Performance Designs PD Series User manual

MAN-0012 Rev. I
Performance
Designs Ram Air
Reserve Parachute
Manual

Dear Customer
We’d like to thank you for your purchase of a new Performance Designs, Inc. reserve
parachute. We’re confident you’ll be pleased with it in every way. You’ll like its light weight
and small pack volume. If you deploy it, you’ll be pleased with its quick reliable openings,
good flight characteristics and great landings that Performance Designs canopies are
known for.
Whether new or used, we urge you and your rigger to carefully inspect your new reserve
to completely familiarize yourselves with its features and quality workmanship.
Again, thank you for choosing a Performance Designs canopy. With proper care, it should
provide many years of service.
Sincerely
Bill J. Coe and John LeBlanc
President Vice President
WARNING: COMPONENT INCOMPATIBILITY, OR INCORRECT CHOICE, INCORRECT ASSEMBLY OR
IMPROPER CONFIGURATION OF PARACHUTE SYSTEM COMPONENTS MAY CAUSE SERIOUS INJURY
OR DEATH. All components of a parachute system must be compatible with each other to ensure
proper functioning of the system. The user is responsible for determining the compatibility and
choice of all parachute system components and for ensuring the correct assembly and
configuration of all components used in the parachute system. Particular attention should be paid
to, but should not be limited to, compatibility of harnesses and containers, risers, pilot chutes,
bridles, cutaway systems, reserve static lines, M.A.R.D systems, main/reserve activation devices
and automatic activation devices (AADs)

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WARNING
Each time you use this parachute you risk bodily injury and death.
You can substantially reduce this risk by:
1- Assuring every component of the parachute system has been assembled and packed in
strict accordance with the manufacturer’s instructions.
2- Obtaining proper instruction in the use of this canopy and the rest of the equipment, and
3- Operating each component of the system in strict compliance with the owner’s manual
and safe parachuting practices.
Parachute systems sometimes fail to operate properly - even when properly assembled, packed
and operated - so you risk serious injury and death each time you use the system.
Always know the entire life history of every single component of your parachute system.
STATEMENT OF COMPLIANCE
The policies contained herein comply with the Federal Aviation Regulations, Part 21.
REVISION LIST
This manual may be revised at any time by Performance Designs Inc (PD).The only way to be
sure this manual is current for your canopy is to check periodically with PD or check
www.performancedesigns.com. PD welcomes suggestions of ways to improve this publication. If
you feel parts are incomplete or hard to understand, please let us know by writing or emailing
PD.
DISCLAIMER, NO WARRANTY
Because of the unavoidable danger associated with the use of this parachute, the manufacturer
makes no warranty, either expressed or implied. It is sold with all faults and without any
warranty of fitness for any purpose. The manufacturer also disclaims any liability in tort for
damages, direct or consequential, including personal injuries resulting from a defect in design,
material, workmanship or manufacturing whether caused by negligence on the part of the
manufacturer or otherwise. By using this parachute assembly, or allowing it to be used by
others, the user waives any liability of the manufacturer for personal injuries or other damages
arising from such use.
If the buyer declines to waive liability on the part of the manufacturer, buyer may obtain a full
refund of the purchase price by returning the parachute before it is used to the manufacturer
within 15 days from the date of the original purchase with a letter stating why it is returned.

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CANOPY PACKING / DEPLOYMENT LOG
As any conventional ram air reserve is repeatedly handled and repacked, the fabric permeability
will increase over time. This increased permeability will affect opening, flight and/or landing
characteristics. To monitor this important issue, we have incorporated a tracking and inspection
program into our reserve canopies. Compliance with this program is mandatory. Each time
the reserve is aired, inspected and repacked, a single diagonal line / is to be placed in the next
open box on the label. In the event of an actual deployment, an X is to be placed in the next
available box.
The warning label should accurately reflect the repacks and uses on that reserve canopy. In the
event a rigger encounters a discrepancy between the packing data card and the warning label,
the label should be brought into compliance, just as the rigger would do with any other piece of
equipment. The owner of the reserve should be informed that the rigger is simply complying
with Performance Designs’ requirement for the label to accurately reflect the repacks and/or
uses on that canopy.
After 40 repacks or 25 deployments have been reached, the reserve must have its permeability
tested. This testing is performed to ensure that the fabric permeability has not reached a point
where the opening and landing performance would be unacceptable. Subsequent to passing this
testing, the canopy will be recertified by the factory and the canopy is then returned into
service. An additional label will be affixed containing additional boxes to be used as a
packing/deployment log. The specific number of boxes will be chosen according to the results of
the test.
In most countries, 40 repacks are usually performed over a 10 to 20 year period, but it is
possible that a canopy reaches over 20 years old before this permeability testing is required.
Unless the canopy is exposed to a degrading element, or sustains damage, it is considered
airworthy upon inspection until the 40 repacks or 25 deployments have been logged.

