Center
Out EnterEnter
X = Required length
Y = ½ X + 2"
Finished eye size = ½"
Y YX
B C D
Fabrication: 2-Pin Loop
1. Measure and mark the line according to Figure G. Cut
both ends with the scissors.
2. Using the finger-trapping wire, finger-trap one end
to form the loop and have the running end exit
approximately 1 inch past the center mark. [Figure H]
3. Repeat with the opposite end. Exit again past the center
so that the two lines overlap at the center. [Figure I]
4. Pull the loop tight to remove any slack.
5. Bar tack or zigzag the loop ends. [Figure J]
6. Trim the running ends. [Figure K]
7. Bar tack or zigzag the center overlap junction.
[Figure L]
8. Measure the finished loop.
Inspection
• Check the loop length.
• Verify stitching is secure and backstitched.
Main Deployment Bag
• Applicable products: All sport systems that utilize a
main deployment bag
• Description: Fabrication of a main deployment bag
• Authorized repairmen: FAA Senior or Master
Parachute Rigger
• Materials: E thread, Nylon para-pak fabric, Type-3 ¾
inch nylon binding tape, Type-1 9⁄16 inch nylon tape,
Type-4 1 inch nylon webbing, Type-4 1½ inch nylon
webbing, Type-12 nylon webbing, #3 rolled rim spur
brass grommets, #5 rolled rim spur grommet
• Machines: 301 straight stitch—medium duty 5–9 SPI,
301 double needle with tape folder 5–9 SPI, 1 inch ×
42 stitch bar tack
Change 1 (December 2015)
MAIN
RESERVE
View with bag
turned inside out
Main container measurements Note:
1. Measure to outside of binding tape with fabric under tension
2. A = Tongue length
3. B = Bag length
4. C = Bag height
5. D = Bag width
A B
• Equipment: Scissors, marking pencil, 36-inch ruler,
carpenter’s square, hot knife, and #3 & #5 spur
grommet sets
NOTE: This procedure allows for either (1) duplicating an
existing main bag, or (2) measuring a container to determine
the correct size bag required.
Procedure
Layout
1. Measure the container according to Figure A or
measure an existing bag according to Figure B.
2. Transfer these dimensions to Figure C.
3. Lay out bag pattern on the para-pak according to
Figure C.
4. Cut para-pak and all required tapes and webbings.
Assembly
1. Fold Type-12 to center and sew to the inside of the
bag fabric at the top grommet location. [Figure D]
2. Sew 1½ inch Type-4 tape at the outside tongue
location. [Figure E]
3. Sew 1 inch Type-4 tape at the outside mouth location.
At the same time, sew down the two side stow band
tapes and the three mouth stow band tapes. [Figure F]
4. Bind the mouth of the bag with the double needle
binding machine. Leave the tapes long at the ends.
5. With the bag inside out, match the edge of the
mouth with the alignment marks on the tongue.
[Figure G] Sew along edges to form bag.
6. Trim the excess tapes at the edge of the bag.
7. Starting at the inside corner of the bag, bind the inside
seam. [Figure H]
8. Trim the inside ends of the binding leaving a 2 inch
tail. [Figure I] Double the tail back and bar tack.
9. Bar tack the stow loops at the appropriate locations.
[Figure J]
10. Install a #5 grommet at the top center of the bag. Orient
the grommet from the inside with the washer on the
outside. [Figure K]
1/2C
CD + 1"
11. Install the three #3 grommets in the tongue of the bag
with the grommets from the outside and the washers
on the inside. [Figure L]
Inspection
• Sewing should be straight.
• Binding should be secure.
• Verify all bar tacks are in place.
• Grommets should be oriented correctly and secure.
Bottom of Container (BOC) Pocket
• Applicable products: All containers that have a BOC
pocket configuration
• Description: Fabrication of a BOC pocket
• Authorized repairmen: FAA Senior or Master
Parachute Rigger
• Materials: E thread, Para-pak fabric, Spandex ® or
equivalent elastic fabric, 5⁄8 inch elastic tape, and
Type-3¾ inch binding tape
• Machines: 301 straight stitch—medium duty 7–11
SPI, 301 double needle with tape folder 7–11 SPI,
and 1 inch × 42 stitch bar tack
• Equipment: Scissors, marking pencil, 18-inch ruler,
carpenter’s square, and hot knife
Procedure
Layout
1. Draw the shape of the BOC pocket on the para-pak
fabric to the size required to fit the pilot chute. This
will be the base panel.
