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The rigger must make sure to have the latest revision of the packing instructions, as well as any pertinent service bulletins from the manufacturer or Airworthiness Directives (AD) issued by the Federal Aviation Administration (FAA). The rigger may have a set of packing instructions that specifies a certain method for folding the canopy. However, the manufacturer may have changed the method and issued a revision to the manual or a complete new one. If the rigger is not completely sure that he or she has the latest information, then it is time to use the most valuable tool in their inventory—the telephone. A quick call to the manufacturer is all it takes to get the latest information. Most manufacturers publish their service bulletins in hard copy format and on their website. 

In addition, the Parachute Industry Association (PIA) also has a listing of service bulletins at www.pia.com. It is most important that all riggers make an effort to maintain a comprehensive library of packing instructions and their associated service bulletins. Under Title 14 of the Code of Federal Regulations (14 CFR) part 65, section 65.129(e), the certificated rigger may not “pack, maintain, or alter a parachute in any manner that deviates from procedures approved by the Administrator or the manufacturer of the parachute.” In addition, 14 CFR part 65, section 65.129(f), also states that the certificated rigger may not “exercise the privileges of his certificate and type rating unless he understands the current manufacturer’s instructions for the operation involved.” 

## Component Compatibility 

Once the rigger has all of the current manuals and information, the inspection can continue. This covers not just the canopy but also the entire assembly. In addition to looking for damage or contamination to the system, the rigger must make sure that all of the component parts are compatible and approved by the manufacturer. Figure 5-2  shows a sample parts list for a typical sport parachute, having dual parachutes in a single-harness system (a piggyback). This parts list delineates exactly what parts are used in the assembly of the system. The rigger should check each component part and its identifying label or stamp against the parts list. Mismatched component parts are among the most frequent problems found in the field. Many riggers are under the impression they can freely interchange component parts, but this may be done only within certain limits. Paragraph 11(a) of Advisory Circular (AC) 105-2, Sport Parachute Jumping, states: “The assembly or mating of approved parachute components from different manufacturers may be made by a certificated and appropriately-rated parachute rigger or parachute loft 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.” In Figure 5-2 , note the bold print at the bottom of the page: “NO SUBSTITUTION OF COMPONENT PARTS IS AUTHORIZED!” This manufacturer specifically states that you cannot use anything other than Original Equipment Manufacturer (OEM) parts. Substituting other parts places the rigger in violation of the Code of Federal Regulations (CFR). 

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A common problem found in the field concerns reserve ripcords. Several manufacturers of sport rigs use a one-pin ripcord with a mini trapezoidal handle and a cable length 27–29 inches long. Depending on the actual container it goes into, it is possible to use one manufacturer’s ripcord in another container as long as the rigger feels there is sufficient excess cable for safety reasons. 

However, imagine one ripcord is 27 inches overall and is used in a system that is approved under Technical Standard Order (TSO) C-23b and is rated at 300 pounds. Another ripcord is 28 inches overall and is used in a system approved under TSO C-23c and is rated at 600 pounds for use with a Reserve Static Line (RSL) installation. The problem here is the mating of different TSO standard components. Installing the first ripcord in the second container with an RSL lanyard may be degrading the safety aspect of the system. So how does the rigger tell which is which? The ripcord approved under TSO C-23b has minimal markings, perhaps only a 

