With 250 pounds under a 22-foot diameter canopy, the pilot probably drops from the sky at an excessive rate of descent. A common assumption in this situation is that it is unlikely he needs to use the parachute, but if he does, will it save his life?

There is no service life on the parachute; it may be considered airworthy as long as it meets its TSO. While the parachute appears to be in good condition, there are not many non-destructive tests available to the parachute rigger in the field to make this determination. It may be possible to drop test the parachute, but the cost would probably outweigh the value of the system. It is up to the parachute rigger to make the determination as to the airworthiness of the parachute system. When the parachute rigger seals the parachute and signs the data card, the rigger is saying it is ready, thereby putting the customer’s life on the line.

What should the parachute rigger do? This is not just a theoretical situation—it is one that has been experienced many times by many parachute riggers. All of the above information plus economic factors complicate the parachute rigger’s decision. If the rigger does not pack the parachute, the pilot may take it down the road to another parachute rigger for a second opinion who may not have the same standards. An added factor is liability exposure. If the parachute rigger signs off on a questionable parachute and an accident occurs later, the rigger may be exposed to disciplinary action from the Administrator in addition to civil action in the courts. There are no hard and fast rules in these situations, but instead the parachute rigger must exercise the best judgment he or she can summon based on experience and the information at hand.

Most professional parachute riggers would refuse to pack the parachute described in the scenario above due to the age of the parachute, the size of the individual, and the potential use parameters. The conscientious rigger should give the pilot all of the facts concerning permissible exit weights and speeds and probable system performance, or lack thereof. Perhaps the pilot can be convinced to purchase a more appropriate emergency parachute, one that is certified for higher weight and speeds.

This first chapter summarized the need-to-know areas of 14 CFR and familiarized the rigger candidate with the 8610-2 Rating Application and other pertinent documents. Become familiar with 14 CFR online at http://www.ecfr.gov/cgi-bin/text-idx?SID=ea18c91ab7072a02b2cefba39393ebfc&tpl=/ecfrbrowse/Title14/14tab_02.tpl. There is an overview of the rigger’s responsibilities, limitations, and currency requirements. Becoming a well-rounded parachute rigger is a serious undertaking and requires independent study and determination to learn the history of parachutes, as well as current methods and materials.

The most important thought to keep in mind with regard to parachute rigging is that the purpose of the 180-day inspection and repack cycle is to inspect the parachute and all of its sub-assemblies, as well as the harness/container system and all of its sub-assemblies. Almost any parachute could theoretically remain packed for years and still open and function normally if stored in a perfect environment, as long as all the materials were chemically stable. History has shown however, that in rare instances fabrics can break down spontaneously and their chemical makeup can change, possibly compromising the integrity of the entire system. Therefore it is imperative that a thorough inspection is done on a frequent and regular basis by a competent rigger prior to repack. The conscientious rigger is the ultimate safety net between the jumper and the ground.