2. Fold the Spandex® fabric in half and cut to the same
size as the base panel. This will be the pocket panel.
Make sure the grain of the fabric is parallel with the
length of the pocket for stretch. Trim ½ inch off the
end opposite the fold. [Figure A]
Assembly
1. Open the sides of the pocket at the folded end and
insert the length of elastic tape. Sew the tape in place
with the single needle on both sides.
2. Mark the center of the mouth and bar tack the elastic
reinforcing as shown. [Figure B]
3. Lay the pocket on the para-pak base and sew in place.
[Figure C] (Sewing with the Spandex® on the bottom
and the para-pak on top minimizes stretch from the
presser foot.)
4. Bind the pocket, starting at the bottom corner opposite
the mouth of the pocket. [Figure D]
5. Bar tack the mouth of the pocket securing the elastic
reinforcing on both sides. [Figure E]
6. The pocket is now complete and ready for installation.
Inspection
• Verify that the size is correct.
• Binding should be secure.
• Verify the bar tacks are in place at the center of the
pocket and at the sides.
Section 7, Manufacturing
The following are miscellaneous procedures used in repairs
and alterations found in Section 7, Manufacturing, of this
chapter:
• Hand tacking techniques
• Cleaning and washing procedures
Hand Tacking Techniques
• Applicable products: Any systems requiring hand
tacking
• Description: Securing housings, hardware, etc., with
hand tackings
• Authorized repairmen: FAA Senior or Master
Parachute Rigger
• Materials: Nylon supertack tacking thread
• Machines: None
• Equipment: Scissors, assorted hand tacking needles,
and modified navy end tab
Procedure
Hand tacking is an integral part of rigging skills. There are
numerous places where components or parts are joined.
Hardware, housings, cones, and other parts require hand
tacking to secure them to their positions. The following
figures show typical tacking techniques.
Pilot Chute
1. Take the needle and supertack and pass it through the
reinforcing tape at the bottom of the pilot chute mesh
capturing the spring coil. [Figure A]
2. Cross over the radial seam reinforcing tape and again
pass the needle through the reinforcing tape and
capturing the spring coil as before. [Figure B]
3. Secure the ends of the supertack with a surgeon’s knot
and locking knot. [Figure C] Trim to a ¾ inch tail.
Housing
1. Position the housing end flush with the end of the
housing channel.
2. Take the needle and supertack and tie an overhand
knot approximately 1 inch from the end.
3. Pass the needle through the inside of the housing
channel and then around the outside below the housing
end. [Figure D] The purpose is to choke the end of
the channel so that the housing does not protrude from
the end.
4. Next take the needle and pass it through the top of the
channel fabric over the housing. [Figure E]
5. Take the needle and locate the grooves in the housing.
[Figure F] Make three loops through the channel,
trapping the supertack in the grooves. [Figure G]
6. Secure the running end with a surgeon’s knot and
locking knot.
7. Twist the supertack together and trim with a ¾ inch tail.
Hardware
1. Take the needle and doubled supertack and pass it
through the leg pad from the bottom next to the edge
of the leg snap. [Figure H]
2. Pass the supertack over the bar of the snap and down
through the pad. [Figure I]
3. Continue with two more turns over the bar keeping
the tackings next to each other. [Figure J]
4. Secure the two ends on the bottom of the pad with a
surgeon’s knot and locking knot. [Figure K]
5. Twist the ends together and trim to a ¾ inch tail.
Cleaning and Washing Procedures
• Applicable products: Most harness and container
systems
• Description: Cleaning and washing parachute
components
• Authorized repairmen: FAA Senior or Master
Parachute Rigger
• Materials: Woolite® or similar mild liquid soap and a
lot of clean fresh water
• Machines: Jumbo tumbler type commercial washing
machine. It is not recommended to do this in your
home washing machine.
• Equipment: Medium stiffness scrub brush, large
pillowcase or laundry bag, wash tub, assortment of
rags, and extra laundry
Background
This procedure applies only to harness and container systems.
Most canopy manufacturers do not approve of washing their
products to clean them. Doing so may alter the performance
characteristics of the canopy. Follow the instructions in the
owner’s manual for each make and model of canopy.
