Canadian Rail Operating Rules (CROR) Qualification

Correct: According to 14 CFR Section 65.131, each certificated parachute rigger is required to maintain a record of the packing, maintenance, and alteration of parachutes for at least 2 years after the date the work is performed.

Incorrect: Suggesting a twelve-month timeframe fails to meet the minimum legal standard established for safety oversight and regulatory compliance. Recommending a five-year retention period imposes an unnecessary administrative burden that exceeds the specific requirements mandated by the FAA. Selecting a three-year period is inconsistent with the specific biennial cycle defined in the federal aviation regulations for rigger record-keeping.

Takeaway: FAA regulations require parachute riggers to maintain records of their work for a minimum of two years.

Correct: Under 14 CFR Part 65.129, a certificated parachute rigger may not exercise the privileges of their certificate unless they have available and use the current manufacturer’s instructions or other data approved by the FAA Administrator. This ensures that all maintenance, inspections, and packing are performed using the most up-to-date safety information and technical specifications provided by the entity responsible for the equipment’s design and certification.

Incorrect: Relying on owner consent or the absence of visible wear is insufficient because federal regulations mandate the use of specific technical data regardless of the equipment’s apparent condition. Choosing to prioritize Advisory Circulars over manufacturer bulletins is incorrect because Advisory Circulars are typically non-regulatory and informative, whereas manufacturer instructions are often required to maintain the airworthiness of the specific component. The strategy of deviating from instructions based on personal judgment or functional tests is a violation of the requirement to follow approved data, as individual riggers do not have the authority to override manufacturer-specified maintenance procedures.

Takeaway: Parachute riggers must strictly adhere to the most current manufacturer instructions or FAA-approved data to maintain regulatory compliance and airworthiness.

Correct: Under FAA TSO-C23 standards, reserve parachute assemblies must undergo rigorous structural strength tests to ensure a margin of safety. This requires the assembly to be drop-tested at 120 percent (a 1.2 factor) of the manufacturer’s specified maximum operating weight and maximum operating speed. This test ensures that the canopy, lines, and harness can withstand the extreme shock loads of an emergency deployment without structural failure or permanent deformation that would compromise safety.

Incorrect: Relying on standard terminal velocity for a fixed weight of 170 pounds is incorrect because it fails to account for the specific maximum operating limits defined by the manufacturer for that particular model. Focusing only on component tensile strength in a laboratory setting is insufficient because it ignores the complex dynamic stresses and friction-related heat generated during a high-speed deployment of the integrated assembly. Opting for human test jumps at maximum placard limits is not the standard for structural certification because it does not provide the required 1.2 safety factor and would pose an unacceptable risk to the test jumper during the overload phase.

Takeaway: FAA TSO-C23 certification requires reserve parachutes to pass structural strength tests at 1.2 times the maximum operating weight and speed limit.

Correct: Under FAA TSO-C23 standards and 14 CFR Part 45, every reserve parachute canopy must be permanently marked with essential data. This includes the manufacturer’s name, part number, and the TSO designation to ensure traceability and verify compliance with safety standards.

Incorrect: Using temporary adhesive labels fails to meet the FAA requirement for permanent marking throughout the service life of the canopy. The strategy of only marking the harness or the packing data card is inadequate because the canopy is an independent certified component. Opting to weave information into the fabric pattern is not a regulatory requirement and does not align with standard industry marking practices.

Takeaway: FAA TSO-C23 requires all reserve parachute canopies to be permanently marked with manufacturer and certification data for traceability and airworthiness verification.

Correct: A centered apex vent is the primary design feature used to stabilize round parachutes. By allowing a constant, controlled stream of air to escape through the top of the canopy, it prevents the high-pressure air trapped underneath from spilling over the skirt. This spilling is the fundamental cause of the pendulum effect or oscillation seen in non-vented or poorly vented round canopies.