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Table of Contents
SECTION 1....................................................................................................................................4
GENERAL INFORMATION ABOUT THIS MANUAL...............................................................................4
READ BEFORE ASSEMBLY OR USE.................................................................................................4
SECTION 2....................................................................................................................................5
CHOOSING THE CORRECT RESERVE SIZE ......................................................................................5
WING LOADING, CANOPY SIZE, AND SKILL LEVEL ..........................................................................6
HIGH TEMPERATURE AND FIELD ELEVATIONS ................................................................................6
WING LOADING DESCRIPTIONS....................................................................................................7
WING LOADINGS LESS THAN 0.45 LB/SQ.FT:..............................................................................7
WING LOADINGS BETWEEN 0.45 AND 0.7 LB/SQ.FT: ...................................................................7
WING LOADING BETWEEN 0.7 AND 1.0 LB/SQ.FT:.......................................................................7
WING LOADINGS BETWEEN 1.0 AND 1.4 LB/SQ.FT:.....................................................................7
WING LOADINGS ABOVE 1.4 LBS/SQ.FT, AND BELOW THE MAXIMUM SUSPENDED WEIGHT: ............8
FLIGHT CHARACTERISTICS ..........................................................................................................8
BASIC INSTRUCTION FOR LOW WING LOADINGS ...........................................................................9
TIPS FOR FLYING AT HIGHER WING LOADINGS ..............................................................................9
SECTION 3..................................................................................................................................11
DEPLOYMENT BODY POSITION AND AIRSPEED .............................................................................11
DEPLOYMENT SPEED ......................................................................................................................11
HIGH FREEFALL SPEEDS .................................................................................................................11
MINIMUM DEPLOYMENT ALTITUDES ....................................................................................................12
THE EFFECTS OF ALTITUDE ON AIRSPEED .........................................................................................12
THE EFFECT TEMPERATURE HAS ON AIRSPEED .......................................................................................12
IN SUMMARY.........................................................................................................................13
MAXIMUM CERTIFICATED WEIGHTS & SPEEDS ....................................................................................13
SAFE OPERATING GUIDELINES AND COMMON SENSE ...........................................................................13
SECTION 4..................................................................................................................................15
CANOPY CARE AND CONDITION ......................................................................................................15
DEGRADATION FROM USE .............................................................................................................15
INSPECTION INSTRUCTIONS ..........................................................................................................15
VISUAL INSPECTION ....................................................................................................................16
FABRIC TESTING ..........................................................................................................................17
STRENGTH TEST:...................................................................................................................17
PERMEABILITY CHECK: ................................................................................................................18
MAINTENANCE AND REPAIRS: ........................................................................................................19
MINOR REPAIRS: ...................................................................................................................19
MAJOR REPAIRDS: .................................................................................................................19
FACTORY REPAIRS:................................................................................................................19

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WET CANOPIES: ..........................................................................................................................19
SECTION 5..................................................................................................................................21
Side and Frontal Views...............................................................................................................21
DEPLOYMENT SYSTEMS ..................................................................................................................22
REPACK CYCLES ...........................................................................................................................22
SERVICE LIFE ..............................................................................................................................22
COMPATIBILITY CHECK..............................................................................................................22
ATTACHING THE RESERVE TO THE RISERS ...........................................................................................23
CONNECTOR LINKS .......................................................................................................................23
STAINLESS STEEL LINKS .....................................................................................................24
SLINKS ................................................................................................................................25
ATTACHING STEERING LINES TO TOGGLES ..............................................................................25
TOGGLE ATTACHMENT:MICROLINE STEERING LINE WITH FACTORY MADE LOOP .................................................27
TOGGLE ATTACHMENT: MICROLINE STEERING LINE ............................................................................28
TOGGLE ATTACHMENT: DACRON/POLYESTER STEERING LINES ..............................................................29
PROPACKING INSTRUCTIONS ................................................................................................................30
APPENDIX ...................................................................................................................................38
FLAT PACKING INSTRUCTIONS ...................................................................................................38
PD SERIES SPECIFICATIONS .........................................................................................................39
OPTIMUM SERIES SPECIFICATIONS................................................................................................39