Colorfastness
It is important to check for colorfastness of certain types of
materials. Colored E thread and Type-3 binding tape have
shown a tendency for their colors to run when wet or damp.
Red is particularly prone to doing so. Before using the
following procedures, the rigger or owner should check for
colorfastness. Do so by wetting a small area of the container
including the binding tape and then lay a damp piece of white
cotton t-shirt on the wet area. Leave for 30 minutes. Check
to see if any color has transferred to the cotton fabric. If not,
then it is probably alright to wash the rig. Remember, this
procedure in no way guarantees that the colors will not run.
Procedure
Disassembly
1. Remove all canopies, AADs, and component parts,
such as toggles, RSL, ripcords, bags, and elastic
keepers, as well as the packing data card.
Handwashing
1. Soak the rig in lukewarm water. Apply straight
Woolite® or soap onto the dirtiest areas and scrub with
the brush. Soak in lukewarm water for 20 minutes.
2. Scrub the rig vigorously all over. Soak for another
20 minutes.
3. Continue scrubbing vigorously and soak for another
20 minutes. For particularly dirty rigs, empty the first
batch of soapy water and wash in a fresh batch of
soapy water.
4. Squeeze out as much soapy water as possible. Immerse
in fresh, clean, cool water and rinse several times until
no further soap comes out.
5. Hang to dry out of direct sunlight. The use of a
fan directly onto the rig will greatly speed up the
drying process.
Machine Washing
1. Wrap the hardware of the rig with the rags to pad them
so they do not beat the inside of the machine.
2. Soak the rig in lukewarm water and apply Woolite ®
or other soap directly onto the dirtiest parts. Scrub
these parts vigorously. Allow these parts to absorb the
Woolite® during the time traveling to the Laundromat.
3. Place the rig into the pillowcase or laundry bag and
add extra padding, such as extra laundry. Levi’s ®
work exceptionally well for this. Tie off the pillowcase
or bag to hold everything in. Place in the washing
machine adding more washing soap and Woolite ®
and wash in warm water.
4. Run through at least two rinse cycles or hand rinse
several times until no soap comes out.
5. Hang to dry out of direct sunlight. The use of a fan
onto the rig will greatly speed up the drying process.
Scotchgard®
The use of Scotchgard® brand fabric protector has become
commonplace in recent years. This fabric treatment seals the
pores of the fabric against dirt and other stains. Scotchgard®
is not a magical “silver bullet” against dirt. However, it has
shown good results in keeping lighter-colored fabric cleaner
longer under normal use. Grinding in on grass or asphalt
or other heavy abuse still stains and/or damages the rig
materials. Scotchgard® is not harmful to today’s container
fabrics, such as para-pak and Cordura®. There are currently
several Scotchgard ® formulas. The standard fabric and
upholstery formula is in the red can. [Figure A] Do not use
the rug and carpet formula in the blue can. After the rig is
completely dry, hang it in a well ventilated location.
Following the directions on the can, apply the protector to
the entire outer surface of the rig. For those areas, such as
the inside of the leg pads, backpad, and bottom of the main
container, and light colored panels, such as white, etc., apply
a second coat after the first has dried. Do not intentionally
spray the hardware, housings, and clear vinyl CYPRES ®
window. After the rig has dried, it may then be reassembled
and placed back into service.
Chapter Summary
It is very important that any repairs or maintenance of the
parachute and its related systems are done correctly so that the
parachute is always airworthy. This chapter provides detailed
step-by-step procedures for many repairs and alterations that
can be done by both senior and master riggers. All riggers
must learn to identify conditions that may be unsafe and learn
how to undertake the necessary repairs to return the parachute
to its original, airworthy configuration.
