Every skydive begins and ends with equipment inspection. The ritual of checking your gear before every jump — systematically, methodically, without rushing — is the single most effective safety procedure in the sport. Equipment failures do occur, but the vast majority of skydiving accidents attributed to equipment failure are actually caused by inspection failures: problems that would have been caught by a thorough pre-jump inspection but were missed due to carelessness, rushing, or lack of knowledge.
The Philosophy of Pre-Jump Inspection
Pre-jump inspection should never be a perfunctory checkbox exercise. It should be a genuine, thorough examination of every critical component of your rig, conducted with the understanding that your life depends on finding any problems before you get on the aircraft. The inspection routine must become automatic — the same sequence, the same checks, every single jump, regardless of how many jumps you have made that day or how tired you are.
Most drop zones have a formal gear check procedure that takes place before the aircraft boards. This typically involves a trained manifest worker or instructor visually confirming that your rig appears to be assembled correctly and that your main pin is in place. This check is supplementary to, not a replacement for, your own thorough inspection. Never rely solely on the manifest check; inspect your own gear yourself.
Develop a consistent inspection sequence and stick to it. Start at one end of the rig — typically the top of the container — and work systematically to the other end, checking each component in order. This systematic approach prevents you from accidentally skipping a component because it looks fine or because you are rushing.
Container and Harness Inspection
The container and harness bear your full weight during every phase of the jump, from the aircraft to landing, and they must be in perfect condition. Inspect the harness webbing throughout its entire length, looking for fraying, cuts, burns, or excessive wear. Pay particular attention to the stitching at load-bearing junctions — the points where the harness connects to the container, where the leg straps connect to the main lift web, and where the chest strap is sewn.
The leg straps — the parts that go between your legs and connect to the main lift web — are especially critical. They bear the full load of your body and gear during deployment and landing. Check that the hardware on the leg straps — the buckles, D-rings, and V-rings — is not cracked, deformed, or corroded. The buckle mechanism should engage positively and release cleanly.
Check the chest strap for proper adjustment and secure closure. The chest strap prevents the harness from riding up your body during freefall and is a critical safety component. It should be snug — typically positioned at the level of your armpits — and the buckle should be locked. Some rigs use a quick-release chest strap; if yours does, verify the release pin is secure and the release mechanism is unobstructed.
Main Canopy and Line Inspection
The main canopy is your primary lift source, and any damage to it can cause a malfunction. Inspect the canopy fabric throughout for tears, holes, contamination, and UV degradation. Fabric that has been exposed to excessive sunlight becomes brittle and can fail under load. Contamination from petroleum products or solvents weakens the fabric dramatically. Any canopy showing these signs should be removed from service immediately.
Every suspension line should be individually inspected. Run your fingers along each line from canopy to riser, feeling for nicks, cuts, fraying, or weak spots. Lines can be damaged by chafing against other lines, by contact with rough surfaces during packing, or by excessive heat from friction. A broken line during flight can cause asymmetric loading that leads to a spinning or diving canopy.
The links that connect the lines to the risers — small metal connectors — should be closed and secure. Some links use a screwgate mechanism; others are crimped. Verify that any link you can access is properly secured. Do not attempt to open or adjust links that are not designed to be user-serviceable; leave those to a rigger.
Pilot Chute and Deployment System
The pilot chute is the small parachute that, when thrown into the airstream, initiates the entire main canopy deployment sequence. If the pilot chute fails to function, the main canopy will not deploy. Inspect the pilot chute fabric for tears, burns, or contamination. Check that the bridle — the line connecting the pilot chute to the main canopy — is not frayed or damaged.
The pilot chute handle — the grip you will pull in an emergency or that you use to initiate deployment — should be secure in its pouch and the pouch should be properly attached to the container. The handle connects to the pilot chute via the bridle, and any slack in this connection could cause the handle to separate from the pilot chute during deployment.
Verify the main closing pin is properly seated in its closing loop. The pin should pass through both the loop and the friction band — the piece of fabric that creates the friction needed to hold the container closed against the opening force of the pilot chute. A pin that is not fully seated can release prematurely, causing an inadvertent deployment in the aircraft or during the climb. This is one of the most common causes of serious accidents in skydiving.
Reserve Parachute Inspection
The reserve parachute is your backup — the last line of defense if your main canopy fails and you must cut it away. While you cannot fully inspect a reserve parachute without unpacking it, there are visible indicators you can check. Verify that the reserve container is properly closed and that the reserve closing loop is in place. The reserve handle — the grip used to manually deploy the reserve if the static line fails — should be secure in its pouch.
Check the reserve's packing date. Federal regulations require that reserve parachutes be repacked by an FAA-certified rigger at least every 180 days, regardless of whether they have been used. A reserve that is out of date must be repacked before the rig can be jumped. Most drop zones display the packing date and rigger information on a card attached to the rig.
Visually inspect the exterior of the reserve container for signs of damage or contamination. If the reserve has been deployed — even in an actual emergency use — it must be sent to a rigger for full inspection and repack before the rig can be used again. Never jump a rig whose reserve has been activated without first having it professionally inspected.
AAD Functionality and Battery Status
The Automatic Activation Device — AAD — is a small electronic computer mounted in your rig that continuously monitors your altitude and descent rate. If you are falling too fast below a preset altitude — typically 1,000 feet — the AAD fires a charge that activates your reserve parachute. The AAD has saved many lives and is considered mandatory equipment by most drop zones for student skydivers.
Check your AAD's display before every jump, if it has one. Verify that it is powered on, that the battery indicator shows adequate charge, and that the altitude display matches the expected altitude for your current location. Different AAD models have different display configurations, so know your specific unit's indicators.
AAD battery status is critical — a dead battery renders the AAD completely non-functional. Most AAD manufacturers recommend battery replacement at intervals based on jump count or calendar time, whichever comes first. CYPRES, one of the most common AAD brands, recommends battery replacement every two years or 500 jumps. Never jump with an AAD that shows a low battery warning or has exceeded its recommended service interval.