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SECTION 1
GENERAL INFORMATION ABOUT THIS MANUAL
To reduce the risk of serious injury or death, you must obtain instruction in the use of
this parachute from a competent and appropriately rated instructor before using this
parachute for the first time. It is beyond the scope of this manual to teach you how to deploy,
fly, land or maintain this parachute. This manual is only a general guide about this canopy. It does
not replace or substitute proper training and instruction. If there is anything that you do not fully
understand, you must consult a properly rated instructor. Parachute associations around the world,
including the United States Parachute Association, publish recommended procedures on learning
to skydive and on using skydiving equipment. We urge you to learn and follow these procedures.
Jumping this parachute without first receiving thorough and personal instruction increases the risk
of serious injury or death.
Sport parachuting technology and procedures continue to advance rapidly. Although a great deal
of care has been taken in the preparation of this manual, Performance Designs cautions that it
may contain information that may not be correct or behind the current state of the art of parachute
use.
For these reasons, you must use qualified experts - riggers and instructors - to help you inspect,
assemble, pack, use and maintain this parachute. Performance Designs recommends that you stay
abreast of current techniques and procedures. One such way of keeping updated is to log onto
www.performancedesigns.com
READ BEFORE ASSEMBLY OR USE
Since parachutes are manufactured and inspected by people, there is always a
possibility this parachute contains defects as a result of human error. Therefore, the
entire parachute system - main and reserve canopies, harness, container and other components
– must be thoroughly inspected before their first use and before each subsequent use.
Parachutes get weaker through time for a number of reasons. They are subject to wear
during packing, deployment and landing. Exposure to many agents, including but not
limited to- sunlight, heat and household chemicals, significantly weaken parachutes.
The damage may or may not be obvious. To help minimize the risk of parachute failure and
possible serious injury or death, the entire parachute system should be thoroughly inspected at
least every year. Parachute associations around the world have laws regarding repack and
inspection cycles. Make sure that you are aware of the laws pertaining to you. Inspections must
be done by a certificated rigger who has previous experience with this type of parachute.
Your parachute should be immediately inspected if at any time it has been exposed to
a degrading element. Remember that some chemicals will continue to degrade the parachute
long after initial exposure. Regular and thorough inspections are necessary to maintain the
structural integrity, reliability, and flight characteristics of the parachute.
Always know the entire life history of every part of your parachute system. That way you
will know that no part has been exposed to an agent that may seriously weaken or damage it.

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SECTION 2
CHOOSING THE CORRECT RESERVE SIZE
Performance Designs reserve canopies are built in different models that span a wide range of sizes
and operating limits. There is a specific reserve to match almost any combination of deployment
altitudes, weights, skill levels, and landing elevations. When selecting a reserve there are certain
factors to take into consideration. Some of these are legal limits that must be respected.
It is important for your safety and enjoyment that you match your canopy with your ability and
weight. If a canopy is too small for you, safe and comfortable landings will be difficult to obtain,
even for experienced jumpers under ideal conditions. Less experienced jumpers should be more
conservative on canopy size.
The explanations about canopy flight characteristics below are based on landing elevations at sea
level. If you’re landing at elevations of more than 2000 feet above sea level, you should
consider getting a canopy at least one size larger than what you would normally jump
at sea level.
Determining the wing loading of the parachute you intend to jump or buy is a good guide to
matching your weight to a particular canopy. Wing loading is easily calculated by dividing a
total suspended weight in pounds by the surface area of the parachute in square feet.
Total suspended weight is the weight of the jumper plus all his/her clothing and gear, including all
components of the parachute system.
For example, a jumper who weighs 165 lbs (74.8kg) with his/her jumpsuit on and who jumps a
packed rig that weighs 25 lbs (11.35kg) would have a suspended weight of 190 lbs (86.1kg).
Here’s an example of how to calculate wing loading of a 210 square foot canopy and the jumper
used in the example above:
190 lbs
210sq.ft = 0.9lb./sq.ft.
Compare the wing loadings of your main and reserve parachutes. Generally, if the wing loadings
are similar and the canopies are both of reasonably similar design, the speeds and skill level
requirements will be close enough for most experienced jumpers to handle. Always keep in mind
that your reserve may handle and fly quite differently than the main you are used to.
Another factor to consider is the wing loading that you are used to flying. This is particularly
important when downsizing your main canopy. Downsizing a canopy usually means that this is
highest wing loading a jumper has experienced. If the reserve canopy is even smaller than the
newly acquired main canopy and therefore an even higher wing loading, this can be a dangerous
situation. Often times when we need to deploy our reserve it is at a lower altitude and there is a
good chance you may not make it back to the landing area. A canopy that is too small may feel
very fast, or have a high rate of descent, and can be tricky to flare. This situation can be very
dangerous, therefore we recommend restricting a change in any wing loading to less than 15%.
With higher wing loadings comes a lower margin for error and a smaller time window for decision
making.