PIA TS-100—Standardized Nomenclature for Ram-Air Parachutes ........................................................................A-3
PIA TS-108—Parachute Canopy Fabric Pull Test, Non-Destructive Method ........................................................A-16
TSO C23d—Personnel Parachute Assemblies ........................................................................................................A-24
PIA TS 135—Performance Standards for Personnel Parachute Assemblies and Components ...............................A-26
TSO C23c—Personnel Parachute Assemblies .........................................................................................................A-44
TSO C23b—Parachutes ...........................................................................................................................................A-46
TSO C23f—Personnel Parachute Assemblies and Components .............................................................................A-48
NAS 804—Specification–Parachutes ......................................................................................................................A-54
Senior Rigger Training Syllabus ..............................................................................................................................A-59
Master Rigger Training Syllabus .............................................................................................................................A-63
Change 1 (December 2015)
Technical Documents
Appendix A
Page 1 of 8
PIA Technical Standard 100
Parachute Industry Association Publications
March 27, 2015
Standardized Nomenclature for Ram -Air Parachutes
Introduction
This Technical Standard was adopted by the Parachute Industry Association (PIA) on March 27, 2015 .
Input concerning revisions and additions should be submitted to:
Parachute Industry Association, Inc.
Attention: Technical Committee Chair
3833 West Oakton Street
Skokie, IL 60076
Telephone: 847-674-9472
Fax: 847-674-9743
Email: [email protected]
Definitions
Airlock: On a canopy, a valve which permits air flow more easily in one direction, and restricts airflow in
the opposite direction. In most case, airlocks are installed in the nose of the canopy to permit air to enter
during depl oyment and flight, and restrict air from flowing out the nose to ensure better pressurization in
turbulent air.
Angle of
Attack: The angle formed between the flight path and the chord line. The Gree k letter alpha ( α)
is used to denote the ang le of attack. See Figure 3.
Trim: The angle formed between the horizontal reference line and the trim line . The Greek letter
theta ( θ) is used to denote the angle of trim. Used instead of the somewhat analogous aircraft
term “angle of incidence.” See Figure 1b.
Area,
Airfoil Section: The finished cross sectional area of a given rib (airfoil) section. When ribs are
not identical, the specific rib must be identified. Used for calculations of pack volume and internal
volume of canopy.
Planform: The product of the average chord times the average span of the canopy.
Projected: The area of an inflated canopy as viewed from above, perpendicular to the chord line
at the centerline of the parachute. Due to canopy curvature and cell inflation bulging the projected
area is always smaller than the planform area.
Aspect Ratio: Span2/Area, which for a rectangular planform reduces to Span/Chord .
Change 1 (December 2015)
Page 2 of 8
Attachment Point: A loop of tape, webbing, or the functional equivalent, for attaching something to the
surface of the canopy.
Pilot Chute. An attachment point for the pilot chute or pilot chute bridle, including any
reinforcement to reduce the effects of abrasion, and also including any additional rib - or canopy-
reinforcing tapes intended to distribute the load from the pilot chute to the canopy.
Suspension Line. An attachment point for a suspension line or control line. Some canopies use
extensions of rib -reinforcing or flare -reinforcing load tapes to form line attachment points. See
also Flare, Suspension Line Attachment .
Cell: The chamber formed by upper and lower surfaces and two adjacent load bearing ribs.
Channel,
Drawstring: A fabric or tape cha nnel that encloses a drawstring, most often found on main
canopy sliders.
Pilot Chute Reefing: A channel that runs through the center of the canopy, from upper surface
to the lower surface, to allow the pilot chute bridle to connect to the slider.
Chord: The distance from the farthest forward point to the farthest aft point on an airfoil section. If the
canopy airfoil sections are not identical, an average chord may be specified. Airfoil dimensions are
assumed to be finished dimensions unless otherwise s pecified. See also Span, and Line (Design),
Chord.
Construction,
Chordwise: A construction method in which upper and lower surfaces are assembled from
panels which run from front to rear (chordwise) and are joined to the ribs and each other using a
variety of sewn seams. The most common type of ram -air parachute construction.
Spanwise: A construction method in which the upper and lower surfaces are assembled fr om
panels that run from side to side (spanwise) across the full width of the canopy. Personnel
parachutes usually require three or four panels each for the upper and lower surfaces.
Crossports: Holes cut in the rib sections to balance the air pressure between adjacent chambers .
Drawstring, Slider: A length of tape or line which may be pulled to collapse or remove a slider after
deployment.
Flare, Suspension Line Attachment: An extension of a load bearing rib used on some canopies to
distribute suspension line loads along the lower rib seams. A suspension line attachment flare may be
integral with the rib or may be sewn to it.
Line (Design),
Chord: A line drawn through the farthest forward point and the farthest aft po int on an airfoil
section. See Figure 3.
