Parachute Rigger HandbookFAA-H-8083-17A

Appendix A

Technical Documents

66 pagesPages A-1–A-66

PIA TS-100—Standardized Nomenclature for Ram-Air Parachutes ........................................................................A-3

PIA TS-108—Parachute Canopy Fabric Pull Test, Non-Destructive Method ........................................................A-16

TSO C23d—Personnel Parachute Assemblies ........................................................................................................A-24

PIA TS 135—Performance Standards for Personnel Parachute Assemblies and Components...............................A-26

TSO C23c—Personnel Parachute Assemblies.........................................................................................................A-44

TSO C23b—Parachutes ...........................................................................................................................................A-46

TSO C23f—Personnel Parachute Assemblies and Components .............................................................................A-48

NAS 804—Specification–Parachutes ......................................................................................................................A-54

Senior Rigger Training Syllabus..............................................................................................................................A-59

Master Rigger Training Syllabus .............................................................................................................................A-63

Page 1 of 8
PIA Technical Standard 100
Parachute Industry Association Publications
March 27, 2015
Standardized Nomenclature for Ram-Air Parachutes
Introduction

This Technical Standard was adopted by the Parachute Industry Association (PIA) on March 27, 2015. Input concerning revisions and additions should be submitted to:

Parachute Industry Association, Inc.

Attention: Technical Committee Chair
3833 West Oakton Street
Skokie, IL 60076
Telephone: 847-674-9472
Fax: 847-674-9743
Email: TechComChair@pia.com
Definitions

Airlock: On a canopy, a valve which permits air flow more easily in one direction, and restricts airflow in the opposite direction. In most case, airlocks are installed in the nose of the canopy to permit air to enter during deployment and flight, and restrict air from flowing out the nose to ensure better pressurization in turbulent air.

Angle of

Attack: The angle formed between the flight path and the chord line. The Greek letter alpha (α) is used to denote the angle of attack. See Figure 3.

Trim: The angle formed between the horizontal reference line and the trim line. The Greek letter theta (θ) is used to denote the angle of trim. Used instead of the somewhat analogous aircraft term “angle of incidence.” See Figure 1b.

Area, Airfoil Section: The finished cross sectional area of a given rib (airfoil) section. When ribs are not identical, the specific rib must be identified. Used for calculations of pack volume and internal volume of canopy.

Planform: The product of the average chord times the average span of the canopy.

Projected: The area of an inflated canopy as viewed from above, perpendicular to the chord line at the centerline of the parachute. Due to canopy curvature and cell inflation bulging the projected area is always smaller than the planform area.

Aspect Ratio: Span2/Area, which for a rectangular planform reduces to Span/Chord.

Page 2 of 8

Attachment Point: A loop of tape, webbing, or the functional equivalent, for attaching something to the surface of the canopy.

Pilot Chute. An attachment point for the pilot chute or pilot chute bridle, including any reinforcement to reduce the effects of abrasion, and also including any additional rib- or canopyreinforcing tapes intended to distribute the load from the pilot chute to the canopy.

Suspension Line. An attachment point for a suspension line or control line. Some canopies use extensions of rib-reinforcing or flare-reinforcing load tapes to form line attachment points. See also Flare, Suspension Line Attachment.

Cell: The chamber formed by upper and lower surfaces and two adjacent loadbearing ribs.

Channel, Drawstring: A fabric or tape channel that encloses a drawstring, most often found on main canopy sliders.

Pilot Chute Reefing: A channel that runs through the center of the canopy, from upper surface to the lower surface, to allow the pilot chute bridle to connect to the slider.

Chord: The distance from the farthest forward point to the farthest aft point on an airfoil section. If the canopy airfoil sections are not identical, an average chord may be specified. Airfoil dimensions are assumed to be finished dimensions unless otherwise specified. See also Span, and Line (Design), Chord.

Construction, Chordwise: A construction method in which upper and lower surfaces are assembled from panels which run from front to rear (chordwise) and are joined to the ribs and each other using a variety of sewn seams. The most common type of ram-air parachute construction.

Spanwise: A construction method in which the upper and lower surfaces are assembled from panels that run from side to side (spanwise) across the full width of the canopy. Personnel parachutes usually require three or four panels each for the upper and lower surfaces.

Crossports: Holes cut in the rib sections to balance the air pressure between adjacent chambers. Drawstring, Slider: A length of tape or line which may be pulled to collapse or remove a slider after deployment.

Flare, Suspension Line Attachment: An extension of a load bearing rib used on some canopies to distribute suspension line loads along the lower rib seams. A suspension line attachment flare may be integral with the rib or may be sewn to it.

Line (Design), Chord: A line drawn through the farthest forward point and the farthest aft point on an airfoil section. See Figure 3.

Reference, Horizontal: A line drawn at a right angle to the Vertical Reference Line. Usage is equivalent to the practice of using the aircraft longitudinal axis as an aircraft reference line. See Figure 3.

Reference, Vertical: A line drawn through the links and the quarter chord point.

Page 3 of 8

Trim: A line drawn through the farthest forward and farthest aft line attachment points (excluding control line attachment points). See Figure 1b.

Line (Rigging), Cascade: A line attached with one end at the canopy and the other end to an intermediate point of an adjacent line. Contrast with Continuous.

Continuous: A line attached with one end at the canopy and the other end at the riser of connector link. Contrast with Cascade.

Control: A line fastened to the trailing edge of the canopy, used to steer and modulate the forward speed and descent rate of the parachute. Also known as steering or brake line.

Flare: A control line intended primarily for flaring the canopy for landing, but which may also for steering. Also known as Secondary control lines, in which case the remaining control lines are known as Primary control lines.

Brake-Toggle: When a control line is constructed in sections, that portion of the line between the toggle and the deployment set eye (“cat-eye”).

Lower: When a control line is constructed in sections, that portion of the line between the deployment set eye and the upper portion.

Upper: When a control line is constructed in sections, that portion of the line between the canopy and where it converges with other lines attached to the canopy.

Identification System for:

Suspension lines: lettered “A,” “B,” “C,” . . . from front to rear along each load-bearing seam. Numbered from outboard to inboard (outboard lines numbered “1”; see Figure 2a ) or inboard to outboard (lines on center load-bearing seams numbered “1”; see Figure 2b).

Control lines: numbered by rib seam, including non-load-bearing ribs, from outboard to inboard. See Figures 2a and 2b.

Suspension: One of the lines that carries the load from the canopy surface to the risers. Control lines are usually not considered suspension lines.

Pilot Chute Controlled Reefing (PCR): A parachute reefing system that uses the drag of the pilot chute to modulate the opening rate of the canopy.

Planform: The overall shape of the wing as viewed from above, perpendicular to the chord line. Quarter Chord Point: a point on the chord line one quarter of the distance from the nose to the tail of an airfoil.

Removable Deployment System (RDS): A slider variation that permits the slider to be removed and stowed separately after deployment. “Full RDS” is a further variation that also permits the pilot chute, bridle, and deployment bag to be removed and stowed after deployment.

Rib: A section of fabric installed between the upper and lower surfaces of a canopy. Used to establish the airfoil shaped of the canopy. Rib numbering systems (for example, from outboard to inboard, or from inboard to outboard) vary from manufacturer to manufacturer.

Page 4 of 8

Rib, crossbrace: A rib or partial rib installed at an angle other than a 90° angle to the upper and lower surfaces of a canopy.

Rib, loadbearing: A rib to which suspension lines are attached, installed at a 90° angle to the upper and lower surfaces of a canopy.

Rib, non-loadbearing: A rib without attached suspension lines, installed at a 90° angle to the upper and lower surfaces of a canopy.

Rib, stabilizer: A stabilizer-end rib assembly with line attachments along the lower edge. Rigging, Crown: A suspension line length pattern in which all “A” lines are the same length across the span of the canopy, all “B” lines are the same length across the span of the canopy, and similarly all “C” and “D” lines, etc.

Flat: A suspension line length pattern in which the lines in the center of the canopy are shorter than the lines farther outboard. In flight, the center part of the airfoil is flatter and creates more vertical lift than a crown-rigged canopy, which generates lift along the radius of the spanwise arc. Setting, Deployment: The position of the trailing edge when the control lines are pulled down to their deployment position.

Full-Flight: The position of the trailing edge when the control lines are fully extended.

Slider: A parachute reefing device usually consisting of a rectangular section of canopy cloth reinforced on the edges with lightweight webbing or tape, and with a large grommet or D-ring installed at each corner. Sliders may have fabric removed from the rectangular section or may have fabric edge extensions installed to change opening characteristics. Slider variations include:

Domed, with a planform similar to a flat rectangular slider, but with fabric pleated along the edges.

Split, capable of being disassembled into halves after deployment .

Spider, made of two lengths of webbing sewn in an “X,” and usually used with pilot chute controlled reefing. See Pilot Chute Controlled Reefing (PCR).

