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13. PARACHUTE EQUIPMENT RULES.
a. Parachute. Title 14 CFR part 1, § 1.1 defines a parachute as a device used or intended to be used to retard the fall of a body or object through the air. For the purposes of this AC, a parachute assembly normally, but not exclusively, consists of the following major components: a canopy, a deployment device, a pilot chute and/or drogue, risers, a stowage container, a harness, and an actuation device (ripcord). There are, of course, some lesser parts associated with these major components such as connector links, bridles, and hardware. The term “pack” when used in this AC refers to the complete harness-container system, including the main parachute container, plus the reserve parachute and associated components. Except for a reserve static line (if installed), it does not include the main canopy, main risers, or components that depart with the main canopy if it is jettisoned. If the design of the reserve stowage container is to be assembled to a harness by a parachutist or rigger (such as a chest-type system or some pilot emergency systems), the term “pack” refers to the parachute assembly less the harness.
b. Parachute Harness. Section 105.43 requires a solo parachutist making an intentional jump wearing a single-harness dual-pack parachute to have at least one main parachute and one approved reserve parachute. For tandem jumps, the parachute system defined in § 105.3 includes a main parachute, a reserve parachute, a harness and dual parachute container, an AAD, and a forward harness for a passenger parachutist. For both solo and tandem parachutists, the harnesses (including the forward harness of a tandem system), and reserve parachute packs must be approved types, but the main parachutes do not need approval. The following are examples of approved parachutes as defined in § 105.3:
(1) Parachutes manufactured under TSO-C23. This TSO prescribes the minimum performance and quality assurance (QA) standards for a parachute that is carried aboard civil aircraft or by skydivers for emergency use. The manufacturer must meet these standards before labeling its parachute or components as complying with the TSO.
(2) Military personnel-carrying parachutes (other than high altitude, high speed, or ejection kinds) identified by military drawing number, military order number, or any other military designation or specification. These parachutes are often referred to as demilitarized or military surplus parachutes.
c. Assembly of Major Components. The assembly or mating of approved parachute components from different manufacturers may be made by a certificated, appropriately rated parachute rigger in accordance with the parachute manufacturer’s instructions and without further authorization by the manufacturer or the FAA. Specifically, when various parachute components are interchanged, the parachute rigger should follow the canopy manufacturer’s instructions as well as the parachute container manufacturer’s instructions. However, the container manufacturer’s instructions take precedence when there is a conflict between the two.
(1) Assembled parachute components must be compatible. Each component of the resulting assembly must function properly and may not interfere with the operation of the other components. For example:
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(a) Do not install a canopy of lesser or greater pack volume than the intended design criteria for the specific size of container, since it could adversely affect the proper functioning of the entire parachute assembly. Likewise, do not install a high-volume canopy into a low-volume container.
(b) A TSO’d canopy may be assembled with a demilitarized harness, or vice versa, as long as the assembled components comply with the safety standard of the original design.
(2) Any questions about the operation of the assembly should be resolved by actual tests by the rigger to make certain the parachute is safe for emergency use.
(3) For a single-harness parachute system, the strength of the harness must always be equal to or greater than the maximum force generated by the canopy during certification tests.
The rigger who assembles the system should record these limits in a place accessible to the user when he or she dons the assembly. For tandem systems, there may be additional limits for each harness. Some manufacturers may also specify minimum weights or speeds for safe operation.
(a) In the case where the harness is certified under the TSO-C23b “Standard” category, and the canopy is certified under TSO-C23b and TSO-C23d, the system is limited to the performance limitations of the canopy and may be determined by comparing the placarded force generated on the canopy to the 5,000-pound force capability of the harness. If the canopy is placarded at or above the 5,000-pound level, then the system is considered “unlimited.”
(b) In the case where the harness is certified under the TSO-C23b “Low Speed” category, and the canopy is certified under TSO-C23b and TSO-C23d, the system is limited to the placarded performance limitations of the canopy or the structural limitation of the harness (3,000 pounds), whichever is lower.
(c) TSO-C23c components may only be used in situations where they are mated with the same components with which they were originally certificated, unless they are retro-placarded by a Service Bulletin (SB) or other notification identifying the maximum forces generated during testing. These forces could then be applied as in TSO-C23c.
