaged sport main canopy for
repair, it would be advantageous to gain as much information
as possible as to the cause and situation that created the
damage. Inspection of the canopy should be as follows:
Change 1 (December 2015)
Figure 7-1. Generic damage chart (page 1).
Manufacturer _________________
Serial # ______________________
LE
Date # _______________
Reserve
Name ______________________
TE TE
Page 1 of 2
Customer Name __________________
Tracking # _______________________
LE
Inspection # __________________
Right side
Left side
6E
501 7E
Beam
Figure 7-1. Generic damage chart (page 2).
Manufacturer _________________
Serial # ______________________
Reserve
Name ______________________
Customer Name __________________
Tracking # _______________________
Right side
Left side
Slider
6E
7E
Date # _______________ Page 2 of 2 Inspection # __________________
Figure 7-2. Link damage.
Figure 7-3. Slider damage.
1. Links—condition and confirmation of barrel condition
(not cracked or stripped), soft links, installation,
condition, tacked in place. [Figure 7-2A and B]
2. Slider—check fabric for rips and burns; grommets for
dents, nicks, or damage. [Figure 7-3A, B, C, and D]
3. Grommet protectors—confirm they are installed
correctly and in good condition. [Figure 7-4A and B]
4. Lines—check for burns, continuity, trim, and wear at
lower section of steering lines. [Figure 7-5A and B]
5. Stabilizers—check attachments, signs of excessive
stress, fabric damage or stress, and line attachment
stitch. [Figure 7-6A and B]
Figure 7-4. Protector damage.
Figure 7-5. Line damage.
Figure 7-6. Stabilizer damage.
6. Line attachments—check for stitch, material fatigue,
paying close attention for damage behind the line tab.
[Figure 7-7A and B]
7. Seam starts—look for back stitching failure or fraying.
[Figure 7-8]
8. Seam work—check for snags, pulls, loose stitches.
[Figure 7-9]
9. Fabric—check entire canopy for burns, snags, rips,
and tears and check inside cells, cross port condition,
and rib damage. [Figure 7-10A and B]
10. Pilot chute attachment—check this area excessively,
inside and out, and all support tape attached to it on rib.
The damage here is not always obvious. [Figure 7-11]
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
down to tail seam)—inspect skin for snags, dirt,
discoloration, body oil/sweat transfer. Body contact is
very high and sweat transfer and contact cause much
faster deterioration of fabric. [Figure 7-12]
A damage chart similar to the reserve chart can be created
to address main canopy inspections also.
Figure 7-11. Pilot chute attachment damage is not always obvious.
Figure 7-12. Top rear skin damage.
Major or Minor Repairs
It is an age-old question among rigging technicians, one
that is yet to receive a clear, understandable answer. The
distinction between a major repair and a minor repair is
clouded by regulations and guidance material as created and
applied to the repair of aircraft. The FAA classifies repairs
into two categories: major and minor. Following is the FAA’s
definition of both:
Major repair means a repair:
1. That, if improperly done, might appreciably affect
weight, balance, structural strength, performance,
powerplant operation, flight characteristics, or other
qualities affecting airworthiness; or
2. That is not done according to accepted practices or
cannot be done by elementary operations.
Minor repair means a repair other than a major repair. It is
recognized and allowed by the FAA, that the weight and
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
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
damage is identified during the inspection process.
It allows for consideration of repair for both TSO equipment
and non TSO. It also brings into effect the need for
verification of the possibility of existing Safety Bulletin’s
(SBs) or Airworthiness Directives (ADs) that may apply to
the items found to be damaged during the inspection process.
Contamination Conditions
During the inspection process, in many cases the focus is
to locate and identify material damage, tears, rips, broken
stitches, pulled tread, and burns, which generally are very
apparent should they exist. Damage can exist in forms that
are less apparent to the material properties/assembly. Much
less obvious, but just as important, is contamination.
Contamination conditions can be critical to the repair
process and have a direct effect as to the decision of the
repair type (major/minor) status. Listed below are common
types of contamination conditions, their visual verification
properties, and the manufacturer recommended processes to
Figure 7-13. Parachute repair decision chart.
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.