Removable. See Removable Deployment System.

Slider Bumper: A small device, typically made from vinyl/silicon tubing, Type-4 tape, or Type-12 webbing, installed at the lower end of the suspension lines to prevent damage to the slider grommets caused by the slider contacting the connector links.

Slider Stop: A small piece of rigid material (metal, plastic, phenolic, etc.) normally covered in tape or light webbing, installed on the lower edge of a stabilizer panels to prevent a slider grommet from riding up over the stabilizer material and damaging the stabilizers or the slider.

Slider Stop Chafing Pad: A tape or fabric reinforcement installed on a stabilizer at a slider stop to reduce wear from abrasion.

Soft link: A connector link constructed primarily of fabric or tape.

Span: The distance from one side of a canopy to the opposite side. Measurements taken at various distances aft of the nose will yield different results, Measurements taken across the upper surface will typically be longer than those taken across the lower. An average span, or separate leading and trailing edge dimensions, may be specified. Airfoil dimensions are assumed to be finished dimensions unless otherwise specified. See also Chord.

Page 5 of 8

Stabilizer: A fabric panel installed at the end of a canopy, intended primarily to reduce wingtip vortices (much as an end plate on an aircraft wing), and to provide some directional stability. Some stabilizer designs are ram-air pressurized for additional rigidity.

Tapes, Reinforcement: A tape installed in the canopy to provide additional strength or dimensional stability. Tapes are identified by location.

Cross Tapes: A reinforcing tape that runs spanwise on the upper or lower surface to distribute loads through the canopy. With chordwise construction, a cross tape typically runs from a line attachment point to laterally adjacent line attachment point, although some may run from a suspension line attachment point diagonally to a control line attachment point. With spanwise construction, a cross tape may be rolled into a seam joining spanwise panels.

Leading Edge Tape: A tape applied to or rolled into the leading edge of a upper or lower panel. May be continuous across the span of the canopy.

Line Attachment Reinforcement Tape: A tape sewn chordwise into a seam at a line attachment point.

Load Tape: A tape applied to a rib section and used to distribute the load from a line attachment to the canopy. When applied in a “V” may also be known as a “V-tape.” In some canopies, load tapes may extend through the lower seam to become line attachment points.

Rib Leading Edge Tape: A tape applied to or rolled into the leading edge of a rib section. Trailing Edge Tape: A tape applied to or rolled into the trailing edge seam. Usually continuous across the span of the canopy.

Toggle, Control: A grip attached to the end of the control line to allow the user an adequate handhold on the line. Most commonly consists of a tape/webbing loop or a hard plastic dowel. Typically supplied as part of the container assembly.

Trim: The arrangement of differential line lengths to produce a desired trim angle and anhedral. See also Angle of Trim. See Figures 1a and 1b.

Vent, Lower Surface: An opening in the lower surface to provide an alternate path for pressurization during deployment (“inflation vent”) or depressurization during flight (“accuracy vent”).

Figure 3B. Figure 3A.

Figure 4A.

Figure 4B.

Figure 4C. Figure 4D.

PIA-TS-108.1
15 January 2010
Superseding
PIA-TS-108
12 December 1992
PIA Technical Standard
Parachute Canopy Fabric Pull Test Non-Destructive Method

Disclaimer: Parachute canopy manufacturers may have pull test requirements that differ in methods, procedures, and loads applied. Test procedures specified by the canopy manufacturer takes precedence over the test procedures described in this document. The person performing the pull tests must determine if the canopy manufacturer has a specific method of pull testing their canopy fabric.

Background: The purpose of this test method is to provide a simple, standardized, non-destructive method of verifying the strength of parachute canopy fabric. This test method may be used when no other procedure is specified by the manufacturer. Although this test is intended to be non-destructive, caution should be exercised as this test could damage the fabric, if the fabric is not positioned correctly or is not secured tightly. It may also affect the fabric permeability.

This method is designed to replace the old "Riggers' Thumb Test", first devised in response to the "canopy acid-mesh" discovery in the mid-1980's. It is now the accepted method for all parachutes requiring canopy fabric strength tests. Reasons for testing may include:

Manufacturer’s Service Bulletins (SBs), Airworthiness Directives (AD’s), aging material, chemical contamination, UV exposure or discoloration of a suspicious origin, such as grease. Tools required and possible sources are as follows:

2 ea. Locking Fabric Clamps Figure 1
Para-Gear Equipment Co. 800-323-0437 (P/N S7989)
3839 W. Oakton St. www.para-gear.com
Skokie, IL 60076-3438
Aerostar International, Inc. 605-331-3500 (P/N 51406M)
1814 N. www.aerostar.com
Sioux Falls, SD 57117-5057
Ink, Marking (for parachutes and other textile items)
A-A-59211 (21Jul/98) Supersedes MIL-I-6903C (5Mar/68)
American Writing Ink Co. 781-762-0026

33 Endicott St.

Norwood, MA 02062
Page 1 of 8

PIA-TS-108.1

Strata Blue P/N 7510-00-286-5362 Available in 1 pint container Orange-Yellow P/N 7510-00-634-6583 Available in 1 pint container Hitt Marking Devices, Inc. 714-979-1405

3231 W. MacArthur Blvd. 800-969-6699 (toll free)

Santa Ana, CA 92704 www.hittmarking.com

Sharpie Pen- black 1 ea. Calibrated Spring Scale, 50 lb. (23 kg.) minimum capacity This scale should be calibrated at least once a year to an accuracy of +/- 3 lbs. It should be identified with a serial number and written verification of calibration must be kept on file. An adhesive label (or similar) should be affixed to the scale showing the date calibrated and the date next calibration is due. If the scale is damaged in any manner, such as dropping, it must be pulled from service and tagged as unserviceable until its recalibration.

Test Procedures: The following procedures do not take precedence over a manufacturer’s test procedures for their products. Before testing make sure you have the manufacturer’s most current test procedures.

A minimum of 2 areas should be tested on a canopy, but not less than 2 pull tests on each separate color (1 in the warp direction and 1 in the fill direction). When testing look for areas of contamination and/or discoloration. If possible remain approximately 6 inches (150mm) from any seam.

Proceed as follows:

NOTE: Steps 1 and 2 apply to cases involving acid-mesh pull testing.

Locate the mesh vents in the canopy and determine the fabric areas which are in contact with the mesh when the canopy is packed. These areas are shown as the diagonally shaded lines in typical tri-vent canopies (see FIGURE 2).

Perform one 40 lb. (18 kg.) pull test on each panel of material that comes in contact with the mesh when the canopy is packed. Alternate tests from the warp to fill direction on the panels. This could be as few as four tests or as many as twelve tests on some bias constructed canopies.

CAUTION: Never attach fabric clamps or perform pull tests on the mesh covered areas of any canopy. Extensive damage will result.

NOTE: Steps 3 through 6 apply to all pull tests (not just acid-mesh).

The area to be tested must be visibly marked for future reference. Refer to FIGURE 3 for examples of how to mark the parachute to be tested.

After the marking ink has dried, attach the locking fabric clamps to the ripstop fabric as shown in FIGURE 4. The distance between the clamps should be 3 inches (76.2mm) plus or minus ¼ Page 2 of 8

PIA-TS-108.1 inch (6.35mm) and the clamps must be aligned so that the ripstop pattern is parallel (not on bias) to the edge of the jaws. Lock the clamps VERY SECURELY. This will prevent slippage and possible damage to the fabric.

NOTE: If the area to be tested is too small to allow 3 inches (76.2mm) plus or minus ¼ inch (6.35mm) between the jaws of the fabric clamps (such as the apex area of a round canopy), the distance between the jaws may be reduced to 2 inches (50.8mm) plus or minus ¼ inch (6.35mm).

Secure one clamp to the packing table or other object which will allow a sufficient load to be applied without movement of the fabric clamp. Attach the spring scale hook to the other fabric clamp and apply the load very smoothly and steadily. Hold the load for 3 seconds.

Record test results on the tested areas in contrasting ink as shown in FIGURE 5. Information should include the following:

The amount of loading pulled to in pounds or kilograms

The date tested

The word PASS or FAIL

The name and certificate number of the individual performing the test.

After completing the tests record the information in your rigger logbook and on the packing data card.

(THIS SPACE LEFT INTENTIONALLY BLANK)
Page 3 of 8

PIA-TS-108.1

NOTE: This method uses either the corners of the box (above) or the dots (below) as guides for the fabric clamps.

LB/KG PULL TEST:

DATE:

RIGGER’S NAME AND CERTIFICATE NUMBER

Examples of canopy markings

FIGURE 3

NOTE: Use only a rubber stamp and approved ink or a black Sharpie™ pen to mark the areas to be tested. Do not use a ballpoint pen, pencils or similar items to mark the test area. This could result in damaging the fabric being tested.

