Reserve repacks and AAD service: regulations, timelines, and how to stay on top of them

A reserve parachute that’s overdue for repack cannot legally be installed in a container that boards a jump aircraft. Neither can a container fitted with an AAD that’s past its manufacturer service interval. These aren’t just administrative formalities — they’re hard maintenance requirements with real legal and safety consequences.

The problem is that these deadlines are easy to lose track of. Your reserve gets packed once and sealed. It sits in your rig for months, invisible. The date on the card gradually becomes history, and unless you’ve written it somewhere you actually look, the first time you notice it might be when manifest turns you away.

This guide covers the repack and AAD service rules that apply across the major skydiving jurisdictions, what your rigger is actually doing during a repack, how to read the card in your container, and the most reliable ways to track these deadlines before they become a problem.

Reserve repack requirements by country

The interval is similar across most major governing bodies, but the exact authority and paperwork requirements differ.

United States (FAA / USPA)

US federal regulation under 14 CFR Part 65.133 requires that a certificated parachute rigger pack the reserve no more than 180 days before use. This is enforced at the federal level by the FAA, not the USPA. If your reserve repack is out of date, no legal US jump operation will allow the rig on the aircraft. The packing data card (FAA Form 8034-1 or equivalent) must be signed by a certificated rigger with their certificate number and date.

Australia (APF)

The Australian Parachute Federation requires reserves to be repacked every 6 months. APF Technical Manual Chapter 4 covers parachute equipment standards, and individual dropzones (and their riggers) are responsible for enforcement. The repack card must be completed in full and remain with the equipment.

United Kingdom (BPA)

The British Parachute Association requires a reserve repack at least every 6 months, performed by a BPA-qualified packer or overseas equivalent. The packing record must note the repack date, the packer’s BPA number, and the next due date. BPA operations require the reserve to be within its packing date before any jump.

Canada (Transport Canada / CSPA)

Transport Canada’s Canadian Aviation Regulations (CARs) Part VI require reserves to be repacked at intervals not exceeding 180 days by a licensed parachute rigger. The CSPA reinforces this and most Canadian DZs will check packing dates at manifest.

New Zealand (NZPIA)

The NZ Parachute Industry Association follows a 6-month repack cycle. Reserve packing must be performed by an NZPIA-qualified rigger, and the packing record must be present in the equipment.

Summary table

Always check with your local governing body for current requirements — regulations can change.

Why do reserves need to be repacked at all?

The most important reason is physical: nylon fabric can absorb moisture, pack set over time, and develop creases that could affect deployment. Synthetic lines can develop stiffness. Pilot chutes can compress. The repack is partly an inspection and partly a reset — the rigger re-flakes the canopy, checks every component, and repacks the system so it’s ready to deploy correctly if it’s ever needed.

The other reason is verification. By requiring a qualified rigger to open and inspect the reserve at regular intervals, governing bodies ensure that someone with appropriate training has confirmed the equipment is airworthy. This matters especially for equipment that doesn’t get used every day.

What your rigger is actually checking

During a repack, a rigger will typically inspect:

• Canopy fabric — checking for porosity changes, tears, UV degradation, and mildew. A porosity test (blowing air through the fabric) may be performed.
• Lines — checking for core damage, sheath wear, tangles, and symmetry. Damaged lines can cause off-heading openings or asymmetric deployments.
• Slider — checking grommets for cracks or sharp edges that could damage lines, and that the slider fabric is intact.
• Deployment system — pilot chute condition and spring tension, free bag (if applicable), closing loops, and pin covers.
• Risers and connector links — checking for wear, corrosion, proper closure, and that the link barrels are tight and taped.
• Container hardware — three-ring system operation, reserve ripcord and pin, closing flaps, and grommets.
• AAD installation (if present) — checking the cutter is correctly routed and the AAD is in date.

If anything is outside tolerance, the rigger may repair it (within their qualification), refer it to a manufacturer, or ground the equipment. This inspection is the value of the repack interval — it’s not just about keeping the fabric fluffed.