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WING LOADING, CANOPY SIZE, AND SKILL LEVEL
We no longer publish one single value for “maximum exit weight”, but rather a table including
maximum exit weight limits in pounds and kilograms according to canopy pilot skill level. An
example of this table follows:
MODEL MINIMUM STUDENT NOVICE INTERMEDIATE
ADVANCED
EXPERT MAXIMUM
PD 143R VLC N/R
122 lb
(55 kg)
143 lb
(65 kg)
165 lb
(75 kg)
200 lb
(91 kg)
254 lb
(115 kg)
VLC = Varies with landing conditions. N/R = Not recommended
How are the different categories defined? Although a skill level category system with rigid
definitions for each level is not possible, we can say that the range starts from the STUDENT level
(first skydive) and goes beyond EXPERT (some of the best pilots in the world), of which there are
only a handful. Numbers of jumps is one factor, but not necessarily the dominant one. The type
of equipment being used on those jumps is an important factor, as is how frequently these jumps
are being made. An important rule to consider is to limit any change to a smaller canopy size to
no more than a 15% size reduction from what you are used to. In the final evaluation, it is the
type and quality of canopy experience that really determines a person’s preparedness for a given
canopy.
One way to use this chart is to find where you are on the chart, and ask yourself if you should be
in that category. For example, if you have a PD143-R and have an exit weight of 195 lbs, we feel
you should be an expert. If you consider yourself a novice, then this canopy is probably not
suitable for you. You should check this with your main canopy as well. It is important to note that
the weights listed under each category are only a maximum for each category, and not a
requirement. Many expert skydivers prefer to jump at lower wing loadings than the level
shown on the chart, for a variety of reasons.
HIGH TEMPERATURE AND FIELD ELEVATIONS
The location of the dropzone facilities should always be taken into consideration. Landing
performance degrades with increasing temperature and altitude. To compensate for this, a larger
size reserve/lighter wing loading than what you would jump at sea level in standard temperature
conditions should be considered to give yourself a little more margin.

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WING LOADING DESCRIPTIONS
This section describes how canopies typically perform at various wing loadings. Since your recent
experience will affect your frame of reference, this section is only a general guide. It is still
preferable to compare the wing loading of your new reserve to the canopy you have been jumping.
WING LOADINGS LESS THAN 0.45 LB/SQ.FT:
The parachute is too large for you. The canopy will fly very slow, and may not have sufficient
penetration, even in light winds. Turbulence will have a greater influence on the canopy. Light
turbulence or wind gusts that canopies with higher wing loadings fly through easily may be
sufficient to stall or collapse your canopy. We recommend that you do not use this canopy if the
wing loading is below 0.45.
WING LOADINGS BETWEEN 0.45 AND 0.7 LB/SQ.FT:
This is a lightly loaded parachute. This is a good area for low experienced jumpers, for ultra
conservative jumpers, and pilot emergency systems since they may be used by a pilot with very
little training. The canopy will be relatively slow and docile. It will be easy to land and will not
require the very precise flare timing and technique that canopies at higher wing loadings require
to get an acceptable landing. However, proper instruction in the use of this canopy is required.
When jumping at this wing loading, you will be more limited as to wind speed, wind gusts, and
turbulence than jumpers using canopies at higher wing loadings. Even if other jumpers are
jumping, the conditions may not be safe for you to jump.
WING LOADING BETWEEN 0.7 AND 1.0 LB/SQ.FT:
This is a lightly to moderately loaded canopy. If this is a higher wing loading than you are used
to, the canopy will fly and turn faster than you are used to. It will require more skill to land well
but in most cases is more than forgiving enough for student and novice use, particularly in larger
canopy sizes. Errors in flaring technique that were unnoticeable on a larger canopy will be more
noticeable on this one.
WING LOADINGS BETWEEN 1.0 AND 1.4 LB/SQ.FT:
This is a moderately to highly loaded canopy. The skill level required for this wing loading range
varies greatly depending on the canopy size needed to achieve this wing loading for a particular
body weight. The largest reserves that we make are suitable for novices in the moderate end of
this range. However on the smaller canopy sizes, high experience level is required to get an
acceptable landing, even under ideal landing conditions. If this is a higher wing loading than you
are used to, the canopy will fly and turn very fast. A precisely timed flare will be required to get
the rate of descent to an acceptable level. Your forward speed may be higher when you actually
land. On the smaller canopy sizes, a stall may occur at a higher flight speed than you may expect.
It will be more difficult to land this parachute in confined areas or at high altitudes. Be sure your
skill level is up to the demands of this situation.
Because the skill level required will vary from smaller to larger parachutes at a given wing loading,
please consult the Warning Label and the Wing Loading Chart for additional information to help
you choose the best reserve for your weight and experience level.