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PIA-TS-108.1

40 LB PULL TEST: PASSED DATE: 14 JUN 2009 MASTER RIGGER: JOE RIGGER 1234567

Example of completed test FIGURE 5

Department of Transportation
Federal Aviation Administration
Aircraft Certification Service
Washington, DC
TSO-C23d
Date: 6/1/94
Technical Standard Order
Subject: TSO-C23d, PERSONNEL PARACHUTE ASSEMBLIES

Applicability.

(1)

Minimum Performance Standards. This technical standard order (TSO) prescribes the minimum performance standard that personnel parachute assemblies must meet in order to be identified with the applicable TSO marking. New models of personnel parachute assemblies that are to be so identified and that are manufactured on or after the date of this TSO must meet the standards set forth in Society of Automotive Engineers, Inc. (SAE) Aerospace Standard (AS) Document No. AS 8015B, “Minimum Performance Standards for Parachute Assemblies and Components, Personnel,” dated July 7, 1992.

Marking. Each personnel parachute assembly or separate sub-assembly must be marked in accordance with 14 CFR part 21, section 21.607(d) and paragraph 4.2 of SAE AS 8015B. This marking requirement applies to any previously approved major component/subassembly used in this TSO.

Data Requirements.

(1)

In addition to the requirement in part 21, section 21.605, the manufacturer shall furnish the manager of the Aircraft Certification Office (ACO), FAA having geographical purview of the manufacturer’s facilities, one copy each of the following technical data:

(i)

A complete description of the personnel parachute assemblies, including detail drawings, material identification and specifications. (ii) Operating instructions and limitations, to include donning, retention, adjustment, and deployment.

(iii) Installation instructions and limitations.

(iv) A report of the tests conducted in accordance with SAE AS 8015B for qualification and approval of personnel parachute assemblies.

DISTRIBUTION: ZVS-326; A-W(IR)-3; A-X(CD)-4; A-FFS-7, 8(LTD); A-X(FS)-3;

AFS-600 (2 cys); A-FAC-0(MAX)

TSO-C23d 6/1/94
Page 2

(v)

Detailed maintenance instructions, including specific guidance on the limits of wear and damage permissible to webbing material that would warrant replacement. (vi) The quality control inspection and functional test specification to be used to ensure each production article complies with this TSO, as required by part 21, section 21.605(a)(3) and part 21, section 21.143(a)(3).

(2)

The manufacturer must furnish to the user of the article one copy of the data and information specified in paragraphs c(l)(ii) and c(l)(v). This data and information is necessary for proper installation and use and for continued airworthiness of the product or article.

“The conditions and test required for TSO approval of this article are minimum performance standards. It is the responsibility of those desiring to install the article either on or within a specific type or class of aircraft to determine that the aircraft installation conditions are within the TSO standards. The article may be installed only if further evaluation by the applicant (user/installer) documents an acceptable installation and is approved by the Administrator.”

Availability of Referenced Documents.

(1)

Copies of SAE AS 8015B may be purchased from the Society of Automotive Engineers, Inc., Department 331, 400 Commonwealth Drive, Warrendale, PA 15096.

(2)

Federal Aviation Regulations, part 21, subpart O, may be purchased from the Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402-9325.

(3)

Advisory Circular 20- 110, “Index of Aviation Technical Standard Orders,” may be obtained from the U.S. Department of Transportation, General Services Section, M-443.2, Washington, DC 20590.

/S/ John K. McGrath
Manager, Aircraft Engineering Division
Aircraft Certification Service

PIA TS 135

PIA TS-135, Revision 1.4, Issued April 22, 2010, Page 1 of 18 DISTRIBUTION STATEMENT: All Rights Reserved. No Part of this publication may be reproduced without prior written permission from Parachute Industry Association. PIA Headquarters, Parachute Certification Standards Committee, 3833 West Oakton Street, Skokie, IL 60076 Phone: 847-674-9742 Fax: 847-674-9743 or website www.pia.com for contact details.

Disclaimer: This document is published by the PIA to provide technical and engineering standards that can be used by reference by all those who may benefit from them. The use of this document is entirely voluntary, and its applicability and suitability for any particular use, including any patent or trademark infringement arising there from, is the sole responsibility of the user. There may be errors, especially in numbers. PIA disclaims any responsibility for accuracy. The PIA reviews each technical publication periodically, at which time it may be reaffirmed, revised, or canceled. The PIA invites your written comments and suggestions. Copyright © 2010 Parachute Industry Association.

Parachute Industry Association (PIA)
TECHNICAL STANDARD 135
PERFORMANCE STANDARDS
FOR
PERSONNEL PARACHUTE ASSEMBLIES
AND
COMPONENTS

SCOPE:

This document defines the performance standards for personnel parachute assemblies (and components thereof) to be carried in aircraft for emergency use by aircrew and those reserve parachutes worn by parachutists for intentional jumping.

This document covers three types of personnel carrying parachute assemblies and the operating limitations for each:

1.1 PARACHUTE TYPES:

1.1.1 Single harness reserve parachute assembly.

1.1.2 Single harness emergency parachute assembly.

1.1.3 Dual harness reserve parachute assembly.

1.2 MAXIMUM OPERATING LIMITS, GENERAL:

1.2.1 A single harness parachute assembly (or components thereof) may be certified for any maximum operating weight and for any maximum pack opening speed equal to or greater than 150 KTAS

(277.8 km/h).

1.2.2 A dual harness reserve parachute assembly (or components thereof) may be certified for any maximum operating weight greater than 500 lb (227.3 kg) (with 250 lb (113.6 kg) in each harness) and any maximum pack opening speed equal to or greater than 175 KTAS (324.1

km/h). Note that the maximum operating weight need not be the same for each harness.

PIA TS 135

PIA TS-135, Revision 1.4, Issued April 22, 2010, Page 2 of 18 DISTRIBUTION STATEMENT: All Rights Reserved. No Part of this publication may be reproduced without prior written permission from Parachute Industry Association. PIA Headquarters, Parachute Certification Standards Committee, 3833 West Oakton Street, Skokie, IL 60076 Phone: 847-674-9742 Fax: 847-674-9743 or website www.pia.com for contact details.

1.3 LIST OF TECHNICAL STANDARDS, TABLES AND FIGURES:

Figure 1 Multiplier Factors for Structural Overload Testing

Figure 2 Functional Direct Drop Tests Required per 4.3.8.1

Table 1 Data Marking Requirements

Table 2 Human Factors and Actuation Force Tests – Primary Actuation

Device/Ripcord

Table 3 Performance Test Requirements

Table 4 Performance Test Requirements for Component Qualification

DEFINITIONS AND GENERAL REQUIREMENTS

2.1 GENERAL DEFINITIONS:

For the purposes of this document, the following definitions are used:

“Administrator” – The FAA Administrator or equivalent chief executive of the cognizant agency and/or his designated subordinate personnel and/or designated subordinate organization acting on his behalf and with his authority in the matter concerned.

"Airspeed, Calibrated" (KCAS) means the indicated airspeed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level.

"Airspeed, Equivalent" (KEAS) means the calibrated airspeed of an aircraft corrected for adiabatic compressible flow for the particular altitude. Equivalent airspeed is equal to calibrated airspeed in standard atmosphere at sea level.

"Airspeed, Indicated" (KIAS) means the speed of an aircraft as shown on its pitot static airspeed indicator calibrated to reflect standard atmosphere adiabatic compressible flow at sea level uncorrected for airspeed system errors.

“Airspeed, True” (KTAS) – means the airspeed relative to undisturbed air. True airspeed is equal to equivalent airspeed multiplied by (0/) ½. where conditions and is the air density at the local altitude.

"Approved", unless used with reference to another person, means approved by the Administrator for use within the limits specified by the manufacturer and verified by compliance with the requirements of this standard.

“Canopy”- The part of the parachute that opens up and fills with air and provides the lift and/or drag required to decelerate the payload to the desired value.

“Certified”, unless used with reference to another agency, means certified by the cognizant agency as having met the requirements of this standard.

“Cognizant Agency” – The governmental agency or other organization tasked with oversight or regulation of aviation activities within a given geographical area or country. e.g. the Federal Aviation Administration (FAA) within the United States, the Joint Airworthiness

Authorities (JAA) within the European Union and similar agencies worldwide. In some cases, the cognizant agency may delegate part or all of its authority to a subordinate agency such as a national aero club.

“Drogue” – A small aerodynamic decelerator towed behind a falling body to slow its velocity.

“Manufacturer” – The person (or business/corporate entity) who controls the design and quality of the article produced including the parts of them, and any processes or services related to them that are procured from an outside source.

“Main Assisted Reserve Deployment (MARD) device” – An automatically releasable connection between the main parachute and the reserve deployment system which uses a malfunctioned main canopy to speed reserve deployment upon breakaway.