Reading the packing data card

The packing data card is typically a small card or data board sewn into or stored in a pocket on your container. It records the key details of each repack. A typical card includes:

• Date of packing
• Rigger’s name and certificate or licence number
• Type and serial number of the reserve canopy
• Type and serial number of the container
• Next repack due date (calculated from the packing date + the regulatory interval)
• Rigger’s signature or stamp

In the US, the FAA packing record also requires the rigger to note whether any repairs were made and to certify that the equipment was packed in accordance with the applicable packing data. In Australia, the APF card format is similar.

The next due date on the card is the date you need to track. If today is past that date, the equipment cannot legally board a jump aircraft in most jurisdictions.

AAD service requirements

Automatic Activation Devices are also on a service schedule. Unlike the reserve repack, AAD service intervals are set by the manufacturer (not the governing body), but most DZs treat an out-of-date AAD the same as an out-of-date reserve — the rig cannot board the aircraft.

Airtec Cypres

The most widely used AAD. Current Cypres units require service every 4 years. There is a final service at 12 years, after which the unit must be decommissioned. The service must be performed by an Airtec-authorised service centre. Airtec stamps a sticker inside the container with the next service due date.

Vigil

Vigil units (manufactured by Advanced Aerospace Designs) require service every 4 years. Service must be performed by an authorised Vigil service centre. The unit has a display you can query to see the current service status.

MARS (Parasport)

MARS units follow a 4-year service cycle, performed by authorised service centres. The unit includes a digital display showing time to next service.

What service involves

AAD service typically includes recalibration of the pressure sensors, battery replacement or testing, firmware updates, and a full functional test. It is not something that can be performed in the field — the unit must go to a service centre, which means planning ahead. Factory service turnaround times vary (often 2–6 weeks), so you should budget for that when your unit is approaching its service date.

The consequences of lapsing

The practical consequence of a lapsed repack or AAD service is that you cannot jump the equipment. Every legitimate DZ will check at manifest or gear-up. The scenario of “sneaking through” by hoping no one checks is not something worth counting on — most manifest software flags expired gear, and a rigger or S&ampTA will spot an outdated card during a gear check.

Beyond the operational inconvenience, there are deeper implications. If you were to deploy your reserve after an expired repack date and something went wrong, your insurance coverage could be affected. Jump operations that allow out-of-date equipment on aircraft carry their own liability. These regulations exist for sound reasons, and no one in the skydiving community treats an overdue repack as a minor issue.

How to track it reliably

The failure mode is straightforward: you pack the reserve, note the date in your head, and then life happens. Six months is long enough to forget. The solutions are:

• Physical reminder — write the next due date in large text on a piece of tape and stick it somewhere you look daily (inside your gear bag, on your helmet bag).
• Calendar alert — add a recurring reminder 4 weeks before the due date. One week is often not enough to get a booking with a rigger, especially at busy DZs or before a big boogie.
• Logbook app — if your logbook app supports gear tracking, enter the repack date there. The advantage is that the reminder is tied to the thing you open every time you jump.

Jump Logs tracks both reserve repack dates and AAD service dates in the Gear section of the app. You enter your last repack date when you set up the gear record, and the app notifies you 14 days before the next due date (adjustable in settings). It also stores photos — useful for photographing your packing card and keeping a digital copy alongside the record.

The 14-day window is intentional: it gives you enough time to book a rigger without the date being so close that you have no flexibility. If you want more lead time (say, 30 days before a major event), you can adjust the notification window in the app settings.

A quick checklist

• Know your reserve’s last repack date and the interval required in your jurisdiction.
• Know your AAD’s next service date (check the sticker inside the container or query the unit’s display).
• Set a reminder at least 3–4 weeks before either deadline.
• Budget for shipping time if your AAD needs to go to a service centre.
• Keep a copy of your packing card data somewhere outside the container — a photo in your phone or your logbook app is enough.

None of this is complicated. The only thing that makes it a problem is not having a system for it.