Reference , Horizontal : A line drawn at a right angle to the Vertical Reference Line. Usage is
equivalent to the practice of using the air craft longitudinal axis as an aircraft reference line. See
Figure 3.
Reference, Vertical: A line drawn through the links and the quarter chord point.
Change 1 (December 2015)
Page 3 of 8
Trim: A line drawn through the farthest forward and farthest aft line attachment points ( excluding
control line attachment points). See Figure 1b.
Line (Rigging),
Cascade: A line attached with one end at the canopy and the other end to an intermediate point
of an adjacent line. Contrast with Continuous.
Continuous: A line attached with one end at the canopy and the other end at the riser of
connector link. Contrast with Cascade .
Control: A line fastened to the trailing edge of the canopy, used to steer and modulate the
forward speed and descent rate of the parachute. Also known as steering or brake line .
Flare: A control line intended primarily for flaring the canopy for landing, but which may
also for steering . Also known as Secondary control lines, in which case the remaining
control lines are known as Primary control lines.
Brake-Toggle: When a control line is constructed in sections, that portion of the line
between the toggle and the deployment set eye (“cat-eye”).
Lower: When a control line is constructed in sections, that portion of the line between
the deployment set eye and the upper portion .
Upper: When a control line is constructed in sections, that portion of the line between
the canopy and where it converges with other lines attached to the canopy.
Identification System for:
Suspension lines: lettered “A,” “B,” “C,” . . . from front to rear along each load-bearing
seam. Numbered from outboard to inboard (outboard lines numbered “1”; see Figure 2a )
or inboard to outboard (lines on center load -bearing seams numbered “1”; see Figure 2b).
Control lines: numbered by rib seam, including non -load-bearing ribs, from ou tboard to
inboard. See Figures 2a and 2b .
Suspension: One of the lines that carries the load from the canopy surface to the risers. Control
lines are usually not considered suspension lines.
Pilot Chute Controlled Reefing (PCR): A parachute reefing system that use s the drag of the pilot chute
to modulate the opening rate of the canopy .
Planform: The overall shape of the wing as viewed from above, perpendicular to the chord line.
Quarter Chord Point: a point on the chord line one quarter of the distance from the nose to the tail of
an airfoil.
Removable Deployment System (RDS): A slider variation that permits the slider to be removed and
stowed separately after deployment. “Full RDS” is a further variation that also permits the pilot chute ,
bridle, and deployment bag to be removed and stowed after deployment.
Rib: A section of fabric installed between the upper and lower surfaces of a canopy. Used to establish the
airfoil shaped of the canopy. Rib numbering systems (for example, from outboard to inboard, or from
inboard to outboard) vary from manufacturer to manufacturer.
Change 1 (December 2015)
Page 4 of 8
Rib, crossbrace: A rib or partial rib installed at an angle other than a 90° angle to the upper and
lower surfaces of a canopy.
Rib, load bearing: A rib to which suspension lines are attached, installed at a 90° angle to the
upper and lower surfaces of a canopy.
Rib, non -loadbearing: A rib without attached suspension lines, installed at a 90 ° angle to the
upper and lower surfaces of a canopy.
Rib, stabilizer: A stabilizer-end rib assembly with line attachments along the lower edge .
Rigging,
Crown: A suspension line length pattern in which all “A” lines are the same length across the
span of the canopy, all “B” lines are the same length across the span of the canopy, and similarly
all “C” and “D” lines, etc.
Flat: A suspension line length pattern in which the lines in the center of the canopy are shorter
than the lines farther outboard. In flight, the center part of the airfoil is flatter and creates more
vertical lift than a crown -rigged canopy, which generates lift along the radius of the span wise arc.
Setting,
Deployment: The position of the trailing edge when the control lines are pulled down to their
deployment position.
Full-Flight: The position of the trailing edge when the control lines are fully extended.
Slider: A parachute reefing device usually consisting of a rectangular section of canopy cloth reinforced
on the edges with lightweight webbing or tape , and with a large grommet or D -ring installed at each
corner. Sliders may have fabric remov ed from the rectangular section or may have fabric edge extensions
installed to change opening characteristics. Slider variations include:
Domed, with a planform similar to a flat rectangular slider, but with fabric pleated along the edges .
Split, capable of being disassemble d into halves after deployment .