Wear/damage observed during inspection
Does wear/damage have appreciable effect on:
Comply with Directive/Bulletin as requires
Does wear require repair Damage requires repair
Is damage on TSO’ed or approved components
Contact Manufacture for advisement
Is Damage/Repair listed:
Service Bulletin
Airworthiness Directive
YES YES
YES
YES
YES
NO NO
NO
NO
Monitor wear
during repack and
inspection
Use
Flight
Function
Performance
Airworthiness
Structural strength
Continued service condition
Minor repair Major repair
NO
NO
NO
NO
NO
NO
NO
repair. Identification of these conditions and rigger-applied
repairs determine their effect on the airworthiness of the
parachute assembly.
Acid Contamination
Nylon that has been contaminated by acid may have
irregular shaped spots of gray or dead white color. The
acid-contaminated fabric may also become powdery when
scraped lightly. Parachute components suspected of acid
contamination may be tested with blue litmus paper. Dampen
the suspect area with distilled water. Then lay the litmus
paper on the area in question. If the paper turns pink, acid is
present. Be careful not to touch the litmus paper, as touching
the paper can cause an erroneous response.
Action
If an area tests positive for acid and the effected area is
known to be localized, that area should be neutralized
with a solution of distilled water and ammonia. Household
ammonia works. Ammonia does not damage nylon or
hardware. The damaged area should be removed and
the resulting hole should be patched. If the extent of
contamination cannot be determined or if it effects large
portions of the parachute, the parachute should be first
destroyed, then disposed of.
Salt Water Contamination
Crystals of dry salt and the presence of pale brown circular
stains are often evidence of salt-water exposure. If the
parachute is allowed to dry after salt-water immersion
without being rinsed in fresh water, salt crystals form causing
damage to the fabric and suspension lines.
Action
Parachutes exposed to salt water should be rinsed out several
times in warm fresh water in a smooth tub. Use of a water
softener is recommended. Hang assembly in drying tower
in accordance with the section within this chapter titled,
Drying a Parachute. The maximum complete salt-water
immersion limits for the parachute are listed below. The
parachute assembly should be cleaned within 8 hours of
immersion. Remove from service any parachute assembly
or sub-assembly for any of the following conditions:
1. Immersion in salt water for more than 6 hours if the
parachute contains cadmium plated parts.
2. Immersion in salt water for more than 24 hours if
the parachute contains stainless steel parts (i.e.,
slider stops).
3. Immersion in salt water and cannot be cleaned for
36 hours.
Removal of Perspiration
Perspiration causes damage to the parachute much like salt
water does. Small amounts are not significant and may be
ignored. For larger areas heavily contaminated, clean the
parachute in accordance with the Removal of Salt Water
Contamination section above.
Removal of Fresh Water
Dry parachute assembly in accordance with the section titled,
Drying a Parachute.
Removal of Mildew
The following steps should be taken when removing mildew
from the parachute:
1. Wash affected area with mild soap and water solution.
2. Rinse affected area thoroughly with fresh, clear water.
3. Hang assembly in drying tower in accordance with
the section titled, Drying a Parachute.
Removal of Petroleum Products
Hydrocarbons usually do not harm nylon. Petroleum
products, such as oil or grease, have a greenish or brownish
appearance. Wash the affected area by repeated applications
of mild soap and water solution until the affected area is
clean. Each application shall be followed by a rinse in clean
fresh water. Once complete, hang assembly in drying tower
in accordance with the section titled, Drying a Parachute.
Removal of Bloodstains
The following steps should be taken when removing
bloodstains from the parachute:
1. Soak the stained area in cold water.
2. Hand wash affected area with mild soap and
water solution.
3. Rinse affected area thoroughly with fresh clean water.
4. Hang assembly in drying tower in accordance with
the section titled Drying a Parachute.
Removal of Soil
The following steps should be taken when removing soil
from the parachute:
1. Hang the parachute and shake to remove most of the
dirt and sand.
2. Brush lightly with a soft-bristled brush.
3. If the assembly is extremely contaminated, perform
the following:
a. Wash only the soiled areas in warm water with a
mild soap.
b. Rinse affected area thoroughly with fresh
clean water.
4. Hang assembly in drying tower in accordance with
the section titled, Drying a Parachute.
Drying a Parachute
The procedure for drying a parachute is critical. Asymmetric
shrinkage may occur if the parachute is dried unevenly.
Perform the following steps:
1. Remove pilot chute assembly and/or drogue/slider
control line.
2. Hang parachute full-length or the seams may
experience uneven shrinkage creating a built in turn.
3. Hang reserve parachute assembly by all four connector
links for the same time.
Cleaning the Parachute
Sometimes during the inspection process, excessive amounts
of dirt or debris are found caused from misuse or poor
landing. Also, there are occasions when the customer may
request that the assembly be cleaned.