PIA TS 135

PIA TS-135, Revision 1.4, Issued April 22, 2010, Page 3 of 18 DISTRIBUTION STATEMENT: All Rights Reserved. No Part of this publication may be reproduced without prior written permission from Parachute Industry Association. PIA Headquarters, Parachute Certification Standards Committee, 3833 West Oakton Street, Skokie, IL 60076 Phone: 847-674-9742 Fax: 847-674-9743 or website www.pia.com for contact details.

"Parachute" means a device used or intended to be used to retard the fall of a body or object through the air.

“Parachutist in Command” – means the person making a tandem jump who:

(1)

Has final authority and responsibility for the operation and safety of the jump;

(2)

Has been designated as parachutist in command before the jump; and

(3)

Holds the appropriate rating for the conduct of the jump.

“Passenger parachutist” means a person who boards an aircraft, acting as other than the parachutist in command of a tandem parachute operation, with the intent of exiting the aircraft while in-flight using the forward harness of a dual harness tandem parachute system to descend to the surface.

2.1.1 MAJOR COMPONENTS:

For purposes of this document a parachute assembly normally, but not exclusively, consists of the following major components:

Deployment control device such as a sleeve, bag, diaper, or functional equivalent.

Deployment initiation device (pilot chute, drogue, or functional equivalent) and bridle.

Canopy(s) including suspension lines, reefing device, and connector links (if used).

Riser(s), when not integral with harness and/or canopy.

Stowage container(s) or stowage pack(s).

Harness (es).

Primary actuation device (ripcord or functional equivalent).

Reserve static line.

Drogue canopy and bridle (if used with reserve and/or emergency parachutes).

Drogue release device (if used with reserve and/or emergency parachutes).

2.1.2 SINGLE HARNESS RESERVE PARACHUTE ASSEMBLY:

A certified parachute assembly that is worn in conjunction with a main parachute assembly and used by one person for premeditated jumps. This includes, as applicable, the reserve deployment initiation device, deployment control device, canopy, risers, stowage container, harness, primary actuation device, and reserve static line.

2.1.3 DUAL HARNESS RESERVE PARACHUTE ASSEMBLY:

A certified parachute assembly used for premeditated jumps by two people: a parachutist in command and a second parachutist (each in his/her own harness), utilizing one main parachute assembly and one reserve parachute assembly. This assembly includes, as applicable, the reserve deployment initiation device, deployment control device, canopy, risers, stowage container, harness, primary actuation device, and reserve static line.

2.1.4 MAIN PARACHUTE ASSEMBLY:

A non-certified parachute assembly that is worn in conjunction with a certified reserve parachute assembly as the primary parachute (the one intended for use) for premeditated jumps. The main parachute assembly shall consist of the main container and all associated parts of the main parachute that are not permanently attached to the certificated harness assembly.

2.1.5 SINGLE HARNESS EMERGENCY PARACHUTE ASSEMBLY:

A certified parachute assembly that is worn by one person for emergency, (unpremeditated) use only. This assembly includes, as applicable, the deployment initiation device, deployment control device, canopy, risers, stowage container, harness, and primary actuation device.

PIA TS 135

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2.1.6 FAILURE OF A PARACHUTE ASSEMBLY OR COMPONENT:

The term “failure” in this document shall mean any change in a component or assembly that adversely affects its airworthiness. However, the use of consumable, frangible or single use parts shall be permitted in all assemblies and shall not be considered a failure if they function as designed.

2.1.7 FUNCTIONALLY OPEN:

Functionally open shall mean a parachute sufficiently deployed and inflated to provide a rate of descent of not more than 24 ft/s (7.3m/s). This condition may be demonstrated by video, film or electronic data of the test in a manner determined by the manufacturer.

2.1.8 RESERVE STATIC LINE (RSL):

A device connected to the main parachute assembly that is capable of actuating the reserve parachute assembly following a breakaway from the main canopy.

2.1.9 MAIN PARACHUTE BREAKAWAY DEVICE:

A device used by the parachutist in command to separate the main parachute from the harness of a single or dual-harness reserve parachute assembly. The parachutist in command shall be able to operate the main parachute breakaway device for dual harness reserve parachute assemblies.

2.1.10 MAXIMUM OPERATING WEIGHT (MOW):

The maximum operating weight is the total (gross) weight of all individuals or dummies and their equipment including the parachute assembly itself. MOW is also known as the “placard weight”.

2.1.11 MAXIMUM PACK OPENING SPEED (MPOS):

The maximum pack open speed in KTAS (knots true airspeed) is the maximum speed at which the (reserve/emergency) parachute pack (container) is designed to be opened. This definition specifically allows for the wearing of parachutes in freefall and/or in aircraft at speeds higher than the maximum pack opening speed. MPOS is also known as the “placard speed”.

NOTE: In order to provide an inherently greater margin of safety without requiring that tests be conducted at all possible altitudes, all test conditions in this document are stated in KEAS and that all maximum pack opening speeds are stated in KTAS. In the event that a manufacturer elects to conduct further testing at higher altitudes, the placard limits may be changed to reflect any test conditions successfully conducted.

2.1.12 MINIMUM OPERATING WEIGHT (MinOW)

The minimum operating weight is the lowest allowed total (gross) weight of an individual or dummy (or all individuals or dummies in the case of a tandem) and their equipment including the parachute assembly itself. The MinOW shall be specified by the manufacturer and may be any weight demonstrated to be appropriate by the manufacturer for the system.

2.1.13 SERVICE LIFE RESTRICTED ITEMS:

Materials or products that, by design, are service life restricted for any reason (environmental, structural, chemical, etc.) may be used in any manner chosen by the manufacturer. Each such item must be marked in a manner that will allow maintenance personnel to determine the serviceable status of the part.

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MATERIALS AND WORKMANSHIP:

Materials and workmanship shall be of a quality that documented experience and/or tests have conclusively demonstrated to be suitable for the manufacture of, and appropriate for the intended use in, personnel parachute assemblies. All materials shall remain functional for storage from -40 to +200F (-40 to +93.3 C), and from 0 to 100% relative humidity. All plated ferrous parts shall be treated to minimize hydrogen embrittlement.

DETAIL REQUIREMENTS

4.1 DESIGN AND CONSTRUCTION:

4.1.1 MATERIALS:

All materials shall be designed to support the proof loads specified in the applicable specification, drawing, or standard, without failure. In the absence of an applicable specification, drawing, or standard for a particular material, successful completion of the qualification tests listed under section 4.3 shall be considered adequate evidence of suitability.

4.1.2 STITCHING:

Stitching shall generally be of a type that will not ravel when broken. Note that this is not required for consumable or frangible parts.

4.1.3 MAIN PARACHUTE ASSEMBLY:

When installed but not deployed, the main parachute assembly shall not interfere with the proper function of the reserve parachute assembly. Ref: Table 2

4.1.4 PRIMARY ACTUATION DEVICE/RIPCORD:

The primary actuation device/ripcord, including all joints, shall withstand the test loads of 4.3.2

without failure. The primary actuation device/ripcord shall meet the human-factors requirements of 4.3.3., if applicable.

4.1.5 RESERVE STATIC LINE (RSL):

The reserve static line, if used, including all joints shall withstand the test loads of 4.3.2 without failure and shall meet the functional requirements of 4.3.8.2.

4.1.6 HARNESS RELEASE:

The harness shall be so constructed that, after landing, the parachutist can separate himself from the main and reserve canopies and/or harness assembly unaided. On a dual harness, reserve parachute assembly, the parachutist in command must be able to separate himself and the second parachutist from the reserve canopy and/or harness assemblies unaided.

4.1.7 DROGUE PARACHUTE ASSEMBLY & RELEASE:

For reserve or emergency parachute assemblies, incorporating a drogue, the drogue release shall be tested at an equivalent force to the drag force generated at the MOW and MPOS.

The human release force shall not be less than 5 lbf (22.2N) and must not exceed 22 lbf (97.9N).

The release shall meet the human-factors requirements of 4.3.3.

4.1.8 DATA CARD POCKET; STOWAGE CONTAINER:

The stowage container shall be provided with a parachute data card pocket constructed such that the card will not be easily lost and will be readily accessible, when the parachute is packed in the container.

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4.2 MARKING REQUIREMENTS:

Marking requirements are listed in Table 1.

NOTE: The data items listed in Table 1 need not be marked at the same location on the component as long as all of the pertinent information is permanently marked.

4.2.1 MARKING, STOWAGE CONTAINER - OPERATING LIMITS:

The minimum and maximum operating limits in Table 1 shall be marked/placarded on or attached to the outside of the parachute stowage container (pack). The marking/placard may refer to the owner‟s manual for the minimum operating weight. The lowest maximum operating weight of any component in the assembly (canopy, harness, etc.) and the lowest maximum pack opening speed of any component (canopy, harness, etc.) shall be marked on the outside of the stowage container (pack) in such a location as to be readily available to the user during donning of the parachute assembly and subject to a minimum of obliteration during use.