Spider, made of two lengths of webbing sewn in an “X,” and usually used with pilot chute
controlled reefing. See Pilot Chute Controlled Reefing (PCR) .
Removable. See Removable De ployment System .
Slider B umper: A small device, typically made from vinyl/silicon tubing, Type -4 tape, or Type -12
webbing, installed at the lower end of the suspension lines to prevent damage to the slider grommets
caused by the slider contacting the connector links.
Slider Stop: A small piece of rigid material ( metal, plastic, phenolic, etc.) normally covered in tape or light
webbing, installed on the lower edge of a stabilizer panels to prevent a slider grommet from riding up over
the stabilizer material and damaging the stabilizer s or the slider.
Slider Stop Chafing Pad: A tape or fabric reinforcement installed on a stabilizer at a slider stop to
reduce wear from abrasion.
Soft link: A connector link constructed primarily of fabric or tape.
Span: The distance from one side of a c anopy to the opposite side. Measurements taken at various
distances aft of the nose will yield different results, M easurements taken across the upper surface will
typically be longer than those taken across the lower. An average span , or separate leading and t railing
edge dimensions , may be specified. Airfoil dimensions are assumed to be finished dimensions unless
otherwise specified. See also Chord.
Change 1 (December 2015)
Page 5 of 8
Stabilizer: A fabric panel installed at the end of a canopy, intended primarily to reduce wingtip vortices
(much as an end plate on an aircraft wing ), and to provide some directional stability . Some stabilizer
designs are ram-air pressurized for additional rigidity.
Tapes, Reinforcement: A tape installed in the canopy to provide additional strength or dimensional
stability. Tapes are identified by location .
Cross Tape s: A reinforcing tape that runs spanwise on the upper or lower surface to distribute
loads through the canopy. With chordwise construction, a cross tape typically runs from a line
attachment point to laterally adjacent line attachment point, although some may run from a
suspension line attachment point diagonally to a control line attachment point. With spanwise
construction, a cross tape may be rolled into a seam joining spanwise panels.
Leading Edge Tape: A tape applied to or rolled into the leading edge of a upper or lower panel.
May be continuous across the span of the canopy.
Line Attachment Reinforcement Tape: A tape sewn chordwise into a seam at a line
attachment point.
Load Tape : A tape applied to a rib section and used to distribute the load from a line attachment
to the canopy. When applied in a “V” may also be known as a “V-tape.” In some canopies, load
tapes may extend through the lower seam to become line attachment point s.
Rib Leading Edge Tape: A tape applied to or rolled into the leading edge of a rib section.
Trailing Edge Tape: A tape applied to or rolled into the trailing edge seam. U sually continuous
across the span of the canopy .
Toggle, Control: A grip attached to the end of the control line to allow the user an adequate handhold on
the line. Most commonly con sists of a tape/webbing loop or a hard plastic dowel. Typically s upplied as
part of the container assembly.
Trim: The arrangement of differential line lengths to produce a desired trim angle and anhedral. See
also Angle of Trim. See Figures 1a and 1b.
Vent, Lower Surface: An opening in the lower surface to provide an alternate path for pressurization
during deployment (“inflation vent”) or depressurization during flight (“accuracy vent”).
Change 1 (December 2015)
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Change 1 (December 2015)
Page 7 of 8
Change 1 (December 2015)
Page 8 of 8
Figure 3. Angle of attack .
Change 1 (December 2015)
Figure 1.
Slider
Lower control line
Upper control line
Line set 1
Line set 4
Cross tapes
Full cell 1
Half cell 6R Half cell 2L
Full cell 1
Risers
Control toggle
Note: In this view
“B” lines are cascaded to “A” lines
“D” lines are cascaded to “C” lines
Note: All numbering/lettering precedence is left to right and front to rear (relative to direction of flight).
“A” suspension
line length
“B” line
“A” line
“C” line
“D” line
Change 1 (December 2015)
Crossports
Spanwise construction
panels shown
Spanwise seam
Stabilizer panel
Trailing edge tape (rolled inside seam)
Trailing edge
Upper
leading
edge tape
Lower leading edge tape
Leading edge
Loaded ribs
Non-loaded ribs
Load tapes
1 2 3 4
1 2 3
Direction of flight
SPAN
CHORD
Figure 2.
Change 1 (December 2015)
1 2 3Measurements are trim dimensions.