Washing a parachute is not recommended unless deemed
absolutely necessary because washing it can weaken and/
or increase the permeability of the fabric. Washing can
also cause shrinkage in the nylon fabric, tapes, and the
other components. Do not dry clean parachutes. Parachute
components may be spot cleaned or cleaned as a unit, and
care must be taken that the cleaning process does not do more
damage than the original soiling.
Hand Washing (If Absolutely Necessary)
The following considerations/steps should be used when
hand washing the parachute:
1. A mild soap or soap solution and a water softener may
be used.
2. Immerse the parachute into clean, fresh water
contained in a smooth vessel, such as a bathtub.
3. Do not wring the parachute fabric. Damage to fabric
permeability will result.
4. Gently move items by hand until all air pockets are
removed. Agitate as little as possible or damage to
fabric permeability will result.
5. Empty the vessel of dirty water and refill with fresh,
warm, clear water.
6. Rinse the parachute several times in warm, fresh water
until rinse water is clear.
7. Hang assembly in drying tower in accordance with
the section titled, Drying a Parachute.
Washing the parachute is not recommended and should be
avoided if at all possible. Many times more damage can be
caused to the assembly with an improper wash as opposed
to the dirty condition of the equipment.
Approved Data
Now that we have determined through inspection and use
of the chart what category of repair may be required, we
must obtain the needed data. This can sometimes verify our
determination as to the category of repair and inform us of
processes or standards. Approved is the data issue or version
of data that has been identified by the developer/supplier as
being the master issue or version of the data subject. It is
required on major repair. This data is a key element and offers
the base line of all standards that must be met for completion
of the task of returning the equipment to the user in a safe,
continued service condition.
Riggers under FAA jurisdiction are responsible for ensuring
that repairs are accomplished according to all applicable
regulations under title 14 CFR part 43. Repair of damage can be
classified as either major, minor, or alteration. This assessment
is based on the scope and complexity of the repair, end result
of the task, and the experience and capability of the operator.
As we know, the responsibility for determining whether a
repair is major or minor rests with the rigger. The document
needed to complete an inspection and subsequent repack
is the manufacturers owners manual. The documents that
offer standards for a repair are found in 14 CFR part 43 and
are worded with direct application to aircraft. This allows
for confusion of FAA position of repair as it applies to
manufacturers and riggers. In the U.S., all repairmen (riggers
and mechanics) have authority to use acceptable repair data
for minor repairs without additional FAA approval. These
processes are not addressed in 14 CFR part 43 as major,
minor, or alteration, and no reference is found for use on
parachutes or related components.
Because of this rather gray area of current repair classifications
under 14 CFR part 43, many times approved data identifies
directly the classification of the repair and sets forth all
needed guidelines and requirements.
The standards for approved or certificated equipment apply
to the reserve parachute, harness/container, and related
components, and these standards can also include any
Automatic Activation Device (AAD) that may be used in
an approved system. With the installation of the AAD, it
must meet all manufacturer service and use standards and
FAA inspection limitations. This information can be found
in the Rig Manufacturers Owners Manual and the AAD
Manufacturers Owners Manual.
Acceptable data is often times confused with approved data.
Acceptable data has been allowed under the FAA system and
generally used for minor repair. It can be applied to many
minor repair practices of different types and application.
It is general in its nature and not a required process for an
approved repair procedure. It is used by the FAA when
considering approval for alteration and usually does not fall
under the standard of certificated or approved (TSO and major
repairs). Acceptable data is applied in a very broad manner
and is not to be a replacement for use of approved data when
addressing the FAA major repair process.
Types of Approved Data
Approved data to be used for major repairs and alterations
may be one or more of the following. This data can only be
obtained from the manufacturer or the FAA Administrator.
This data applies to:
1. Model, size, version
2. Manufacturer specifications (approval for repairs,
requirements)
3. TSO C23b, C23c, and C23d
4. ADs
5. Manufacturer’s SB’s
6. Drawings, information, or repair standards from
manufacturers research & development (R&D)
engineers
7. Designated alteration data offered by the FAA
8. Manufacturer’s manuals (including installation and
assembly instructions)
The rigger is responsible to confirm the information of
model, type, serial number, and date of manufacture when
requesting or attempting to obtain any of the above data. It
is very important when confirming the following:
• Appropriate to the product being repaired;
• Directly applicable to the repair being made; and
• Not contrary to manufacturer’s data.