Incorrect: Choosing to use zero-porosity fabric would actually worsen the stability of a round canopy because it forces all air to escape around the edges, increasing oscillation. The strategy of using internal cross-ports is a design characteristic of ram-air parachutes used to equalize pressure between cells and is not applicable to single-surface round canopies. Relying on longer suspension lines might change the frequency of the swing but does not address the aerodynamic root cause of air spilling over the canopy skirt.

Takeaway: Apex vents stabilize round parachutes by providing a controlled air exit that prevents the oscillation caused by air spilling over the edges.

Correct: Proper emergency response for flammable spills involves prioritizing personnel safety through immediate evacuation of the area, using specific non-reactive absorbents to prevent the spread of the liquid, and following the SDS for ventilation requirements to mitigate fire and inhalation risks.

Incorrect: The strategy of flushing the area with water is dangerous as it can spread flammable liquids across a larger surface area and contaminate local water systems. Choosing to cover the spill with a tarp is ineffective because it traps hazardous vapors and fails to remove the chemical hazard from the environment. Relying on a standard vacuum cleaner is extremely hazardous because electrical sparks from the motor can ignite flammable vapors, potentially leading to a fire or explosion.

Takeaway: Emergency spill response in a rigging facility must follow Safety Data Sheet protocols to ensure containment and prevent ignition of flammable materials.

Correct: In steady-state, unaccelerated flight, the sum of all forces acting on the parachute system must be zero. For a gliding ram-air canopy, the total aerodynamic force is the vector sum of lift and drag. This resultant force must be equal in magnitude and opposite in direction to the weight vector to maintain a constant velocity and glide angle.

Incorrect: The strategy of requiring drag to exceed weight is incorrect because such an imbalance would cause the system to decelerate or move upward rather than maintaining a steady descent. Focusing only on lift being equal to weight is a misconception derived from level powered flight; in a gliding descent, lift is only one component of the aerodynamic force balancing weight. Choosing to define weight as acting perpendicular to the flight path is physically inaccurate, as gravity always acts vertically toward the Earth regardless of the parachute’s glide slope.

Takeaway: In steady-state descent, the resultant of all aerodynamic forces must perfectly balance the total weight of the system.

Correct: The slider serves as a reefing device designed to restrict the canopy’s expansion until the jumper’s velocity has decreased. If the slider is not seated firmly against the stops at the top of the lines, it cannot effectively delay the air intake into the cells. This results in an extremely fast, high-G opening that can cause structural damage to the parachute or serious injury to the jumper.

Incorrect: Assuming a permanent hang-up occurs misinterprets the physics of slider movement, as a slider positioned lower on the lines actually facilitates faster expansion rather than preventing it. The idea that deployment altitude increases due to drag is incorrect because the slider’s position affects the rate of expansion rather than the vertical distance of the deployment bag’s travel. Suggesting canopy inversion occurs due to tail-first inflation misidentifies the cause of inversions, which are typically related to line routing or packing symmetry rather than slider seating.

Takeaway: Correct slider placement against the stops is vital for maintaining the reefing period and ensuring safe canopy opening forces.

Correct: FAA regulations and the Parachute Rigger Handbook require that all components, especially AADs, be maintained in accordance with the manufacturer’s instructions. This includes checking the expiration date of the unit, the battery replacement interval, and any mandatory service bulletins issued by the manufacturer to ensure the device will function correctly during an emergency.

Incorrect: The strategy of manually triggering the cutter is a destructive test that renders the component useless and requires immediate replacement. Attempting to calibrate internal pressure sensors is a task reserved for the manufacturer’s authorized service centers and is beyond the scope of a rigger’s certification. Choosing to apply lubricants to electronic components or cutter housings can lead to contamination, malfunction, or the accumulation of debris, which violates standard maintenance protocols.

Takeaway: Riggers must strictly adhere to manufacturer-specific service life and maintenance requirements to ensure the continued airworthiness of an AAD.

Correct: FAA regulations require that all maintenance and repairs on parachutes be performed in accordance with the manufacturer’s instructions. The maintenance manual provides the specific criteria for what constitutes airworthy fabric and the approved methods for repairing or grounding the equipment.