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WING LOADINGS ABOVE 1.4 LBS/SQ.FT, AND BELOW THE MAXIMUM SUSPENDED
WEIGHT:
This is a very high wing loading. Turn rates, forward speed and rates of descent will all be very
high. A very high experience level is required to get an acceptable landing, even under ideal
landing conditions. The control range may be very short, with stalls happening very abruptly and
with little warning. This situation can be very dangerous. Performance Designs advises all jumpers,
regardless of experience, that it is safer to choose a lower wing loading than this level. However,
Performance Designs recognizes that there are some individuals that have a great deal of
experience and skill flying a main parachute at this wing loading, and are determined to use
reserves in the same wing loading. While this is legal (if the conditions below are met), it is very
hazardous. Most jumpers are not capable of handling this situation. At a minimum jumpers must
meet the following requirements:
At least 500 ram-air canopy jumps and at least 100 jumps on a ram-air canopy that is no more
than 15% larger than the reserve parachute
-OR-
Have an endorsement in their log book from an instructor who has the proper ratings issued to
them by their countries governing association stating that:
•The jumper has been given a course of instruction in advanced canopy control.
•The maximum wing loading the individual has demonstrated that they can safely handle.
•The wing loading for the reserve parachute must not exceed the maximum demonstrated
wing loading
Many National Aero Clubs have wing loading and experience limitations that must be met for you
to be legal. Even if you meet the level requirements this can be a very dangerous situation. The
landing conditions, weather, or your skill level may make this even more dangerous. Severe injury
or death may result. Also keep in mind that if you are rendered unconscious and an AAD opens
your reserve, it is very likely that you may suffer severe injuries or death due to an uncontrolled
landing. For these reasons, we recommend that you get a canopy with a lower wing loading.
The absolute maximum suspended weight for the canopy is the absolute legal limit.
There are no situations where it is permissible to exceed the maximum suspended weight for the
parachute. Structural failure may occur if you exceed these limits. By exceeding the absolute
maximum suspended weight you risk serious injury, death, equipment failure, and FAA violations
or fines.
FLIGHT CHARACTERISTICS
This section is intended to give you some hints on how to fly your reserve. This is not a substitute
for proper training. Performance Designs recommends that you obtain proper instruction on the
use of your parachute system before using this canopy. In the U.S.A. you should use a United
States Parachute Association rated instructor. Other countries have similar associations for
approving instructors.
Even if you are familiar with ram-air parachutes, including Performance Designs canopies, your
new reserve parachute may handle differently. Like most 7 cell main canopies, the PD 7 cell
reserves generally have a higher rate of descent and a lower glide ratio than most 9 cell main
parachutes at smaller wing loadings.

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BASIC INSTRUCTION FOR LOW WING LOADINGS
The following is intended to be a supplement to proper instruction on the use of this parachute
from a qualified and appropriately rated instructor. This is not a course of instruction.
In the event of the deployment of your ram-air reserve, check your altitude. If there is sufficient
altitude, prepare your canopy for flight as follows:
•Release the brakes. On most systems this is accomplished by pulling down on the toggles.
Note that if only one brake releases, the canopy will enter a turn. Depending on the size
and wing loading the turn can be quite fast. In the rare event that there is difficulty releasing
one of the brakes, the turn should be stopped by continuing to pull down the side that
released until the turn stopped.
•If necessary at this point, the slider may be pumped down by pulling both toggles down to
your waist and holding them there for few seconds and then raising them back up. If any
cells are closed, this action should open them. You may have to repeat this action two or
three times.
Again, perform the above procedures only if there is sufficient altitude. It is better to make
a smooth flared landing with collapsed end cells than to land while pumping the toggles to
clear them.
•Next look for the best landing area you are sure you can reach. Keep in mind that your
reserve may not glide as far as your main parachute. Your opening altitude will probably be
lower than normal under your reserve. The sooner you look for a landing area the more
places you will have to choose from. Immediately turn toward your intended landing area.
•If there is enough extra altitude after reaching the landing area, try some practice flares in
the air. Note the control range and how the canopy stalls. If you flare too much you may
stall the canopy and hit the ground unusually hard.
Always fly a conservative approach for a first-time landing on any canopy. Set up your final
approach to landing higher than normal. Avoid turns close to the ground. Remember this canopy
probably flies very differently than the one you are used to. It may lose a lot more altitude in a
turn than you expect. Try to land into the wind. However, it is more important to not be turning
on landing. It is recommended that all turns be completed by 200 feet above ground level.
TIPS FOR FLYING AT HIGHER WING LOADINGS
These are some highlights to help you be better prepared before you receive instruction on the
use of this parachute.
Since flying at high wing loadings is advisable only for highly experienced jumpers, this section
will cover only those areas often over looked by experienced jumpers. Chances are that finding
yourself under your reserve will come as a bit of a surprise. It is important fly toward your landing
area while attempting to become accustomed to the canopy as soon as possible.
The smaller reserves may have a shorter control range and a sharper stall than you are used to.
Therefore several practice flares should be performed, altitude permitting. This will give you a
good idea of how long the control range is, and how far you may pull the toggles without stalling

MAN-0012 Rev. I Page | 10
the canopy. How much altitude is required depends on your experience, but a practice flare should
be possible if you executed your emergency procedures at the advisable altitude. Remember that
you are losing altitude, so do a practice flare early in the canopy flight.
It is not advisable to do a steep turning approach. Even though you may be used to this on your
main canopy, this canopy will handle differently. Therefore, it is best to fly a straight in approach
with plenty of airspeed, if possible. Avoid even small toggle inputs for the last ten seconds before
landing, as they can have the effect of slowing the approach, which will reduce the potential flaring
power. If you do turning approaches on your main, it is a good idea to stay current on straight in
approaches.
Flare the canopy as you did during the practice flares that gave the best results. If you didn’t do
the practice flares, then you’ll have to do your best guess on the real thing. Planning ahead will
avoid this problem the next time.