Measurement is used to specify full flight
and deployment brake setting relative to “A” line length.
Note: “A” line length +1 = “B” line length
“A” line length +1+2 = “C” line length
“A” line length +1+2+3 = “D” line length
“A” line length +4 = control line length
for full-flight setting
“A” line length +4 = control line length for
deployment brake settings
“D” line“C” line“B” line
Airfoil section
Control lines“A” line length
Note: In this view, suspension lines are not cascaded.
FF
DB
Loaded Rib with Directly Attached Suspension Lines Showing
Suspension Line Measurements and Trim Dimensions
Loaded Rib Using Flares for Suspension Line Attachments
Note: Trim and rigging information is
the same as shown in Figure 3A.
Flares
Lower
surface
Upper
surface
Figure 3B.
Figure 3A.
Change 1 (December 2015)
Half Cell Chordwise Construction
Lower surface panels
Loaded ribs
Typical
Non-loaded ribs
Upper surface panels
Section view from front
Full Cell Chordwise Construction “I” Beam
Lower surface panels
Loaded ribs
Typical
Typical
Typical
Typical
Non-loaded ribs
Upper surface panels
Section view from front
Full Cell Construction Interlocking “T” Beam
Lower
surface
panels
Loaded ribs
TypicalTypical Typical
Typical
Non-loaded ribs
Upper surface panels
Section view from front
Figure 4A.
Spanwise Construction
Lower
surface
panels
Loaded ribs
TypicalTypical
Non-loaded ribs
Upper surface panels
Section view from front
Figure 4B.
Figure 4C. Figure 4D.
Change 1 (December 2015)
25% Chord point–usually assumed as aerodynamic center
Confluence point of connector lines
LEGEND
Plumb line
Reference line
Chord line
Trim line
Horizon
Flight path
Chord Line
90°
Ø + 90°
Figure 5.
Change 1 (December 2015)
PIA-TS-108.1
15 January 2010
Superseding
PIA-TS-108
12 December 1992
PIA Technical Standard
Parachute Canopy Fabric Pull Test Non-Destructive Method
Disclaimer: Parachute canopy manufacturers may have pull test requirements that
differ in methods, procedures, and loads applied. Test procedures specified by the
canopy manufacturer takes precedence over the test procedures described in this
document. The person performing the pull tests must determine if the canopy
manufacturer has a specific method of pull testing their canopy fabric.
Background: The purpose of this test method is to provide a simple, standardized, non-
destructive method of verifying the strength of parachute canopy fabric. This test method may
be used when no other procedure is specified by the manufacturer. Although this test is
intended to be non-destructive, caution should be exercised as this test could damage the fabric,
if the fabric is not positioned correctly or is not secured tightly. It may also affect the fabric
permeability.
This method is designed to replace the old "Riggers' Thumb Test", first devised in response to
the "canopy acid-mesh" discovery in the mid-1980's. It is now the accepted method for all
parachutes requiring canopy fabric strength tests. Reasons for testing may include:
Manufacturer’s Service Bulletins (SBs), Airworthiness Directives (AD’s), aging material,
chemical contamination, UV exposure or discoloration of a suspicious origin, such as grease.
Tools required and possible sources are as follows:
2 ea. Locking Fabric Clamps Figure 1
Para-Gear Equipment Co. 800-323-0437 (P/N S7989)
3839 W. Oakton St. www.para-gear.com
Skokie, IL 60076-3438
Aerostar International, Inc. 605-331-3500 (P/N 51406M)
1814 N. www.aerostar.com
Sioux Falls, SD 57117-5057
Ink, Marking (for parachutes and other textile items)
A-A-59211 (21Jul/98) Supersedes MIL-I-6903C (5Mar/68)
American Writing Ink Co. 781-762-0026
33 Endicott St.
Norwood, MA 02062
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Strata Blue P/N 7510-00-286-5362 Available in 1 pint container
Orange-Yellow P/N 7510-00-634-6583 Available in 1 pint container
Hitt Marking Devices, Inc. 714-979-1405
3231 W. MacArthur Blvd. 800-969-6699 (toll free)
Santa Ana, CA 92704 www.hittmarking.com
Sharpie Pen- black
1 ea. Calibrated Spring Scale, 50 lb. (23 kg.) minimum capacity
This scale should be calibrated at least once a year to an accuracy of +/- 3 lbs. It should be
identified with a serial number and written verification of calibration must be kept on file. An
adhesive label (or similar) should be affixed to the scale showing the date calibrated and the date
next calibration is due. If the scale is damaged in any manner, such as dropping, it must be
pulled from service and tagged as unserviceable until its recalibration.