(d) TSO-C23d components may be mixed or matched with other TSO-C23d components by comparing the harness forces placard to the canopy force placard and certifying the weight and speed of the lower of the two placards.
d. AAD Installation. The FAA approves the installation (addition of pockets, channels, guides, etc., required for the AAD to be assembled in the parachute container) of each make/model AAD as part of the paperwork that is submitted by the parachute manufacturer during the TSO approval. Complete installation in consultation with, and with the approval of, the AAD manufacturer. The retrofit installation, or installation of a make or model AAD other than those specifically approved for a particular TSO or Military Specifications (MIL-SPEC)-approved parachute, constitutes an alteration to that parachute (see paragraph 16).
e. Instructions for Maintenance, Repair, or Alteration of Specific Parachutes. These instructions may be available by contacting manufacturers. Many manufacturers provide their
Par 13 Page 15 manuals online through their Web sites. The PIA Web site, http://www.pia.com, provides a good starting point for searches.
f. Parachutist’s Handling of Equipment. The user of a parachute system may perform simple assembly and disassembly operations necessary for transportation, handling, or storage between periods of use if the parachute’s design simplifies such assembly and disassembly without the use of complex operations.
g. Removal of Pilot Chute. A certificated senior or master parachute rigger may remove the pilot chute from a front-mounted (e.g., chest-type) reserve parachute if the canopy does not use a diaper, bag, or other deployment device. When done, the parachute must be plainly marked, “PILOT CHUTE REMOVED. This parachute may be used for intentional jumping only.”
h. Extra Equipment. The FAA does not consider the attachment of an instrument panel, knife sheath, or other material to the exterior of the parachute assembly an alteration. If attaching any extra equipment, take care not to impair the functional design of the system.
14. PARACHUTE PACKING.
a. Reserve Parachutes.
(1) The reserve parachute must be packed by a certificated and appropriately rated parachute rigger (see § 105.43(b).) See part 65, § 65.125(a)(2) and (b)(2) for supervision of other persons.
(2) Visiting foreign parachutists jumping parachute systems not approved by the FAA must have their reserve parachutes packed by someone acceptable to the foreign parachutist’s civil aviation authority (CAA) or by an FAA-certificated rigger. (See § 105.49(a)(4)(ii).)
(3) The reserve parachute must be packed within 180 days before the date of use if the parachute system is made of materials substantially resistant to mold, mildew, or other rotting agents, or within 60 days of the date of use otherwise. (See § 105.43(b).)
(4) AADs must be maintained in accordance with the AAD manufacturer’s instructions and service requirements. Since when a rigger packs a reserve parachute the rigger is only certifying that it meets all safety requirements on the day it is packed, riggers should note any maintenance or battery replacement due date(s) on the packing data card so that users are able to determine AAD airworthiness and ensure conformance to the regulations. (See §§ 105.43(c) and
105.45(b)(3).) AADs are to be installed as per the parachute manufacturer’s instructions.
(5) Only the rigger who did the packing, and whose seal is removed to permit scheduled or unscheduled maintenance or repairs to the reserve container, may open, re-close, and re-seal it (for example, AAD service or closing loop adjustment) within the 180-day or 60-day period in subparagraph 14a(3).
b. Main Parachutes. Main parachutes must be packed within 180 days before the date of use. They may be packed by any certificated parachute rigger or a person working under the
Page 16 Par 14 direct supervision of a certificated parachute rigger. The person making the next jump (including a tandem parachutist in command, but not the passenger parachutist) may also pack the main parachute. (See § 65.111(b).)
15. PARACHUTE REPAIRS.
a. Major Repairs. A major repair as defined in § 1.1 is a repair that if improperly done might appreciably affect airworthiness.
b. Minor Repair. A minor repair is a repair other than a major repair.
c. Major or Minor Repair Determination. When there is a question about whether a particular repair is major or minor, follow the manufacturer’s instructions.
(1) If the procedure calls for a master rigger, it should be considered a major repair. If the procedure allows for a senior rigger, it should be considered a minor repair. The same kind of repair may be classed as major or minor depending on size or proximity to key structural components. For example, a basic patch may be a minor repair if it is small and away from seams, but may be a major repair if it is large or adjacent to a seam.
(2) The riggers must be aware that any repair on a TSO canopy is a major repair, while replacement of a suspension line on a non-TSO’d main canopy is generally considered a minor repair, even if the identical technique is required for both replacements.
(3) Major repairs may be made only by an appropriately rated master rigger or a manufacturer of approved parachute components. The manufacturer may designate certain repairs to be done only by the manufacturer or the manufacturer’s designee.
16. PARACHUTE ALTERATIONS.
a. Configuration. Alterations are changes to a parachute system configuration that have not been approved by the manufacturer or the manufacturer’s supervising FAA ACO. Examples include removing a deployment device from a reserve canopy, adding harness fittings to permit attaching an additional canopy, using non-standard repair materials or techniques, or installation of a specific make/model AAD, when the manufacturer has not authorized such changes.