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SECTION 3
DEPLOYMENT BODY POSITION AND AIRSPEED
Although it is not always possible in emergency situations, it is desirable to have a good body
position for deployment of any parachute canopy. It is usually best to be belly to earth with a
good arch and head high with shoulders level on deployment. Other body positions may increase
the possibility of parachute damage, malfunction, high opening shocks, or excessively slow
deployments. However, while good body position is desirable, it is unwise to waste altitude to get
into a good body position. To reduce the risk of serious injury or death, proper training in how to
control your body position during deployment is required.
Deploying your reserve with one shoulder low may increase the possibility of line twists. It may
take considerable time and altitude to untwist the lines, particularly at high wing loadings with
the associated high descent rate.
DEPLOYMENT SPEED
It is important to understand the deployment speed limitations of your parachutes and stay within
their placarded limits. Failure to do so may result in failure of the parachute, serious injury or
death. Your deployment speed is affected by three factors:
•Basic body position and body type
•Deployment altitude
•Temperature during deployment
HIGH FREEFALL SPEEDS
Some body positions such as head down, stand up and long dives, may enable the user to reach
speeds and attitudes beyond those for which your equipment has been designed and tested.
Premature or unintentional deployments in these body positions, even if you are below the
maximum placarded deployment speed, are extremely dangerous.
Your parachute system was designed to operate within specific weight and speed parameters,
while oriented in a body position ranging from “belly to earth” to a slightly “head high” attitude.
Deployments outside of these limits could cause any/all of the following:
• Extremely hard openings resulting in equipment failure
• Severe bodily injury
• Possible harness failure or ejection from the harness
• Canopy damage, malfunction or death
Do not exceed the operational speed or weight limits of your parachute system. You should avoid
deploying in an attitude that your equipment was not designed for. The maximum operating
limitations of your system are the lowest weight limit and lowest airspeed limit of any of the
system components. You need to check the reserve parachute, main parachute and
harness/container to determine the operating limitations.

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MINIMUM DEPLOYMENT ALTITUDES
Though it is best to slow down from a high speed dive before deploying, the overriding factor
must be to deploy above your minimum safe altitude, regardless of your airspeed. For more
information on minimum opening altitudes, consult your country’s national organization that
governs skydiving activities.
You must deploy your main canopy high enough to allow for sufficient altitude for a safe reserve
deployment. When determining a minimum safe altitude you must also consider AAD activation
altitude. You must deploy your main parachute at a sufficiently high altitude that you will be able
to recognize a malfunction on your main parachute and be able to deal with it appropriately before
getting to the AAD activation altitude.
THE EFFECTS OF ALTITUDE ON AIRSPEED
True airspeed (the speed you are actually going) increases by about 2% per thousand
feet of altitude above sea level. At 10,000 feet you will be going about 20% faster than what
the airspeed indicator in the aircraft indicates. This means that your typical sea level freefall
speed of 110kts will actually be about 135kts. At 20,000 feet there is a 40% increase in airspeed.
Therefore a flat and stable body position may be over 150kts.
Though typical jump aircraft are in the 80 kts – 100 kts jump speed range, exit speeds
can be 125kts or more. If the aircraft airspeed indicator is indicating over 125kts at 10 000
feet, you are going faster than the 150kts maximum certified airspeed of most reserves. An
aircraft with an indicated airspeed of greater than 107kts at 20,000 feet will also put you over
150kts true airspeed on exit, which is over the maximum operating speed of most parachutes.
The maximum deployment speed listed on the warning label is based on standard day conditions
at sea level. Deploying your parachute at higher altitudes and temperatures greatly affects the
true airspeed you are actually going whether in an aircraft or in freefall. These effects may make
it relatively easy to exceed the airspeed limitations of most reserves in certain conditions. The
average free fall speed near sea level is approximately 90 - 100 kts, though speeds of
up to 110kts are not uncommon. This higher speed is common with people having less body
surface area, heavier in weight or with smaller, slicker jumpsuits. Even if you do not fit into this
category, it will only take a slight dive to reach 110 kts.
THE EFFECT TEMPERATURE HAS ON AIRSPEED
Additionally, air temperature also affects airspeed. All placard speed limits and the above
examples assume standard day conditions of 59 deg F (15 Deg C) at sea level. Standard
temperature decreases by about 3.5 deg F (2 deg C) per thousand feet. Your true airspeed will
be about 1% higher for each 5 deg F (3 deg C) above the standard temperature at deployment
altitude.
From the above information, you can see that it is very possible to exceed the airspeed
limitation of your reserve, especially at high altitudes and variances in temperatures.
With head down, sit flying, tumbling, or other body positions you can exceed the maximum
speeds of most reserves quite easily.