This information may alternately be placed in a pocket marked with the legend „Operating

Limitations Inside‟; the pocket must be readily available to the user during donning of the parachute assembly and subject to a minimum of obliteration during use.

NOTE: The maximum pack opening speed and minimum and maximum weight markings shall be in a block typeface, in a minimum size of 0.375 inch (9.5 mm) tall (27 point type). The other information required by Table 1 may be marked in another location, if desired.

4.2.2 MARKING, CANOPY - STATEMENT OF USE:

Each certified canopy shall be marked to show its approved use as follows:

4.2.2.1 “Single Harness Emergency Parachute Canopy”
“Single Harness Reserve Parachute Canopy”
“Single Harness Emergency/Reserve Parachute Canopy”
“Dual Harness Reserve Parachute Canopy”

4.2.2.2 Each canopy (single harness types only) that has not been tested in accordance with the breakaway tests of Section 4.3.8.2 shall be marked as follows:

“LIMITATION: May not be used with main parachute breakaway device”.

4.3 QUALIFICATION TESTS:

The minimum performance standards listed in Tables 2, 3 and 4 shall be met. There shall be no failure to meet any of the requirements during the qualification tests of this section. In case of a failure, the cause must be found, corrected, and all affected tests repeated.

4.3.1 PACKING METHOD:

The packing method must be specified and the identical packing method must be used for all of the functional and structural tests.

4.3.2 PRIMARY ACTUATION DEVICE/RIPCORD TEST:

(a)

The ripcord, including all joints, shall not fail under a straight tension test load of 300-lbf

(1337.7 N) applied for not less than 3 seconds.

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(b)

If the reserve is to be static line actuated by releasing the main canopy, the reserve static line, if used, must not fail under a straight tension test load of 300-lbf (1334.5 N) applied for not less than 3 seconds.

(c)

If the reserve ripcord is to be static lined from an aircraft the reserve ripcord/static line, must not fail under a straight tension test load of 600-lbf (2668.9 N) applied for not less than 3 seconds.

(d)

Rigid pins, if used, shall not yield under a load of 8-lbf (35.6 N) applied to the cable (or equivalent) perpendicular to the axis of the pin, for not less than 3 seconds. The pin shall be supported for 0.5 in (12.7-mm) maximum at the end farthest from the cable attachment. All

4.3.3 human factors tests shall be performed using a primary actuation device/ripcord that has passed this test.

4.3.3 HUMAN FACTORS AND ACTUATION FORCE TESTS:

An anthropometrically diverse group of individuals (consisting of a representative group of no less than 3 males and 3 females) from the intended user group shall be employed for all human factors tests in 4.3.3. All individuals shall be able to operate the subject device without any undue difficulty. Table 2 lists the required test conditions and number of tests for each particular component. Additional information for the component tests is listed below.

TESTS: Under normal design operating conditions, all devices tested under this paragraph shall result in a positive and quick operation of the device within the following load range applied to the handle:

(a)

a load applied at the handle of not less than 5 lbf (22.2 N), applied in the direction giving the lowest pull force,

(b)

a load applied at the handle of not more than 22 lbf (97.9 N), applied in the direction of normal design operation,

(c)

for chest type parachute assemblies, the maximum pull force shall be 15 lbf (66.7 N),

(d)

the primary actuation device shall be tested in accordance with Table 2,

(e)

the emergency/reserve drogue release (if used) shall be tested in accordance with Table 2.

NOTE: For these tests, the primary actuation device (ripcord or equivalent) shall be equipped with a tamper-indicating device (i.e. seal thread or equivalent) of the same type that will be required for production articles in service.

4.3.4 HUMAN FACTORS TESTS, HARNESS:

Harnesses shall demonstrate that they will perform the basic function of retaining the body at the end of the parachute suspension system in an inherently secure manner.

This requirement shall be demonstrated by passing all live drop tests in Table 3.

4.3.5 ENVIRONMENTAL TESTS:

Three drops shall be made at 60 KEAS except that prior to the test the parachute assembly shall be subjected to the following preconditioning: (These tests may be combined with other tests.)

4.3.5.1 Precondition for 16 hours at not less than +200 F (93.3 C), stabilize to ambient and test drop.

4.3.5.2 Precondition for 16 h at not greater than -40 F (-40 C), stabilize to ambient and test drop.

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4.3.5.3 Precondition for not less than 400 continuous hours with a 200 lbf (889.6 N) or greater load applied to compress the pack in a manner similar to that most likely to be encountered in actual use. Test drop within 1 hour after removing the load.

4.3.5.4 Alternate preconditioning. The preconditioning requirements for 4.3.5.1 and 4.3.5.3 may be combined as follows: The complete test parachute assembly may be placed in a vacuum bag and preconditioned at +180 F (82.2 C) for 18 hours at a constant vacuum of not less than 25”

Hg (0.846 bar). Stabilize to ambient and drop.

4.3.6 STRUCTURAL OVERLOAD TESTS:

No material(s) or device(s) that attenuates shock loads and is not an integral part of the parachute assembly or component being certified may be used. Tests may be conducted for either a complete parachute assembly or separate components. There shall be no evidence of material, stitch, or functional failure that will affect airworthiness. For reusable items the same items shall be used for all 4.3.6 tests. Peak opening force shall be measured on all 4.3.6 tests.

The parachute must be functionally open within the number of seconds calculated for 4.3.8 tests.

Parachute assemblies shall be tested in accordance with the following schedule:

(a)

Test weight = Maximum operating weight x 1.2

Test speed = Maximum pack opening speed x 1.2

-OR-

(b)

Test weight = Maximum operating weight multiplied by the factor from Figure 1

Test speed = Maximum pack opening speed multiplied by the factor from Figure 1

However, the test speed must not be less than 180 KEAS (333.4 km/h) for reserve and emergency parachute assemblies and the test weight must not be less than 264 lb. (120 kg).

For dual harness parachute assemblies the test weight must not be less than 600 lb. (272.7 kg) and the test speed must not be less than 200 KEAS (370.4 km/h).

4.3.6.1 STRENGTH TEST, COMPLETE PARACHUTE ASSEMBLY:

Three drops shall be made with weight and speed in accordance with 4.3.6. When using test method (b), in 4.3.6 a 4th drop must be added using the same parachute under the same conditions in the first three drops. Where non-positive locking hardware is used to attach the canopy or riser(s) to the harness, a cross connector must be used and one of the above drops shall be with only one attachment engaged to test the cross connector and hardware.

4.3.6.2 STRENGTH TEST, ALTERNATE MEANS OF COMPLIANCE CANOPY (ONLY):

Three drops shall be made with a gross weight and speed in accordance with 4.3.6. When using test method (b), in 4.3.6 a 4th drop must be added using the same canopy under the same conditions in the first three drops. A test vehicle (e.g., a bomb) may be used. The canopy and any required additional components (i.e., deployment device, pilot chute, and risers) shall be tested as a unit. The connector links (if used) shall be attached to the risers in the same manner as the intended use and the riser(s) should be secured to the test vehicle in a manner appropriate to the test objective. For example, if the parachute risers are to be tested on the bomb drop, it should be arranged in a manner as to duplicate the loading found on the personnel parachute harness. Where non-positive locking hardware is used to attach the canopy or riser(s) to the harness, a cross connector must be used and one of the above drops shall be with only one attachment engaged to test the cross connector and hardware.

PIA TS 135

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4.3.6.3 STRENGTH TEST, ADDITIONAL MEANS OF COMPLIANCE HARNESS (ONLY):

A harness may, at the manufacturer‟s option, be placarded with a higher average peak opening force than what was measured in 4.3.6 tests by performing additional tower drop tests as outlined below:

The harness shall be drop tested using a torso shaped dummy, three (3) times for each of four

(4) different loading conditions.

The dummy weight shall be not less than 75% of harness maximum operating weight and the drop distance shall be as necessary to generate the required forces.

Up to three (3) separate harnesses may be used; however each harness shall be subjected to a minimum of one test at each of the following four test conditions.

(a)

Test condition one – All risers loaded to a combined load of at least 100% of placard maximum load.

(b)

Test condition two – Only left side harness/canopy attachment point(s) loaded to a combined load of at least 66% of placard load.

(c)

Test condition three – Only right side harness/canopy attachment point(s) loaded to a combined load of at least 66% of placard load.

(d)

Test condition four – Each unique brake setting shall be tested to a minimum of 16.7% of placard load if applicable.

4.3.6.4 STRENGTH TESTS, ALTERNATE MEANS OF COMPLIANCE, DROGUE CANOPY (ONLY)

For parachute assemblies in which a drogue parachute canopy is an integral part of the reserve or emergency parachute assembly, the drogue may be separately tested at the conditions determined in 4.3.6. The drogue canopy itself and all related components of the drogue assembly must be tested as a functional subsystem of the parachute assembly.