Changes that result in an approved configuration are considered repairs (see paragraph 15).
b. Approval. An alteration to an approved parachute system must be done in accordance with approved manuals and specifications and only by those with specific authorization to perform that alteration. Specific approval is not needed for the method of altering a non-TSO’d main parachute canopy. A person seeking authorization to alter an approved parachute system should proceed as follows:
(1) A person qualified to alter a parachute (as listed below) should contact his or her local FAA FSDO inspector to discuss the proposed alteration. The applicant should be prepared to show the inspector the nature of the alteration by using a sample assembly, sketch, or drawing and be prepared to discuss the nature of the tests that will be needed to show that the altered parachute meets all applicable requirements.
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(2) The inspector will review the proposal with the applicant and a plan of action will be agreed upon.
(3) The applicant will then prepare an application, in the format of a letter, addressed to the local FSDO. Attach all pertinent data. The data should include:
(a) A clear description of the alteration.
(b) Drawings, sketches, or photographs, if necessary.
(c) Information such as thread size, stitch, pattern, materials used, and location of altered components.
(d) Some means of identifying the altered parachute (model and serial number).
(4) When satisfied, the inspector will indicate approval by date stamping, signing, and placing the FSDO identification stamp on the letter of application.
(5) Alterations to approved parachutes may be performed only by a certificated and appropriately rated master parachute rigger, a current manufacturer of approved parachute systems or components, or any other manufacturer the Administrator considers competent.
17. MATERIALS USED FOR REPAIRS TO APPROVED (TSO-APPROVED) COMPONENTS.
a. Material Quality. Materials used for repairs to TSO-approved components, including but not limited to fabric, suspension line, tape, webbing, thread, and hardware, must meet the same specifications, requirements, and certifications of the original materials used by the manufacturer.
b. Parachute Fittings. Hardware may be reconditioned and reused, as long as it complies with subparagraph a. However, the plating or re-plating of load-carrying parachute fittings may cause hydrogen embrittlement and subsequent failure under stress unless the plating is done properly. Chrome or nickel-plated harness adjustment hardware may also have a smoother finish than the original and may permit slippage.
ORIGINAL SIGNED by /s/ Raymond Towles for John M. Allen Director, Flight Standards Service
Appendix 1 Page 1 (and 2) APPENDIX 1. TABLE OF LOCATION OF JUMP AUTHORIZATION OR
NOTIFICATION Location of Jump Kind of Authorization Required When to Apply or Notify Where to Apply or Notify 14 CFR Section Reference Over or onto any airport Prior approval (see Note 1) Applicant’s choice Airport management § 105.23 In or into Class E or G airspace ATC notification Between 24 hours and 1 hour prior to jump ATC facility having jurisdiction § 105.25 In or into Class A, B, C, or D airspace ATC authorization (see Notes 1 and 2) Apply before jump ATC facility having jurisdiction § 105.25 Over or within a restricted or prohibited area Prior authorization Apply and receive before jump Controlling agency, as noted on sectional chart § 105.25 Over or into a congested area or open air assembly of persons Submit FAA Form 7711-2, Certificate of Authorization Application 10 working-days prior to jump FSDO having jurisdiction over the area where jump is to be made § 105.21 Note 1: Verbal authorization normally issued.
Note 2: Title 14 CFR part 105, § 105.13 requires radio communication be established prior to jumps in or into controlled airspace.
Appendix 2 APPENDIX 2. OPERATION OF AIRCRAFT WITH DOOR OFF OR MODIFIED FOR
PARACHUTING OPERATIONS
1. Operating Limitations Revision. The previous revision, Advisory Circular (AC) 105-2C, Sport Parachute Jumping, Appendix 2, provided a list of aircraft that have FAA-approved door open or removal procedure authorization with operating limitations. That list did not include all the aircraft currently used in skydiving operations. Instead of continuing with the use of that list, contact your local Flight Standards District Office (FSDO) for information on getting an authorization to operate your aircraft with the door removed and/or a door modified to open/close in flight. Aircraft that have approved procedure and operating limitations in their FAA-approved Aircraft Flight Manual (AFM) or an FAA-approved Supplemental Type Certificate (STC) may operate in accordance with those documents.
2. Operation with Modified or Removed Door. Any aircraft type, utility/normal category model, that has had FAA-approved data used for skydiving operations or door removal can be considered. It is the responsibility of the applicant to supply the FAA aviation safety inspector (ASI) with any data necessary to have his or her aircraft approved to operate with a door removed or a door modified to open/close in flight during jump operations. If the aircraft is altered and operated in accordance with an STC, no other limitations are required.
NOTE: Many aircraft have jump door and/or restraint systems approved by type certificate (TC), STC, or field approval. Aircraft that have not been FAA-approved by TC, STC, or field approval must have the required data to address the alteration from a Designated Engineering Representative (DER), Organization Designation Authority (ODA), or other FAA-approved data.
This data will allow the owner/operator the ability to apply for a field approval or one-time STC for that aircraft.
3. Previously Approved Field Approvals. A previously FAA-approved field approval for jump door, handles, step, and skydiver restraint systems can be presented as data for the field approval process if the FAA-approved data are for the same aircraft make, model, and series (M/M/S).
