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Parachute manufacturers continue to test and develop new materials for suspension lines on their canopies. Most all-around sport canopies today come with either Spectra, Vectran or HMA (an acronym for High Modulus Aramid fiber). Vectran and HMA were introduced to solve the problem of Spectra’s line shrinkage. The friction of the slider grommets descending down the lines causes the Spectra lines to shrink, most notably on the outside lines and control lines. Still Spectra is very durable and it is not unheard of to jump a Spectra-lined canopy for 600 or 700 jumps with a few line trim adjustments. Vectran was introduced next and showed very little line shrinkage due to its high melting point. This kept high performance canopies in trim longer and eliminated the need for retrims. But Vectran lines have been known to break with little evidence of wear. Chuting Star Rigging Loft has had to replace several outside lines and control lines due to Vectran lines snapping on opening. Line breakage with Spectra usually only occurs with heavy wear. Recently, HMA has come onto the parachute scene. Precision Aerodynamics exclusively uses HMA on its Ground Zero canopies, such as the Xaos, Nitron and Synergy. We have already had a HMA steering line break while under canopy at Atlanta Skydiving Center. We have since started treating HMA lines like Vectran and are recommending steering line replacement as wear begins to show around the cateye. Another rigger recently suggested the idea of Vectran- and HMA-lined canopies with Spectra steering lines. The durability of Spectra lines is proven. Shrinkage will still be a problem, but it would be easier and less expensive to lengthen the steering lines every 100 jumps instead of replacing the lines. It would also reduce the incidents of broken steering lines. Canopy manufacturers need to re-evaluate the durability of Vectran and HMA as steering lines.

Chuting Star Rigging Loft has recently received several inquiries about the qualifications necessary to become a parachute rigger and how to go about it. I am thrilled to see more and more people get inquisitive about their gear and the reserve system. A rigger may only have your gear in their hands for a couple of hours every 120 days. During that time we inspect, repair and repack the gear as needed. But there is much that can happen to your gear in-between inspections/repacks that you can keep an eye out for if you know enough about your gear. Becoming a rigger is one way to go about that. The FAA details what is legally required to become a rigger under Federal Air Regulations Part 65. You can become a rigger without ever jumping out of a plane. Basic requirements by the FAA include being 18 years old, being able to read, write, speak and understand English and comply with all federal regulations. To actually become a senior parachute rigger, you must pack at least 20 reserve parachutes under another FAA rigger and then pass a written, oral and practical test given by a Designated Parachute Rigger Examiner. The written tests are actually computer tests these days given at FAA testing facilities, but the oral and practical is usually done at a loft in front of a DPRE. In my opinion, the best way to become a rigger is to spend a lot of time with another rigger as he/she inspects, packs, repairs, sews, patches canopies, researches service bulletins, replaces grommets, closes reserve containers and the like. Start packing your own reserve under another rigger’s supervision. After doing that for a year or so, then you may want to attend a 10- to 14-day rigger’s course, which includes the required testing at the end. Check for ads in Parachutist and Skydiving for upcoming courses in your area. All the FARs for parachute riggers is now linked at the end of the skydiving section on our web links page.