Test Procedures: The following procedures do not take precedence over a
manufacturer’s test procedures for their products. Before testing make sure you have the
manufacturer’s most current test procedures.
A minimum of 2 areas should be tested on a canopy, but not less than 2 pull tests on each
separate color (1 in the warp direction and 1 in the fill direction). When testing look for areas of
contamination and/or discoloration. If possible remain approximately 6 inches (150mm) from
any seam.
Proceed as follows:
NOTE: Steps 1 and 2 apply to cases involving acid-mesh pull testing.
1. Locate the mesh vents in the canopy and determine the fabric areas which are in contact with
the mesh when the canopy is packed. These areas are shown as the diagonally shaded lines in
typical tri-vent canopies (see FIGURE 2).
2. Perform one 40 lb. (18 kg.) pull test on each panel of material that comes in contact with the
mesh when the canopy is packed. Alternate tests from the warp to fill direction on the panels.
This could be as few as four tests or as many as twelve tests on some bias constructed canopies.
CAUTION: Never attach fabric clamps or perform pull tests on the mesh covered areas of
any canopy. Extensive damage will result.
NOTE: Steps 3 through 6 apply to all pull tests (not just acid-mesh).
3. The area to be tested must be visibly marked for future reference. Refer to FIGURE 3 for
examples of how to mark the parachute to be tested.
4. After the marking ink has dried, attach the locking fabric clamps to the ripstop fabric as shown
in FIGURE 4. The distance between the clamps should be 3 inches (76.2mm) plus or minus ¼
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inch (6.35mm) and the clamps must be aligned so that the ripstop pattern is parallel (not on bias)
to the edge of the jaws. Lock the clamps VERY SECURELY. This will prevent slippage and
possible damage to the fabric.
NOTE: If the area to be tested is too small to allow 3 inches (76.2mm) plus or minus ¼ inch
(6.35mm) between the jaws of the fabric clamps (such as the apex area of a round canopy), the
distance between the jaws may be reduced to 2 inches (50.8mm) plus or minus ¼ inch (6.35mm).
5. Secure one clamp to the packing table or other object which will allow a sufficient load to be
applied without movement of the fabric clamp. Attach the spring scale hook to the other fabric
clamp and apply the load very smoothly and steadily. Hold the load for 3 seconds.
6. Record test results on the tested areas in contrasting ink as shown in FIGURE 5. Information
should include the following:
The amount of loading pulled to in pounds or kilograms
The date tested
The word PASS or FAIL
The name and certificate number of the individual performing the test.
After completing the tests record the information in your rigger logbook and on the packing data
card.
(THIS SPACE LEFT INTENTIONALLY BLANK)
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Fabric clamp (rubber padded/square jaw)
FIGURE 1
NOTE: Use only approved fabric clamps. Improvised or homemade clamps may increase
the chances of damaging the area to be tested.
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Below are diagrams of typical tri-vent modifications.
NOTE: Diagonally shaded areas show examples of fabric that comes in contact with mesh
or may contact mesh.
FIGURE 2
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LB/KG PULL TEST:
DATE:
RIGGER’SNAME AND CERTIFICATE NUMBER
NOTE: This method uses either the corners of the box (above) or
the dots (below) as guides for the fabric clamps.
LB/KG PULL TEST:
DATE:
RIGGER’SNAME AND CERTIFICATE NUMBER
Examples of canopy markings
FIGURE 3
NOTE: Use only a rubber stamp and approved ink or a black Sharpie™ pen to mark the
areas to be tested. Do not use a ballpoint pen, pencils or similar items to mark the test
area. This could result in damaging the fabric being tested.
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Indicator Dots*
(4 Each Test)
Direction
of Load
Clamp 1”Jaw
1”
3”
Ripstop pattern
parallel to edge of clamp jaw
Clamp
Jaw
Direction
of Load
Clamp Jaws
3”
Parachute Fabric
How to attach clamps
FIGURE 4
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