4.3.7 FUNCTIONAL TESTS (Twisted Lines):

A minimum of 5 drops shall be made with a weight not more than the maximum operating weight dummy or person1 in each harness. The airspeed at the time of pack opening shall be 60 KEAS

(111.1 km/h)

Procedural Note: The suspension lines shall be twisted together (360 degrees) three times in the same direction within the upper one third of the suspension line length beginning immediately below the attachment point to the canopy. The twists shall be placed in the lines before the suspension lines are stowed.

Performance Requirement: The parachute must be functionally open within 133% of the time calculated in 4.3.8 from the time of pack opening.

4.3.8 FUNCTIONAL TESTS (Normal Pack - All Types):

Opening Time or Altitude Loss: Using the MOW in pounds and the MPOS in KTAS for all 4.3.8

tests the maximum allowable opening time and the maximum allowable altitude loss on any drop shall be determined from the following formulas..

(a)

The greater of 3.00 seconds or the value determined as follows:

1 A person‟s or individual‟s body weight may be increased to equal the maximum operating weight by using a weight belt or simil ar device.

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Opening Time Allowed (sec.) = (MOW – 250) * 0.01 + (MPOS/150 * 3.0) -OR- (b) The greater of 300 feet or the value determined as follows:

Altitude Loss Allowed (ft) = (MOW-250) + (MPOS/150 * 300)

4.3.8.1 DIRECT DROP TESTS:

There shall be a minimum of 48 tests at weights and airspeeds (at the time of pack opening) as outlined in Table 3. The test condition airspeeds are in KEAS. From the time of pack opening, the parachute canopy must be functionally open within the allowed time or altitude as calculated in 4.3.8.

(a)

The manufacturer shall specify the Maximum Operating Weight and the Minimum

Operating Weight.

(b)

The Maximum Pack Opening Speed (MPOS) shall not be less than 150 knots.

(c)

The MPOS and MOW shall be established by successful completion of the structural overload testing in Paragraph 4.3.6

(d)

The manufacturer will be allowed to select whether to measure altitude loss or opening time, but within each block on the test grid the same method must be used.

(e)

The maximum allowable opening time shall be calculated using the formula in 4.3.8(a):

there shall be a minimum of 4 successful tests for each block; the opening times will be averaged and presented to the Administrator in the format shown in Figure 2.

(f)

The maximum allowable altitude loss shall be calculated using the formula in 4.3.8(b):

there shall be a minimum of 4 successful tests for each block; the altitude loss must be averaged and presented to the Administrator in the format shown in Figure 2.

(g)

The opening times and/or altitude loss for each test block will be averaged and published in the format shown in Figure 2 in the owner‟s manual or in some other readily available location.

NOTE:

If a “MARD device” option is offered, an additional 8 drops at weights and airspeeds (at the time of pack opening) must be performed as outlined in the Table 3 with the MARD attached.

4.3.8.2 BREAKAWAY DROP TESTS (systems with main canopy release):

Eight drop tests shall be made by breaking away from an open and normally functioning main parachute canopy and actuating the reserve parachute within 2 seconds of the breakaway.

These tests shall be conducted by a person (or suitable other devices) weighing not more than the maximum operating weight. The initial vertical velocity shall be less than 20 ft/s (6.1 m/s) and the total velocity less than 36 ft/s at the time of breakaway. From the time of pack opening, the parachute canopy must be functionally open within the altitude or within the allowed time as calculated in 4.3.8.

NOTE:

(a)

If a reserve static line is part of the assembly, then 4 of the breakaway drops shall be made with the reserve static line actuating the reserve pack.

(b)

If a “MARD device” option is offered, an additional 16 drops at weights and airspeeds (at the time of pack opening) must be performed as outlined in the Table 3 with the MARD attached.

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4.3.9 RATE OF DESCENT TESTS (METHOD 1):

Per Table 3, there shall be not less than 6 drops, with an individual and/or dummy in each harness weighing not less than the maximum operating weight2. The average rate of descent shall not exceed 24 ft/s (7.3 m/s) and the total velocity shall not exceed 36 ft/s (11.0 m/s) in an unaltered post deployment configuration, corrected to standard day sea level altitude conditions.

The rate of descent measurement shall be taken over a minimum interval of 100 ft (30.5 m).

These tests may be combined with other tests in this section.

4.3.9.1 RATE OF DESCENT TESTS (METHOD 2):

The rate of descent corrected to standard day sea level altitude conditions shall not exceed 5 ft/sec (1.5m/sec) at touchdown with appropriate control manipulations and the average rate of descent shall not exceed 24 ft/sec (7.3 m/s) in the unaltered post deployment configuration over a minimum interval of 100 ft (30.5m). These tests may be combined with other tests in this section.

NOTE: If the total velocity exceeds 36 ft/sec at maximum certified weight, the container or harness (if integral to the container) must be marked in an area readily visible to the user: “For experienced parachutists only. The owner‟s manual contains experience requirements.”

4.3.10 STABILITY TESTS:

Per Table 3, there shall be not less than 6 drops, at the minimum operating weight. The oscillations shall not exceed 15 from the vertical, in an unaltered post-deployment configuration.

These tests may be combined with other tests in this section.

4.3.11 LIVE TESTS:

Per Table 3, there shall be a minimum of 4 live tests with an individual weighing not more than the maximum operating weight in each harness. Two drops shall include a freefall of not more than 3 seconds and 2 drops shall include a freefall of at least 20 seconds. These tests may be conducted in conjunction with functional and/or rate of descent tests when practical. The user(s) must suffer no significant discomfort from the opening shock and must be able to disengage himself (themselves) unaided from the harness after landing. For this test the standard harness may be altered to permit attachment of a certified reserve parachute assembly (less harness) provided that such alteration does not interfere with the normal operation of the parachute assembly being tested. Reserve parachute assemblies shall be tested with the main compartment(s) full and empty, with a minimum of two tests each.

NOTE: Live tests for Dual Harness Reserve Parachute Assemblies may be tested with the parachutist in command and a dummy payload in the passenger harness.

COMPONENT QUALIFICATIONS:

Any single component, assembly of components, group of components or group of assemblies may be certified. Table 4 lists the appropriate test paragraphs for each of the major components.

Any components not listed in Table 4 shall be tested according to all applicable sections of this document based on the components function.

2 A person‟s or individual‟s body weight may be increased to equal the maximum operating weight by using a weight belt or similar device.

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5.1 COMPONENT COMPATIBILITY:

The component manufacturer shall provide a means of determining compatibility and shall provide specific guidance to ensure that form, fit and function of all components, as assembled, are within acceptable limits for each individual component and the assembly as a whole.

5.2 COMPONENT QUALIFICATION BY GROUP:

Components may be qualified as a group consisting of a range of scaled sizes. Separate elements of the component design may be linearly scaled at different rates as specified in the component drawings provided that fit, form, and function are not adversely affected. For canopies, the range may consist of scaled sizes to a maximum area of three times the smallest size.

When certifying components as a group, only the largest and the smallest members of the group must be tested in accordance with the appropriate sections of this document.

5.3 MAINTENANCE REQUIREMENTS:

The manufacturer of each component is responsible for developing and disseminating the maintenance requirements for each component, specifically including the inspection interval, repack cycle, service life, criteria for continued airworthiness and the qualifications required of maintenance personnel.

5.4 FITTING REQUIREMENTS:

The manufacturer is responsible for developing and disseminating instructions identifying the correct method of fitting the equipment to the user.

PIA TS-135 - Figure 1 Multiplier Factors for Structural Overload Testing Per Paragraph 4.3.6 2.00 1.50 1.43 1.1 1.00 100 150 200 250 300 Maximum Pack Opening Speed for Placard (KTAS) Airspeed Multiplier Weight Multiplier Resultant Kinetic Energy Factor

PIA TS-135 Figure 2 Direct Drop Tests Per Paragraph 4.3.8.1 Test Speed Test Weight 60 KEAS 85 KEAS MPOS x 80% MPOS x 100% Minimum Operating 4 4 4 4 Weight Averaged Operating 4 4 4 4 Weight* Maximum Operating 4 4 4 4 Weight Minimum Total (direct drop) Functional Tests Required 48 *Averaged Operating Weight is defined as (Maximum Operating Weight + Minimum Operating Weight)/2 Average test weights shall be +/- 5% Minimum test weights shall be +1%/-10%. Maximum test weights shall be +10%/-1%

PIA-TS-135 - Table 1. Data Marking Requirements Marking Data Requirements Manufacturers Name, Code or Symbol X X X X X X X X X X Part Number (w/dash numbers) X X X X X X X X X X Serial or Lot Control Number X X X X X X X X X Date of Manufacture (month and year minimum) X X X X X X X X X Date to Be Removed from Service (if applicable) X X X X X X X X X Maximum Pack Opening Speed (KEAS) 4.3.6 X X X X X Maximum Gross Weight (lb) if applicable 4.3.6 X X X Minimum Gross Weight (lb) 4.2 X Average Peak Force Measured during 4.3.6 tests 4.3.6 X X Appoved for Use Statement 4.2.2 X Statement of Authorization Under TS0-C-23e and/or (J) TSO-C-23e if applicable X X X X X X X Operators Warning Label with Maximum Operating Limits 4.3.6 X X Operators Warning Label and location for component operating limitations 4.2.1 X Operators Warning Label with Maximum Total Velocity for intended use (Student, Tandem, Emergency Air Crew or Other). 4.3.9 X Maximum Drogue deployment speed 4.3.6 X For ripcords, either lot control number or date of manufacture may be marked provided that tracabillity is maintained At a minimum, Maximum Operating Limitations must include maximum pack opening speed and maximum gross w eight. Manufacturer may voluntarily derate operating limitations. Redundant marking may be eliminated for components w hich are permanently joined at the time of manufacture. If this is the case, the marking w ill be located on the most visible component, normally the container.