When contacting the manufacturer or FAA Administrator
with request for information as listed for possible major
repairs, it is advisable to confirm the following:
a. FAA certification required
b. Equipment (sewing and tools)
c. Materials, quantity, quality, and Mil-Spec
d. Skills, prior knowledge, and experience with type
of repair
e. Advisability of attempting this repair
In many situations, it is a better decision, economically and
for the end repair, to return the damaged equipment to the
manufacturer. This answers all questions as to the quality,
manufacturer/FAA repair requirements, and airworthiness
of the item when returned to service and confirms that the
repair meets the continued service condition.
Repair Techniques
The following procedures use a format that provides the
rigger with all of the necessary information to complete the
repair properly. It has been used by at least one manufacturer
to provide the necessary documentation to riggers in the field
to perform major repairs or alterations on that manufacturer’s
equipment. The procedures provide the following information
to the rigger:
1. Applicable products—those parts of the parachute that
the procedure addresses.
2. Description—brief explanation of the repair or
alteration.
3. Materials—those items needed to perform the
procedure.
4. Machines—those machines required to do the
procedure. In addition to the machines, there may be
special attachments required to do the work properly.
5. Equipment—additional tools needed (in addition to
the sewing machines).
6. Procedure—the step-by-step guide through the repair.
This may include a disassembly and reassembly
procedure. Disassembly may be straightforward, but
the reassembly instructions may provide special tips
or procedures to accomplish the task.
7. Inspection—the final inspection of the finished repair.
This is a very critical part. In many cases, the rigger
is doing the work alone. Within the manufacturing
environment, the persons doing the work generally
do not inspect their own work. This is given over to
dedicated inspection personnel. For the private rigger,
there may be no one around to inspect the work. In
the case of simple repairs, it is easy for the rigger to
inspect the finished job. For more extensive repairs,
such as a harness main lift web replacement, there
can be several areas that need to be addressed, such
as dimensions, stitching, and hardware orientation.
By having an inspection checklist, the rigger can be
assured of not missing any critical area.
Figure 7-14. Table of round canopy repairs and limitations.
Round Canopy Repairs and Limitations
T ype
Certificated Non-certificated
Limits
Restitching
Ripstop tape
Basic patch
Panel patch
Radial seams
Lateral bands upper
Lower
V-tabs
Pocket bands
Vent collar ring
Vent collars
Suspension lines
Continuous line
Noncontinuous line
Line splice
No limit as to length and number.
Holes or tears not exceeding .5" and snags. Limit: 3 per panel,
10 per canopy.
Size limit: 50% of panel. Limit: 3 per panel, 15 per canopy.
Limit: 9 per canopy.
Size limit: 12". No more than 4 per canopy.
Damage size limit: 2". Limit: 1 per canopy.
Damage size limit: 36". Limit: 4 per canopy.
No limit.
No limit.
No limit.
No limit.
No limit.
No limit.
Not allowed.
No limit as to length and number.
No limit as to size or number.
No limit as to size or number.
No limit.
No limit as to size or number.
No limit as to size or number.
No limit as to size or number.
No limit.
No limit.
No limit.
No limit.
No limit.
No limit.
Limit: 1 per line, 8 per canopy.
Each of the seven sections in this chapter has a list that
describes common repair procedures today’s rigger might
use. While not necessarily encompassing everything, the
techniques used in these repairs can be expanded upon to
address almost any other scenario that might be encountered.
This is acceptable data as referred to earlier in the chapter. If
the rigger encounters a repair that he or she is not familiar with,
then the rigger should contact the manufacturer for further
direction and guidance. The rigger should also remember that
each procedure is just one method of accomplishing a given
repair. There might be more than one or an individual might
develop a different technique to achieve the same results.
The exception to this is approved data that requires a specific
procedure, rating, equipment, materials, or repair process.
No matter what techniques or procedures that are followed,
remember that there are three basic requirements to follow
for any proper repair procedure.
1. Knowledge to do the job, to include the required
certification and authorization
2. Proper equipment, such as sewing machines or
hand tools
3. Availability of the proper materials
The individual may be a master rigger with a complete
parachute loft at his or her disposal but, without the materials
as used in the original manufacture, the correct repair cannot be
made. By following these simple guidelines, riggers are always
able to determine whether or not they can do the job properly.
