FAA Parachute Rigger cheat sheet

FAA parachute rigger certification is issued under 14 CFR Part 65, Subpart F; a senior rigger may pack, maintain, and repair specific items, while a master rigger may additionally construct and alter approved designs.

Under Part 65, a certificated rigger must keep a record of each parachute packed that includes the date, the rigger's name and certificate number, and the type and model of parachute.

A rigger certificate is valid for 24 months; within the preceding 24 months the holder must have packed or maintained at least one parachute to remain current for the certificate.

Part 65 requires the rigger to present the certificate and logbook for inspection upon reasonable request by the FAA, NTSB, or authorized law enforcement.

An FAA Form 8610-1 is used to apply for a rigger certificate; a mechanic certificate holder applying for a rigger rating must show the practical experience requirements.

The senior rigger practical experience minimum is 12 months of experience and packing of at least 20 parachutes; the master rigger minimum is 24 months and 40 parachutes, per Part 65.

A rigger must not pack or maintain a parachute for use in operations requiring an airworthiness certificate unless the parachute is approved under the applicable technical standard order or type certificate.

Records of parachute packing and maintenance must be retained and made available; the rigger's logbook is the primary evidence of currency and experience.

Nylon (Nylon 6.6) is the standard canopy and container fabric; its strength, elasticity, and resistance to mildew and abrasion make it the default material for main canopies.

Ripstop nylon uses a grid of heavier threads to arrest tear propagation; a small nick in a ripstop panel will not run beyond the reinforcing grid.

Kevlar and Vectran lines have high strength-to-weight ratios but low elongation; Spectra/Dyneema lines are also low-stretch and must be inspected for creep and wear.

Tubular nylon webbing is specified by MIL-W-4088 and is used for harnesses and risers; its strength is rated in pounds and must be matched to the design load.

A three-ring release system consists of a small ring, a medium ring, and a large ring; the small ring is attached to the riser and the large ring to the harness.

The reserve parachute static line and the ripcord system must use approved components; the ripcord cable housing must be free of kinks and the cable must move freely.

Hardware such as connector links (maillons) must be rated for the parachute's design load; quick-release connectors must be inspected for proper closure and locking.

The canopy's suspension lines attach to the riser via connector links; line trim and line length are critical to canopy performance and must match the manufacturer's specifications.

A lock stitch is the standard stitch for parachute construction; it must be locked at both ends and the thread tension must be adjusted so the stitch does not pucker the fabric.

Stitch density for parachute seams is typically 7 to 9 stitches per inch; the seam allowance and thread type must follow the manufacturer's or MIL-spec drawing.

A French seam or a folded seam is used to enclose raw fabric edges and prevent raveling; the seam must be sewn with the specified thread and stitch pattern.

Bar tacking is used at stress points such as line attachment points and riser junctions to reinforce the fabric and distribute load.

Thread must be compatible with the fabric; nylon thread is used for nylon fabric, and the thread size must match the seam specification, typically size E or FF.

When sewing, the needle must be the correct size and type for the fabric; a dull or wrong needle can cut fibers and reduce seam strength.

The sewing machine must be tested on a sample of the same fabric and thread before sewing the parachute; the test seam must be inspected for stitch quality.

Construction of a parachute from an approved design requires a master rigger certificate; the rigger must follow the approved drawing and use approved materials.

A 100-hour or annual inspection of a parachute is not an FAA requirement for all parachutes; the manufacturer's maintenance schedule and the operator's inspection program govern.

Before packing, the rigger must inspect the canopy for holes, tears, and seam damage; the lines for broken or worn threads; and the hardware for cracks or corrosion.

The packing procedure must follow the manufacturer's instructions; the canopy must be folded and the lines stowed so the deployment sequence is correct.

The reserve parachute must be packed by a certificated rigger within the preceding 180 days for use in operations requiring an airworthiness certificate; the date is recorded on the packing data card.

The packing data card must be attached to the parachute and must show the date of packing, the rigger's name and certificate number, and the parachute type and model.

