Figure 7-11.  Pilot chute attachment damage is not always obvious.  Figure 7-12.  Top rear skin damage.  balance and powerplant reference as stated in paragraph (1)  under major repair is not applied to parachute repairs, but all  other standards are mandatory. So, the person performing the maintenance as applies to  parachutes in the view of the FAA is the one who decides  if the repair or alteration is major or minor, and that person  could be a rigger, a repairman (who must be employed by  a manufacturer), or a person under the direct supervision  of an appropriately-rated and qualified rigger (person with  appropriate facilities, machines, tools, and materials).  The manufacturer can determine if a repair is major or minor  and delegate authority to rated riggers or lofts in the field  to perform repairs to their required standards and approved  data. The FAA or their representative can also determine  what category the task may be. Often, these authorizations  considered by manufacturers are a one-time only allowance  or limited to a specific certificated or an approved TSO piece  or type of equipment. Now we know who is responsible to make the determination  on whether a repair or alteration is major or minor, but how  will they decide?  For some time, the FAA has published in Advisory Circular  (AC) 120-77, Maintenance and Alteration Data, a chart  to assist the technician in determining what type of repair  qualifies and in which category as it applies to aircraft repair. Shown in  Figure 7-13  is an example repair decision chart  that riggers can use (both senior and master) to determine the  processes that need to be followed when excessive wear or  damage is identified during the inspection process. It allows for consideration of repair for both TSO equipment  and non TSO. It also brings into effect the need for  verification of the possibility of existing Safety Bulletin’s  (SBs) or Airworthiness Directives (ADs) that may apply to  the items found to be damaged during the inspection process. It is an age-old question among rigging technicians, one  that is yet to receive a clear, understandable answer. The  distinction between a major repair and a minor repair is  clouded by regulations and guidance material as created and  applied to the repair of aircraft. The FAA classifies repairs  into two categories: major and minor. Following is the FAA’s  definition of both:  During the inspection process, in many cases the focus is  to locate and identify material damage, tears, rips, broken  stitches, pulled tread, and burns, which generally are very  apparent should they exist. Damage can exist in forms that  are less apparent to the material properties/assembly. Much  less obvious, but just as important, is contamination.  Minor repair means a repair other than a major repair. It is  recognized and allowed by the FAA, that the weight and  Contamination conditions can be critical to the repair  process and have a direct effect as to the decision of the  repair type (major/minor) status. Listed below are common  types of contamination conditions, their visual verification  properties, and the manufacturer recommended processes to  Major repair means a repair: Contamination Conditions Major or Minor Repairs 1.  That, if improperly done, might appreciably affect  weight, balance, structural strength, performance,  powerplant operation, flight characteristics, or other  qualities affecting airworthiness; or 2.  That is not done according to accepted practices or  cannot be done by elementary operations. 7-8