Pack Emergency Parachute Single Harness Reserve Dual Harness Reserve Data Test Load Second Suspended Conditio Assembly Parachute Assembly Parachute Assembly Required Condition Factor Parachutist by n Male Female Male Female Male Female Standing P/F Force N/A N/A N/A N/A 6 6 Upright Standing P/F Force N/A none/with N/A Full 3 3 3/3 3/3 Upright Standing P/F Force N/A none/with N/A Empty 3 3 3/3 3/3 Upright Suspended P/F Force 1g none Main Risers Empty 3 3 3 3 Harness Suspended P/F Force 1 g with Main Risers Empty 3 3 Harness Additional tests if emergency/reserve drogue is used: Suspended P/F Force 4.1.7 N/A Drogue N/A 6 6 Harness Suspended P/F Force 4.1.7 none Drogue Full 3 3 3 3 Harness Suspended P/F Force 4.1.7 none Drogue Empty 3 3 3 3 Harness Suspended P/F Force 4.1.7 with Drogue Full 3 3 Harness Suspended P/F Force 4.1.7 with Drogue Empty 3 3 Harness Total Tests Required in This Section (drogue / no drogue) 24/12 30/18 60/36 4.1.7 - The drogue release shall be tested at an equivalent (or greater) force to the drag force generated at the MOW and MPOS.

Emergency Single or Dual Speed at Pack Parachute Harness Reserve Notes on Data Reference Main Pack Test Description Opening Test Weight Assemblies Parachute Assembly Required Paragraph Condition (KEAS) Dummy Live Dummy Live 1, 8, 5 Primary Actuation Device/Ripcord Test 4.3.2 IAW 4.3.2 (a) through (d) 1,2,5 Human Factors and Actuation Force Tests 4.3.3 IAW Table 2 and as described in paragraphs 4.3.3(a) through (e) Human Factors Tests, Harness 4.3.4 Demonstrated by successful completion of live jumps per paragraph 4.3 .11 Environmental Tests 4.3.5 1, 3, 5 Precondition to +200 F 4.3.5.1 60 KEAS <= MaxOW 1 1 1, 3, 5 Precondition to -40 F 4.3.5.2 60 KEAS <= MaxOW 1 1 1, 3, 5 Precondition - compressed pack 4.3.5.3 60 KEAS <= MaxOW 1 1 1, 3, 5 Precondition - alternate to 4.3.5.1 & 4.3.5.3 4.3.5.4 60 KEAS <= MaxOW 1 1 Structural Overload Tests 4.3.6 1,2,3,5 Complete Assemblies 4.3.6.1 Fig. 1 Fig. 1 N/S 3 3 1,2,3,5 Alternate Means of Compliance, Canopy Only 4.3.6.2 Fig. 1 Fig. 1 N/S 3 3 N/A N/A 1,2,3,5 Alternate Means of Compliance, Harness Only 4.3.6.3 Fig. 1 Fig. 1 N/S 3 3 1,2,3,5 Drogue (if applicable) 4.3.6.4 Fig. 1 Fig. 1 N/S 3 3 1, 3 (or 4), 5, Functional Tests, Twisted Lines 4.3.7 60 KEAS <= MOW N/S 5 5 Opening Time allowed shall be calculated IAW paragraph 4.3.8 (a). 1, 3 (or 4), 5, Functional Tests, (Normal Pack all types) 4.3.8 Opening Altitude allowed shall be calculated IAW paragraph 4.3.8 (b) 1, 3 (or 4), 5, Direct Drop 4.3.8.1 60 KEAS MinOW Empty 4 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 60 KEAS AvOW Full N/A 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 60 KEAS MaxOW Empty 4 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 60 KEAS MinOW Full N/A 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 60 KEAS AvOW Empty 4 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 60 KEAS MaxOW Full N/A 2 Total Drops at 60 KEAS 12 12 1, 3 (or 4), 5, Direct Drop 4.3.8.1 85 KEAS MinOW Empty 4 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 85 KEAS AvOW Full N/A 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 85 KEAS MaxOW Empty 4 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 85 KEAS MinOW Full N/A 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 85 KEAS AvOW Empty 4 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 85 KEAS MaxOW Full N/A 2 Total Drops at 85 KEAS 12 12 1, 3 (or 4), 5, Direct Drop 4.3.8.1 80% MPOS MinOW Empty 4 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 80% MPOS AvOW Full N/A 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 80% MPOS MaxOW Empty 4 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 80% MPOS MinOW Full N/A 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 80% MPOS AvOW Empty 4 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 80% MPOS MaxOW Full N/A 2 Total Drops at 80% MPOS 12 12

1, 3 (or 4), 5, Direct Drop 4.3.8.1 100% MPOS MinOW Empty 4 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 100% MPOS AvOW Full N/A 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 100% MPOS MaxOW Empty 4 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 100% MPOS MinOW Full N/A 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 100% MPOS AvOW Empty 4 2 1, 3 (or 4), 5, Direct Drop 4.3.8.1 100% MPOS MaxOW Full N/A 2 Total Drops at 100% MPOS 12 12 Total Direct Drop Tests 48 48

1, 3 (or 4), 5, 10, 11 Direct Drop “MARD device” 4.3.8.1 60 KEAS <= MaxOW Full N/A 4 1, 3 (or 4), 5, 12 Direct Drop “MARD device” 4.3.8.1 <= MaxOW Full N/A 4 1, 3, 5, 9 Functional Tests, Breakaway 4.3.8.2 < 20 fps Vv <= MaxOW Empty N/A 8 1, 3, 5, 9, 13 Functional Tests, Breakaway “MARD device” 4.3.8.2 <= MaxOW Empty N/A 4 1, 3, 5, 9, 14 Functional Tests, Breakaway “MARD device” 4.3.8.2 <= MaxOW Empty N/A 4 1, 3, 5, 9, 15 Functional Tests, Breakaway “MARD device” 4.3.8.2 <= MaxOW Empty N/A 4 1, 3, 5, 9, 12, 16 Functional Tests, Breakaway “MARD device” 4.3.8.2 <= MaxOW Empty N/A 4 1, 5, 7 Rate of Descent Tests 4.3.9 N/A MaxOW N/S 6 6 1, 5, 6 Stability Test 4.3.10 N/A MinOW N/S 6 6 1, 3, 5, 11 Live Jumps 4.3.11 < 60 knots <= MaxOW N/S 2 2 1, 3, 5, 12 Live Jumps 4.3.11 > 120 knots <= MaxOW N/S 2 2

PIA-TS-135 - Table 4. Performance Test Requirements for Component Qualification Description of Test Ripcord Strength Tests 4.3.2 X X X X X Human Factors 4.3.3 X X X X X X Environmental 4.3.5 X X X X X X X X X X Structural Overload Test 4.3.6 X X X X X X X X X *1 Functional Tests - Twisted Line 4.3.7 X X X Functional Tests - Normal Pack, Direct Drop 4.3.8.1 X X X X X X X Functional Tests - Normal Pack, Breakaway 4.3.8.2 X X X X X X X X Rate of Descent 4.3.9 X X Stability 4.3.10 X X Live Drops 4.3.11 X X X X X X X X X X X X X *1 MARD installation shall not degrade strength or tensile loads on any reserve deployment devices or subassemblies on which it is installed. The manufacturer shall prove equivalent strength between similar devices or subassemblies with and without the MARD installed. This can be done with a bench/pull test or tensile test. For example, the strength of a free bag bridle with MARD parts installed but not hooked up should not be less than a bridle without a MARD installation.

Department of Transportation
Federal Aviation Administration
Aircraft Certification Service

Washington, D.C.

TSO-C23f
Effective
Date: 09/21/2012
Technical Standard Order
Subject: Personnel Parachute Assemblies and Components

PURPOSE. This technical standard order (TSO) is for manufacturers applying for a TSO authorization (TSOA) or letter of design approval (LODA). In it, we the Federal Aviation Administration (FAA), tell you what minimum performance standards (MPS) your personnel parachute assembly and components must first meet for approval and identification with the applicable TSO marking.