Most of today’s manufacturers provide guidance for the
repair and maintenance of their products. These instructions
are the official guidelines that the rigger must follow. The
four primary areas of parachute repair and maintenance are:
canopy and lines; container; harness and risers; and accessory
components. These areas are summarized within the seven
sections of this chapter as follows:
• Section 1—Canopy and lines
• Section 2—Container
• Section 3—Harness and Risers
• Section 4—Accessory Components
• Section 5—Alterations
• Section 6—Manufacturing
• Section 7—Miscellaneous
Section 1, Canopy and Lines
There are two general categories of canopies: round and
square. While there are other canopy types, their construction
and repair techniques generally follow those of the round and
square canopies. Figure 7-14 shows a round canopy repair
table, created from current military manuals, and describes
the types and limits of canopy repairs, most of which pertain
to military or surplus canopies. It must be mentioned that all
of the services differ in their approach to methods of repair.
Those called out in this book are methods that have been
proven to be practical and efficient and commonly accepted
throughout the parachute industry. The techniques are
similar with only minor differences in seam dimensions and
tolerances. While these limits are practical from the technical
point of view, the economic cost may not be in many cases.
NOTE: Ripstop tape is listed in the table as an acceptable
repair for certificated round canopies; this table comes from
military manuals that have not been addressed or updated
Figure 7-15. Table of square canopy repairs and limitations.
Square Canopy Repairs and Limitations
Type
Certificated Non-certificated “Recommendations”
Limits
Restitching
Ripstop tape
Basic patch
Panel patch
Suspension lines
Line splice
No limit to length and number overstitch 4 to 6 inches from start.
Not allowed.
Size limit 10 inches, senior rigger.
50% cell skin, master rigger. Senior rigger, not allowed.
Master rigger, no limit. Senior rigger, not allowed.
Not allowed.
No limit to length and number overstitch 4 to 6 inches from start.
Not allowed.
Size limit 10 inches, senior rigger.
50% cell skin, master rigger. Senior rigger, not allowed.
Master rigger, no limit. Senior rigger, not allowed.
Not allowed.
for many years but are currently still in use. Contact with
current certificated parachute manufacturers has proven that
none currently recognize or accept this type of repair as an
approved procedure and do not recommend the use of ripstop
tape on any parachute in production. It is highly advised that
before affecting any type of repair with the use of ripstop tape
on an approved parachute that the manufacturer be contacted
for confirmation and the request of an approval document
before completing this type of repair.
Figure 7-15 shows a table of square canopy repairs
and limitations. These are for reference only. Not all
manufacturers recognize the same types of repairs. The
information in this table is an excepted cross-section of
allowable repairs. The rigger should consult with the
manufacturers to confirm what repairs are allowed on any
particular canopy.
Detailed Information on Square Canopy Repairs
Holes or snags smaller than the size of one ripstop box ( 1⁄8
inch, 3.2 mm) may remain unrepaired as long as no more
than one hole exists within any 10-inch (25.4 cm) circle. A
maximum of three such holes or snags per cell are allowed.
Ripstop tape is not authorized for use on parachutes. If the
damage is enough to warrant a repair, a sewn repair must be
performed. Darning is not a means of repairing any parachute
currently in production.
Any hole or tear up to 10 inches (25.4 cm) in length may
be repaired by a Senior Rigger as long as the closest area
of the completed repair is at least 1 inch from the nearest
seam and at least 5 inches from the nearest tape or line
attachment. These are minor repairs. Any damage or hole
larger than 10 inches (25.4 cm) may be repaired by a Master
Rigger, in either direction or involving a seam or tape. This
is a major repair.
Any damage that requires a repair of an area that is larger
than 50 percent of the total area of a cell skin (upper or
lower) requires cell skin replacement and should be returned
to the manufacturer.
Master riggers may perform repairs that do not involve taking
apart any bartacks on the canopy unless they have the correct
bartack machine or equivalent. Special bartack patterns are
used that are not normally found in the field. In addition,
removal and replacement of these stitch patterns usually
weakens the fabric to the point that it is necessary to replace or
reinforce portions of the panels. This should also be considered
in the repairs of load bearing and non load bearing ribs as most
have these types of bartack stitches located at the ends.
Before performing a repair, contact with the canopy
manufacturer is very important, as some of these repair
standards and limitations may vary slightly.
Materials
Certified canopies should only be repaired using certified
materials or equivalent. All replacement materials should
come from the manufacturer or meet production quality
and shelf life standards. Under-strength thread and fabric is
frequently found in the field. The only way to be sure the
material meets manufacturer standards is to obtain them
directly from manufacturer or locate materials recognized by
the manufacturer as acceptable for the repair needed.