MAN-0012 Rev. I Page | 13
Even if your parachute survives a high-speed opening you may not. Parachutes tend to
open faster with increases in airspeed and increases in altitude. Faster openings mean higher G
loads on your body. Excessive G loadings from high-speed deployments have caused severe
injuries and death. Lower weight is a major disadvantage in this situation. Lower weights will
decelerate faster for a given canopy deceleration force so the G loading (and your risk) will go
up as weight goes down. The TSO requires the canopy to open in relatively low distances to
increase the survivability of low altitude deployments. However, this feature also exposes you to
high G loadings from high airspeed and/or high altitude deployments.
Premature deployments may result in deployments above the maximum speed. Many
of the newest container systems have much better protection against premature deployment.
We recommend that you only use modern equipment designed for your specific uses.
IN SUMMARY
•Plan your opening altitudes and body positions so that you stay within the operating limits of
your parachute.
•If you are going fast, make sure you spend enough time slowing down before deploying your
parachute, altitude permitting.
•Each component is marked with its individual operating limits. The user must check each
component to be sure they are inside the operating limits of all the components.
MAXIMUM CERTIFICATED WEIGHTS & SPEEDS
The charts at the end of the manual contain the absolute maximum suspended weights.
Exceeding the maximum suspended weight may result in serious injury or death due
to landing injuries. Exceeding the maximum suspended weight is illegal, a violation
of the Federal Aviation Regulations, and may result in serious injury or death due
to structural failure as well as landing injuries.
Do not exceed the maximum suspended weight!
SAFE OPERATING GUIDELINES AND COMMON SENSE
Reserve parachutes are tested at weights and speeds significantly higher than the
placarding limits to give a reasonable safety margin. However, only new parachutes are
tested and usually no more than three high speed/heavy weight tests are performed on a single
canopy and a specific deployment system. Different deployment systems may affect
opening loads. There are some variations inherent in materials and manufacturing. Different
temperatures and humidity may significantly affect material strengths.Furthermore,parachute
materials get weaker through age, use, UV light exposure, dust, sand, and chemical exposure
(including things as simple as human body sweat).
Parachute equipment has historically had a relatively low failure rate. However, a large part of
this low failure rate is due to relatively conservative operational use. Few canopies are
deployed much above 110 kts or close to their maximum operating weight. As with
any other device, the higher you load it, the higher the possibility for failure. With all
these variables, there is a possibility that your reserve parachute will fail at lower

MAN-0012 Rev. I Page | 14
airspeed/weight combinations than the test canopies. Larger margins betweentheplacardlimits
and your operational use will give you a greater safety factor. We strongly recommend that you
do not plan on operating at or near the placarded maximum speed or weight.

MAN-0012 Rev. I Page | 15
SECTION 4
CANOPY CARE AND CONDITION
• Avoid dragging any part of the canopy across the ground.
•Do not leave the canopy exposed to the sun any longer than is absolutely necessary.
•Avoid washing your canopy. Doing so will reduce the performance of the parachute,
possibly to the point of making the canopy un-airworthy and voiding the TSO. Local
areas that are soiled or stained should be cleaned with mild soap and water. Do not
use harsh detergents or products containing bleach.
•Have your Performance Designs reserve inspected and maintained by a licensed rigger
in compliance with FAR Part 105.43 or other standards for your country.
•Store your parachute in a cool, dry place in a container through which light will not
pass. This will prevent the permanent and difficult-to-detect damage caused by
ultraviolet light. Light form many artificial light sources, as well as sunlight contains
ultraviolet light.
•Nylon degrades rapidly with acids. Acids from bug spots or food can seriously
degrade the para- chute. These should be cleaned as soon as possible. Acids from
batteries will destroy parachutes. Never allow the parachute to come in contact with
lead acid (automotive and aircraft) batteries or be stored in the same environment.
Acid contamination may take a long time to degrade the canopy enough to make it
structurally unsafe. The affected area may have no visible signs of damage. If there
is reason to suspect significant acid contamination the equipment should be
permanently removed from service and destroyed.
DEGRADATION FROM USE
This canopy is designed for reserve or emergency use only. It is not intended to be jumped on
a regular basis, or to accrue a large number of jumps. In an effort to build the most reliable
reserve parachute possible, materials were chosen mainly for reliability and strength, rather than
maximum durability over a large number of jumps. The fabric permeability increases with use,
even more so from packing and handling, causing the canopy to take more time and altitude to
open. A canopy with a lot of jumps will not open as quick, land as well or be as reliable as a new
one. It is very important that your reserve be in close to new condition. A reserve with fabric
over the permeability limits may take too long to open at routine cut-away altitudes, could
possibly result in bodily injury or your death. If you are in doubt about the condition of your
reserve, have it thoroughly inspected and have the fabric permeability tested.
INSPECTION INSTRUCTIONS
Your Performance Designs reserve must be inspected thoroughly before it is packed the first
time and at each repack. This inspection should be performed with even more care and attention
when first assembled and after a deployment. A certificated rigger must inspect your new
Performance Designs reserve and determine its compatibility with your rig.
This inspection should be done in a clean, well-lit area with enough room to spread out the

