(non-certificated). All reserve emergency use parachutes  are approved (certificated) and are tested to FAA-required  Technical Standard Order (TSO) standards. They are used  and maintained by FAA standards (inspection and repaired  by FAA-cetificated rigger or the manufacturer) as airframe  and powerplant (A&P) mechanics are used.  As stated in Chapter 1 of this handbook, Regulations and  Human Factors, it is imperative that riggers be able to  distinguish between minor and major repairs. This ensures  that riggers do not exceed the limitations of their certificate  or endanger the parachute user. The basic rule for repairs is  to return the damaged parachute or component to its original  airworthy configuration. However, in many instances, the  remanufacture of the parachute may not be practical or cost  effective. In these cases, there are approved repair techniques  riggers can use to return the parachute to service. These  techniques form an important part of the rigger’s store of  knowledge. To make a decision as to the confirmation for the  possible need for repairs, we must first understand the Federal  Aviation Administration (FAA) requirement of inspection. Non-approved or non-certificated parachutes are generally  main parachutes, and related components, which can be  packed, used, and repaired outside of FAA maintenance and  repair requirements. Rigger inspections and rigger repairs  are highly recommended but not required. Inspection of  and approved (certificated) parachute calls for inspection  of all related components, which are listed below. Related  components are parts of the parachute, deployment system,  harness, and container system, and any item that has  responsibility for containment, deployment, or operation of  an approved (certificated) parachute and are a critical part  of the assembly. They must be inspected for use the same as  the reserve parachute.  Chapter 5 of this handbook, Inspection and Packing,  addresses the purpose of the 180-day cycle as required by  the FAA. This action insures that the approved/certificated  parachute assembly meets the standards and conditions for  safe return to service; it also become the cornerstone of the  maintenance and repair process. Inspection Process •  Deployment bag (freebag, safety stow) •  Bridle and pilot chute  •  Slider, slider fabric, and grommets  •  Rapid links (soft links) •  Rapid link covers (soft link covers) •  All seams and seam fabric •  Suspension lines and line attachments •  Ripcord housing and attachments •  Ripcord assembly •  Upper and lower skins of canopy, all load and non-load  bearing ribs, all cross ports The confirmation of wear or damage is critical in the  determination of actions that may be needed as set forth in  Title 14 of the Code of Federal Regulations (14 CFR) part  43 and key in the assessment of actions and clarity of the  repair that may need to be performed. As is the character of any device or object, use and physical  location conditions (heat, moisture, sand, dirt) over time  cause wear to an item and, on occasion, misuse or improper  actions during use result in damage. Certain parts or areas of  a device incur more wear or damage according to use, action  of handling, and contact with other components. Knowledge  of this aspect should require increased or location specific  consideration during the inspection process.  All of these areas can sustain wear or damage during normal  use. The event of use at very high speeds can be contributed  to the possibility of increased damage from exceeding the  maximum speed allowed during deployment. During inspection of certificated/approved parachutes,  it is advisable to map related damage found on a chart  which is shown in  Figure 7-1 . This chart can be used to  describe the location of needed repair to a customer, assist  in quickly locating the damage, and answer questions that  the manufacturer may have relating to possible repair.  [Figure 7-1] This recognition possibility of high-wear components or areas  does not decrease or eliminate the inspection of any other  part of the parachute assembly. It only identifies that the wear  or damage probabilities are greater at these locations. These  areas are referred to as common wear or damage patterns  and apply to both round and square parachutes and parachute  assemblies. These types of common wear/damage pattern  applies in greater detail to the parachute that is utilized as  the main parachute and deployed on each jump in sport use.  The inspection of a reserve canopy after deployment  should be very concise and complete. Much care should  be taken for a very thorough inspection of the parachute  and related components. Parachutes are manufactured in  two categories: approved (certificated) and non-approved  If a rigger were to receive a damaged sport main canopy for  repair, it would be advantageous to gain as much information  as possible as to the cause and situation that created the  damage. Inspection of the canopy should be as follows: Change 1 (December 2015) 7-2