The following are the repairs found in Section 1, Canopy
and Lines:
• Seam re-stitching
• Canopy ripstop tape repair
• Round and square canopy—basic patch
• Round canopy—panel replacement
• Square canopy—partial panel replacement
• Square canopy—rib repair
• Square canopy—pilot chute attachment point repair
• Round canopy—non-continuous line replacement
• Square canopy—main line replacement
• Square canopy—control line replacement
• Square canopy—crossport repair
• Square canopy—trim check and re-trim
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
Parachute Rigger
• Materials: E thread—color to match original
• Machines: 301 straight stitch—light duty 7–11 stitches
per inch (SPI), 308 zigzag—medium duty 7–11 SPI
• Equipment: Scissors, seam ripper
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]
3. If the restitching was done on a radial seam of a round
canopy, which has a tape or suspension line within the
seam, make sure you did not catch the tape or line in
the stitching.
4. For zigzag stitching, such as on suspension lines, a .25
inch overstitch on each end is standard. [Figure C]
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.
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]
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.
8. For the single-side patch, round the corners with
approximately a 1⁄8 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]
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]
10. Use the wallpaper roller to smooth out the patch and
remove any air bubbles from the patch. [Figure F]
11. For a double-side patch, turn the canopy or damaged
material inside out. Align the second piece of ripstop
with the edges of the first and repeat the process. Again
smooth out the tape with the roller.
12. If the patch is to be a temporary one, the repair is
complete. If, however, it is to be permanent, it may
be advisable to sew around the edge of the patch.
In this case, use the single-needle machine and sew
approximately 1⁄8 inch in from the edge of the tape.
Overstitch a minimum of 1.25 inches. [Figure G]
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
damage requires the use of a sewing machine to complete
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
material “map” ripstop box lines, he created the process of
placing repair patches and confirming material replacement
during repairs to match the existing grid and establish proper
placement of the repair. This process greatly improved
parachute repair techniques and is recognized today by most
as the industry standard.
• Applicable products: All canopies—round and square;
main and reserve
Figure 7-16. Patch layout.
Figure 7-17. Start point.
Figure 7-18. Start patch to damage.
• Description: Application of a basic canopy patch
• Authorized repairmen: FAA Senior or Master
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.
2. Mark the boundaries of the damage.
3. Allow 2 inches for repair and fudge factor from
each boundary.
4. A 6-inch patch will cover approximately 2 square
inches of damage. A 7-inch square piece of fabric
will be needed to make a 6-inch patch, using 1⁄2-inch
seam allowance. Always put the patch on the inside
of the parachute.
5. Find the center of the damage on the 13 1⁄2-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
top border and left border (this will look like an upside
down L). [Figure 7-16]
9. Count down 10 ripstop boxes from the top border and
make a mark. This is the start mark.
10. Count down 14 ripstop boxes from any corner of
the 7-inch square piece and make a start mark.
[Figure 7-17]
11. Place the 2 start marks on top of each other using the
hemostat to hold the 4 block seam allowance in place
and sink the needle. Always sew counter clockwise
around patches so that the bulk of the parachute
does not have to go through the bed of the machine.
[Figure 7-18]
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
hook in the stitch loop before lifting the foot to turn
a corner. Always make a four to six-inch oversew.
[Figure 7-21]
Figure 7-19. Corner fold.
Figure 7-22. One side inspection.
Figure 7-20. Confirming patch alignment.
Figure 7-23. Cutting out damaged area.
Figure 7-21. Correct patch tension.
Figure 7-24. Corner seam cut.
15. If the fabric was loaded correctly, the patch will be
square and will lay flat with no bubble. [Figure 7-22]
16. Using the scissors, cut the damage out along the rip
stop lines 7 boxes in from the stitching that holds the
patch on. Placing your hand between the patch and
parachute while trimming prevents damaging your
patch with the scissors. [Figure 7-23]
17. Make a diagonal cut in each corner to 3 ripstop boxes
from the corner. [Figure 7-24]
18. Place the work under the sewing machine and, using
the hemostat, grab one ripstop box in from the cut
edge. Place the parachute fabric behind the fold back
of the patch forming a French fell seam. Do this in
two places and seat the one box fold back against the
patch stitch row with the tip of the hemostat. Sew
around the parachute patch repeating this process on
each side. [Figures 7-25 and 7-26]
19. Take care that each corner is fully seated and square.
[Figure 7-27]
20. Use the side of the presser foot as a gauge for stitching.