MAN-0012 Rev. I Page | 16
reserve canopy.
Here is the Performance Designs recommended procedure for inspecting your reserve canopy.
Consult the owner’s manual for your rig and other components for instructions on inspecting
them.
VISUAL INSPECTION
We recommend starting at the top of the canopy and working down to the risers as described
below:
TOP SURFACE:
Spread the canopy out on its bottom surface and inspect the top surface starting at the front of
the left end cell. Check half of the cell from nose to tail. Then check the other half cell going tail
to nose. Repeat this pattern until all the cells top surfaces are inspected. Look for rips, stains,
snags, burns, abrasions or failed seams.
BOTTOM SURFACE:
Turn the canopy over and spread it out to inspect the bottom surface. Again use the procedure
of inspecting half cells as on the top surface. Check for rips, stains and failed seams. Look very
closely at the line attachments. Even slight damage is cause for rejection in these areas. Line
attachments must be completely free of any damage or defects. Check under the ends of the
line tabs.
RIBS:
Inspect each rib from leading edge to the trailing edge by looking inside each cell. Pay extra
attention to the line attachment points.
LAY THE CANOPY OUT NEATLY ON ONE SIDE:
Stacking each loaded rib on top of the others. Check that all lines in each line group are the
same length and that the trim differential between each line group is correct for this reserve.
Check the condition of the stabilizers and slider stops on the stabilizer.
SUSPENSION LINES:
Check the full length of each line for damage and wear. Look for fraying at all cascades and
where each line attaches to the connector link. Check that all lines are sewn and that the stitching
is good. Check the continuity and routing of each line.
SLIDER:
Be sure the fabric isn’t torn, that the grommets are undamaged and have no sharp edges, and
that they are securely attached to the slider. Be sure every suspension line and both steering
lines pass through the proper grommet on the slider.

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CONNECTOR LINKS:
Visually check the link and its condition. If the link is not bent or damaged, the link is ok for
continued service. If Slinks are used, check for proper installation and for cuts or wear. There
should be no visible damage to the links.
SLIDER STOPS:
Ensure that the slider stops located on the connector links are the correct ones, are positioned
correctly, and are properly tacked to the links. No substitutes are authorized for Performance
Designs slider stops.
TOGGLES:
The toggles must be installed correctly and must match the guide ring and the hook and loop
fastener on the risers. Performance Designs canopies come with brake settings and toggle tie on
marks set for PIA standard riser/brake dimensions. This standard calls for 4 inches (10.2 cm)
from the top of the riser to the top of the brake-setting ring. If the risers are more than 1 inch
or (2.5 cm) different from this standard the canopy must be modified. This modification may
only be done by a master rigger and must be reported to Performance Designs, Inc. In addition,
any changes must be marked on the canopy’s data panel. Some special purpose or pilot
emergency system canopies may be set up for a different toggle system. It is the riggers
responsibility to ensure that the components are compatible.
THE REST OF THE ASSEMBLY:
Follow the instructions in the rig manufacturer’s owner’s manual to inspect the rest of your
parachute system.
FABRIC TESTING
STRENGTH TEST:
Fabric testing should be done whenever there is knowledge or suspicion the integrity of the
fabric’s strength might compromised. This could be from knowledge of spillage or exposure to
contaminating substances or stained and discolored areas. When the fabric is tested, note this
on the packing data card. Use commercially available 1 inch (2.54 cm) wide fabric testing clamps
with rubber faced jaws and appropriate scale. The scale should be calibrated at least once per
year and be accurate within 1.0 lb (0.4535 kg).
1 Attach the locking fabric clamps to the ripstop fabric chord or span wise. The distance
between the clamps should be 3 inches (7.62 cm) and the clamps should be aligned
so that the ripstop pattern is parallel to the edge of the jaw.
2 Lock the clamps securely to avoid slippage. Pass a short length of suspension line
through the eye of one clamp and secure to the packing table or other object which
will allow a 30 lb (13.62kg) load without movement.