Incorrect: Applying adhesive patches to a reserve canopy is an unapproved repair method that does not address the structural loss caused by chemical degradation. Relying on subjective manual tension tests is insufficient for determining the airworthiness of life-saving equipment and lacks a standardized metric. Choosing to clean the area without first identifying the source of the degradation may fail to stop the chemical reaction and could potentially introduce moisture-related issues.

Takeaway: Always follow the manufacturer’s maintenance manual when evaluating damage to ensure the parachute meets FAA airworthiness standards.

Correct: A stall occurs when the angle of attack is increased beyond the critical limit, causing the smooth airflow over the upper surface to separate. In a ram-air canopy, if one side of the wing stalls slightly before the other or more severely, the resulting imbalance in lift and drag creates a yawing moment. This leads to autorotation, commonly known as a spin, which is exactly what is described when the canopy drops one side and begins an uncommanded rotation after a full-brake stall.

Incorrect: Focusing on the maximum lift-to-drag ratio is incorrect because that ratio represents the most efficient glide angle, not a point of aerodynamic instability or stall. Attributing the rotation to internal air pressure dropping below ambient pressure describes a canopy deflation or collapse, which is a structural failure of the wing shape rather than the aerodynamic stall/spin sequence described. Suggesting that low wing loading causes a permanent state of induced drag misidentifies the relationship between weight and drag, as induced drag actually decreases with higher airspeeds and lower angles of attack.

Takeaway: A parachute spin is typically triggered by an asymmetric stall when the canopy exceeds its critical angle of attack during flight maneuvers.

Correct: Under 14 CFR part 39, Airworthiness Directives are legally enforceable rules that apply to aircraft and appliances, including parachutes. A rigger must determine if the specific unit is affected by checking the applicability section (usually by model or serial number), perform the required actions exactly as specified, and record the compliance to ensure the equipment remains legal for use.

Incorrect: The strategy of relying solely on manufacturer service bulletins is incorrect because while ADs are often based on bulletins, the AD is the legal requirement and may contain different or additional instructions. Simply conducting a standard periodic inspection is insufficient as ADs address specific unsafe conditions that may not be detectable through routine visual checks. Choosing to seek an AMOC based on a personal assessment of the equipment’s condition is inappropriate because only the FAA can approve such alternatives, and riggers must comply with the AD as written unless a formal AMOC is already granted.

Takeaway: Airworthiness Directives are mandatory federal regulations that require strict adherence to specific inspection or modification protocols and formal documentation.

Correct: Consistent tension and bight length are vital for preventing line dump, where the lines deploy in a disorganized mass. This orderly release ensures that the lines reach full extension before the canopy is released from the bag. Such precision is critical for a safe and stable opening under FAA standards.

Correct: Per 14 CFR Part 65, a parachute rigger must not seal a parachute unless they have personally packed it. If the seal is missing, the parachute’s airworthiness is unverified, requiring a complete inspection and repack to comply with FAA safety standards.

Incorrect: The strategy of installing a seal without reopening the container is prohibited because the rigger must have personally performed the packing to certify it. Relying on an external tactile inspection is inadequate as it does not allow for a comprehensive verification of the internal components. Choosing to use the equipment based only on the packing data card ignores the regulatory requirement for a physical seal to ensure the reserve has not been tampered with.

Takeaway: A reserve parachute must be fully repacked if the required FAA seal is missing or broken.

Correct: Nylon is the preferred material for parachute canopies because it possesses high elasticity, allowing the fabric to stretch and absorb the kinetic energy of the opening shock. This elasticity, paired with high tensile strength, ensures the canopy can withstand the extreme loads of a high-speed deployment without catastrophic failure.

Incorrect: Focusing on low air permeability and thermal stability addresses the descent rate and friction heat but does not account for the mechanical energy absorption required during the peak opening force. Prioritizing high dimensional stability and UV resistance describes characteristics more common in polyester, which lacks the necessary elongation to mitigate deployment shocks effectively. Selecting low moisture regain and chemical resistance is incorrect because nylon is actually sensitive to acid degradation and its primary advantage in this scenario is its mechanical response to stress rather than its chemical inertness.