4. Field Approval Process. Applicants need to follow the latest guidance found in FAA Order 8900.1, Flight Standards Information Management System (FSIMS), Volume 4, Chapter 9, Selected Field Approvals, for a field approval process. This guidance can be referenced at http://fsims.faa.gov. Any changes to the flight manual require FAA and Aircraft Certification Office (ACO) approval. Placards and skydiver restraint systems must be included in the continued airworthiness instructions covering the repair of placards, restraint system components, steps, handles, jump doors, etc. Installation, removal, and inspection of installed equipment will be entered in the aircraft maintenance records, including the inspection checklist for the installation and operational check of restraint systems. All aircraft used in skydive operations will maintain records of all required FAA inspections and/or maintenance programs.
NOTE: For information regarding specific aircraft modified for skydiving operations or STCs, contact the United States Parachute Association (USPA)
Appendix 2 at www.uspa.org, the FAA at www.faa.gov, or your local FSDO or Manufacturing Inspection District Office (MIDO).
Appendix 3 APPENDIX 3. SEATS AND RESTRAINT SYSTEMS
1. Seating Configuration and Restraint System Safety. Not all seating and restraint system configurations used in jump aircraft provide the same level of safety in the event of an emergency landing. This appendix provides general information concerning the relative safety of commonly used seating configurations and restraint systems. These safety assessments are based on available research data and in-service experience.
2. General Information.
a. Quick Release Track Fittings. Single stud quick release track fittings have been shown to release from the track at dynamic loads much lower than their rated strength. Dual stud quick release fittings did not exhibit this behavior in dynamic tests. Therefore, dual stud quick release fittings of the type shown in Figure 1 provide a much more reliable restraint anchorage than single stud fittings.
b. Lap Belts. Lap belts are only effective if there is a solid support surface behind the occupant, such as a seat back, aircraft sidewall, or bulkhead. Otherwise, a tether restraint that attaches to the parachute harness provides more effective restraint.
c. Restraint for Aft-Facing Parachutists. Research has shown that to restrain aft-facing parachutists, the most effective point to attach a tether restraint to a parachute harness is at the junction of the leg straps, main lift web, and the horizontal back strap. Figure 2 illustrates this attachment method, in which the tether loop encircles the junction by passing between the main lift web and the horizontal back strap, and between the upper leg strap and the lower leg strap.
One way to achieve this is to route the tether loop under the upper leg strap, then under the main lift web before latching the loop, as depicted in Figures 3 through 5. Since these two components of the harness are easily assessable by the wearer, this attachment method should not be prone to misuse. It also provides more effective restraint than attaching at other points on the parachute harness since the restraining force is applied near the seated occupant’s center of gravity (CG).
d. Restraint Belts or Tethers. Past experience and testing have shown the validity of attaching a restraint belt(s) or tether(s) to the parachute harness as part of the overall integrated restraint system. However, most if not all parachute harness configurations have not been tested to accept the load vectors that would be experienced during the actual use of this type of restraint configuration.
• Because of this, any parachute harness that has been subjected to actual use as part of an integrated restraint system must be removed from service and inspected by the manufacturer or a parachute rigger designated by the manufacturer to determine the continued airworthiness of the parachute harness.
• If the inspection shows that the harness is Airworthy, it may be returned to service.
3. Specific Seating/Restraint Configuration Information.
a. Side-Facing. Conventional side-facing bench seats employing dual point lap belts are a superior means of carrying parachutists in aircraft large enough to accommodate them. They
Appendix 3 offer the advantages of being simple to use and can be designed to provide significant vertical energy absorption.
b. Rear-Facing Floor Seating.
(1) Restraints are more effective if attached to the floor instead of the sidewall. Only use sidewall attachments if floor attach points are not available.
(2) Effectiveness is increased if overall tether length is kept as short as possible, and the tether attachment to the aircraft is aft of the harness attachment point.
(3) Single point, single tether restraints are not very effective.
(4) Dual point, dual tether restraints offer superior restraint compared to single point, single tether restraints. This restraint method consist of two straps, each connecting the parachute harness to the aircraft floor on both sides of the parachutist as shown in Figures 6, 7, and 8.
c. Rear-Facing on Straddle Bench.
(1) Straddle benches can offer more occupant crash protection than floor seating since they can be designed to provide significant vertical energy absorption.
(2) As with floor seating, restraints are more effective if attached to the floor instead of the sidewall.
(3) Restraint effectiveness is improved if the tether strap is attached to the floor such that it is at an approximately 45-degree angle, as shown in Figure 8.
(4) Single point, single tether restraints are not very effective.
(5) Dual point, dual tether restraints offer superior restraint compared to single point, single tether restraints.