APPLICABILITY. This TSO affects new applications submitted after its effective date.

All prior revisions to this TSO are no longer effective. Generally, we will not accept applications for the previous revision after the effective date of this TSO. We may do so, however, up to six months after it, if we know that you were working against the prior MPS before the new change became effective.

Personnel parachute assemblies and components approved under a previous TSOA may still be manufactured under the provisions of its original approval.

REQUIREMENTS. New models of personnel parachute assemblies and components identified and manufactured on or after the effective date of this TSO must meet the MPS qualification and documentation requirements in Parachute Industry Association (PIA) Technical Standard 135 TS-135 Revision 1.4 issued April 22, 2010 “Performance Standards for Personnel Parachute Assemblies and Components” as modified by appendix 1 of this TSO.

Functionality. This TSO’s standards apply to equipment intended to be used as a reserve or emergency parachute.

Failure Condition Classifications.

(1)

Lose of the function defined in paragraph 3.a is a catastrophic failure condition.

TSO-C23f 09/21/2012
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Functional Qualification. Demonstrate the required performance under the test conditions in Appendix 1 of this TSO.

Deviations. We have provisions for using alternate or equivalent means of compliance to the criteria in the MPS of this TSO. If you invoke these provisions, you must show that your equipment maintains an equivalent level of safety. Apply for a deviation under the provision of 14 CFR § 21.618.

MARKING.

Mark at least one major component permanently and legibly with all the information in CFR § 45.15(b). The marking must include the serial number.

Also, mark the following permanently and legibly, with at least the manufacturer’s name, subassembly part number, and the TSO number:

(1)

Each component that is easily removable (without hand tools), and

(2)

Each subassembly of the article that you determined may be interchangeable.

APPLICATION DATA REQUIREMENTS. You must give the FAA aircraft certification office (ACO) manager responsible for your facility a statement of conformance, as specified in 14 CFR § 21.603(a)(1), and one copy each of the following technical data to support your design and production approval. LODA applicants must submit the same data (excluding paragraph 5.f) through their civil aviation authority.

A manual(s) containing the following:

(1)

Operating instructions and equipment limitations sufficient to describe the equipment’s operational capability.

(2)

Describe in detail any deviations.

(3)

Installation procedures and limitations sufficient to ensure that the personnel parachute assembly and component, when installed according to the installation procedures, still meets this TSO’s requirements. Limitations must identify any unique aspects of the installation. The limitations must include a note with the following statement:

“This article meets the minimum performance and quality system standards required by a technical standard order (TSO). Installation of this article requires separate approval.”

Schematic drawings, wiring diagrams, and any other documentation necessary for assembly, installation, donning, and operation of the personnel parachute assembly and component

TSO-C23f 09/21/2012
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Instructions covering periodic maintenance, calibration, and repair, for the continued airworthiness of personnel parachute assemblies and components. Include recommended inspection intervals and service life, as appropriate.

A drawing depicting how the article will be marked with the information required by paragraph 4 of this TSO.

Identify functionality or performance contained in the article not evaluated under paragraph 3 of this TSO (that is, non-TSO functions). Non-TSO functions are accepted in parallel with the TSO authorization. For those non-TSO functions to be accepted, you must declare these functions and include the following information with your TSO application:

(1)

Description of the non-TSO function(s), such as performance specifications, failure condition classifications, software, hardware, and environmental qualification levels. Include a statement confirming that the non-TSO function(s) do not interfere with the article’s compliance with the requirements of paragraph 3.

(2)

Installation procedures and limitations sufficient to ensure that the non-TSO function(s), meets the declared functions and performance specification(s) described in paragraph 5,e.(1).

(3)

Instructions for continued performance applicable to the non-TSO function(s) described in paragraph 5.e.(1).

(4)

Interface requirements and applicable installation test procedures to ensure compliance with the performance data defined in paragraph 5.e.(1).

(5)

Test plans, analysis and results, as appropriate, to verify the function and performance of the hosting TSO article is not affected by the non-TSO function(s).

(6)

Test plants, analysis and results, as appropriate, to verify the function and performance of the non-TSO functions(s) as described in paragraph 5.e.(1).

The quality system description required by 14 CFR § 21.608, including functional test specifications. The quality system should ensure that you will detect any change to the approved design that could adversely affect compliance with the TSO MPS, and reject the article accordingly. (Not required for LODA applicants.)

Material and process specifications list.

List of all drawings and processes (including revision level) that define the article’s design.

Manufacturer’s TSO qualification report showing results of testing accomplished according to paragraph 3.c of this TSO.

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MANUFACTURER DATA REQUIREMENTS. Besides the data given directly to the responsible ACO, have the following technical data available for review by the responsible ACO:

Functional qualification specifications for qualifying each production article to ensure compliance with this TSO.

Equipment calibration procedures.

Schematic drawings.

Wiring diagrams.

Material and process specifications.

If the article contains non-TSO function(s), you must also make available items 6.a through 6.e as they pertain to the non-TSO function(s).

FURNISHED DATA REQUIREMENTS.

If furnishing one or more articles manufactured under this TSO to one entity (such as an individual jumper or a drop zone operator), provide one copy or on-line access to the data in paragraphs 5.a through 5.c of this TSO. Add any other data needed for the proper installation, certification, use, or for continued compliance with the TSO, of the personnel parachute assembly and components.

If the article contains declared non-TSO function(s), include one copy of the data in paragraphs 5.e.(1) through 5.e.(6).

HOW TO GET REFERENCED DOCUMENTS.

You can download a free copy of PIA TS-135 Revision 1.4 issued April 22, 2010 Performance Standards for Personnel Parachute Assemblies and Components at: http://www.pia.com/piapubs/TSDocuments/TS-135v1.4.pdf

You can find a current list of technical standard orders and advisory circulars on the FAA Internet website Regulatory and Guidance Library at http://rgl.faa.gov/. You will also find the TSO Index of Articles at the same site.

/S/
Susan J. M. Cabler
Assistant Manager, Aircraft Engineering Division

TSO-C23f 09/21/2012
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APPENDIX 1. MINIMUM PERFORMANCE STANDARD FOR PERSONNEL
PARACHUTE ASSEMBLIES AND COMPONENTS

This appendix prescribes the MPS for a personnel parachute assembly and component. The applicable standard is PIA TS-135 Revision 1.4 issued April 22, 2010 Performance Standards for Personnel Parachute Assemblies and Components, as modified for this TSO:

Page 2, replace Para, 2.1.i. to read as follows:

“Cognizant Agency” - The Federal Aviation Administration (FAA) or civil aviation authorities recognized in bilateral agreements by the FAA,

Page 5, Para. 4.1.2. delete: “generally”.

Stitching should not ravel when broken. “Generally” reduces the requirement for stitch choice, and adversely impacts the current standard.

Page 5, Para. 4.1.3.delete: “Ref: Table 2”.

Table 2 is not relevant to this requirement. Testing of a packed assy will show if the main parachute will interfere with the proper function of the reserve parachute.

Page 9, Para. 4.3.7. in first sentence delete: “a weight not more than”.

The worst case is the maximum operating weight.

Page 11, disregard paragraph 4.3.9.1., Rate of Descent Tests (Method 2).

We omitted the Method (2) testing, for not providing an equivalent level of safety to current standard. This method is directed at high performance and experience parachutists in sport and skydiving activities. Novice or less experienced parachutists in emergency conditions due to incapacitation, panic, etc., may not be able to safely deploy and land.

We have to consider the safety of all jumpers, not just the highly skilled, highly experienced. It is argued that the risks the experienced jumpers are exposing themselves to, are mitigated by their skill and experience.

To allow the increased velocity may improve the safety of highly skilled, highly experienced jumpers, but it erodes the safety for the beginner, incapacitated, panicked, or a jumper who has gotten himself into a treacherous landing area.

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We do not agree that a canopy manufacturer can demonstrate that a jumper can safely land with an appropriate control manipulation while performing a flare before touchdown. This approach relies on jumper’s experience to meet the MOPS that parachutes have been certified to. This approach does not provide an equivalent level of safety.

Page 14, Table 1, under Marking Data Requirements, replace:

Statement of Authorization under TS0-C-23e and/or (J) TSO-C-23e if applicable.

With

Statement of Authorization. Under TSO-C23f and/or ETSO-C23f if applicable.

TSO-C23e has been cancelled

Regulations Referenced Here

14 CFR Part 21 14 CFR 21.607 14 CFR 21.605 14 CFR 21.143 14 CFR 21.618 14 CFR 45.15 14 CFR 21.603 14 CFR 21.608

Parachute Rigger HandbookFAA-H-8083-17A

Appendix A

Technical Documents

66 pagesPages A-1–A-66

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