Takeaway: Nylon’s superior elasticity and tensile strength are critical for absorbing the high-energy opening shocks encountered during parachute deployment.

Correct: According to 14 CFR 65.131, a certificated parachute rigger must maintain a record for each parachute handled that includes the type and make, serial number, owner information, and the date and location of the work.

Incorrect: Relying on descriptive features like canopy color or jump history focuses on operational data rather than the mandatory identification requirements. Simply documenting atmospheric conditions or specific tools used provides technical context but fails to meet the legal standard for identifying the equipment. The strategy of recording jumper weight or aircraft exit data pertains to performance metrics rather than the maintenance and airworthiness records required by federal law.

Takeaway: FAA regulations require riggers to maintain detailed records of all parachute maintenance and packing for at least two years.

Correct: When the strength of parachute fabric is in question due to discoloration, staining, or suspected chemical contamination, the FAA and manufacturers require a physical strength test. This is typically done using a pull test with calibrated clamps to ensure the fabric still meets the minimum tensile strength requirements for its type and certification.

Incorrect: The strategy of applying cleaning solutions is incorrect because chemical agents can further damage synthetic fibers and do not provide a measurable assessment of structural integrity. Relying on ultraviolet light comparison is an ineffective diagnostic tool for tensile strength as it only highlights fluorescence rather than physical durability. Choosing to simply increase the frequency of inspections is a violation of safety standards because any suspected airworthiness issue must be definitively resolved before the parachute is returned to service.

Takeaway: Physical strength testing with calibrated equipment is the only approved method to verify the airworthiness of suspected degraded parachute fabric.

Correct: FAA standards for parachute rigging specify that structural integrity is maintained through specific stitch density, typically measured in stitches per inch (SPI). A seam is generally considered airworthy if it maintains the required SPI and does not have more than two consecutive broken or skipped stitches, as these factors directly impact the tensile strength of the harness.

Incorrect: Relying on color matching or the visual path of the needle fails to account for the mechanical strength provided by stitch density and thread tension. Simply performing a destructive pull test on the fabric is inappropriate for a standard airworthiness inspection and does not validate the specific quality of the seam. Opting for adhesives to treat surface fraying is a cosmetic fix that ignores potential underlying structural failures in the load-bearing thread.

Takeaway: Stitching integrity is verified by measuring stitch density and ensuring the continuity of the thread without excessive broken or skipped stitches.

Correct: Maintaining uniform line stows and consistent tension ensures that the lines pay out one at a time in a controlled, sequential manner. This prevents a phenomenon known as line dump, where multiple stows release simultaneously, which can lead to severe line twists, bag spin, or uneven loading of the canopy during the snatch force phase of deployment.

Incorrect: The strategy of maximizing friction to reduce opening shock is incorrect because excessive friction or overly tight stows can lead to bag lock or damage to the lines and retainers. Focusing on preventing bag rotation within the container misidentifies the function of line stows, as bag stability is primarily managed by container fit and proper closing loop tension. The idea of allowing the canopy to inflate while lines are still stowed is a dangerous misconception; the lines must reach full extension, known as line stretch, before the canopy is released from the bag to prevent catastrophic malfunctions.

Takeaway: Proper line stowage ensures a controlled, sequential deployment that prevents line dump and maintains canopy stability during the opening sequence.

Correct: Under FAA regulations and TSO-C23 standards, any alteration or non-standard repair to a reserve parachute must be approved by the manufacturer or the FAA. This ensures that the component continues to meet the rigorous performance and strength requirements established during the original certification process.

Incorrect: Relying solely on a manual pull test is insufficient because it does not account for the complex aerodynamic loads or the specific certification standards required for life-saving equipment. The strategy of re-classifying the equipment as experimental is not a valid regulatory path for returning a standard-category reserve to service. Choosing to use specific materials and stitch patterns without official authorization fails to meet the legal requirement for approved technical data in parachute maintenance.

Takeaway: Reserve parachute alterations require FAA or manufacturer approval to ensure continued compliance with TSO airworthiness standards.