A parachute that has been exposed to water, chemicals, or excessive heat must be inspected and may require repacking or replacement of components.

The AAD (automatic activation device) must be inspected and its maintenance schedule followed; the AAD is not a substitute for a properly packed reserve.

After packing, the rigger must perform a final inspection of the container closure, the ripcord routing, and the reserve handle to ensure proper function.

The harness must be adjusted to the wearer; the leg straps, chest strap, and shoulder straps must be snug and the hardware must be properly routed.

The reserve static line (RSL) must be connected to the harness and the reserve ripcord; the RSL must be routed so it does not interfere with the main deployment.

The three-ring release must be assembled in the correct order: the small ring through the medium ring, the medium ring through the large ring, and the cable through the small ring loop.

The risers must be attached to the harness with the correct connector links; the links must be tightened and the excess thread trimmed and stowed.

The main canopy must be assembled to the risers with the lines in the correct order; a line that is crossed or misrouted will cause a malfunction.

The container must be assembled with the correct size and type of canopy; a container that is too small or too large will affect deployment.

The AAD must be installed per the manufacturer's instructions; the cutter must be positioned correctly and the activation altitude set for the intended use.

After assembly, the rigger must perform a continuity check and a function check of the release system and the reserve ripcord.

A senior rigger may perform minor repairs such as patching small holes and replacing line attachments; major repairs and alterations require a master rigger.

A patch must be made with the same or approved material and must overlap the damaged area by at least the amount specified by the manufacturer.

A line replacement must use the same type and strength of line; the line length must be measured and matched to the opposite line to maintain trim.

An alteration to a parachute must be approved by the manufacturer or the FAA; an unapproved alteration may render the parachute unairworthy.

A repair to a load-bearing component must restore the original strength; a repair that does not meet the design strength is not acceptable.

After any repair, the rigger must inspect the repair and record it in the parachute logbook with the date, description, and rigger's certificate number.

The parachute must be repacked after a repair that disturbs the packing; the packing data card must be updated.

A parachute that has been involved in an accident or a malfunction must be inspected and may require a complete teardown and inspection before return to service.

A total malfunction (no canopy) requires immediate reserve deployment; the reserve ripcord must be pulled firmly and the canopy checked after deployment.

A partial malfunction such as a line-over or a step-through requires the jumper to cut away the main and deploy the reserve; the decision altitude must be briefed before the jump.

The reserve parachute must be packed within 180 days and the AAD must be armed; a reserve that is out of date is not airworthy for operations requiring an airworthiness certificate.

The cutaway procedure: pull the cutaway handle, then pull the reserve ripcord; the reserve must be deployed before the decision altitude.

An AAD activates the reserve at a preset altitude and descent rate; it is a backup and not a substitute for the jumper's emergency procedures.

The rigger must ensure the reserve ripcord is routed and the handle is accessible; a misrouted ripcord can prevent reserve deployment.

Emergency procedures must be practiced; the rigger should verify the harness and container allow the jumper to reach the cutaway and reserve handles.

After an emergency deployment, the parachute must be inspected and repacked by a certificated rigger before reuse.

The total weight of the jumper and equipment must not exceed the maximum suspended weight of the parachute system; exceeding it reduces performance and may be unsafe.

Wing loading is the total suspended weight divided by the canopy area; a higher wing loading increases descent rate and forward speed.

The canopy's descent rate and forward speed depend on wing loading, canopy design, and the density altitude; higher density altitude reduces performance.

The parachute system's maximum weight is specified by the manufacturer; the rigger must verify the jumper and equipment weight is within limits.

The container and harness must be sized for the jumper; a poor fit can affect the center of gravity and the deployment sequence.

The reserve canopy must be sized for the jumper's weight; an undersized reserve increases the descent rate in an emergency.

Weight and balance of the jumper and equipment affect the parachute's opening characteristics and the landing pattern; the rigger should consider the total suspended weight.

Performance calculations must account for the density altitude, which is a function of pressure altitude and temperature; high density altitude reduces canopy performance.