We've got the main brake parachute jets, which were the early Caravelles and the Soviet Tu104/124 (and the supersonic Tu144). The Caravelles were the original III, and also the VI-N. The VI-R (R for reversers, on the Rolls-Royce Avon turbojets) was introduced for the United Airlines order, as at an early stage in the evaluation the FAA said that braking parachutes blowing around US airports (or picking up runwayside taxy lights before being dropped) was not acceptable. They already had a bit of prior history of the first Caravelles operated into the US by South American operators.
There were a number of other quite significant features of the Caravelle that had to be redesigned for the 6R model for US certification; there had been no previous drop-down supplementary oxygen system and pressurisation failure was handled by a crash dive, portable O2 units for the cabin crew, and an altitude restriction of about 30,000 feet. Likewise the flight deck windows were found to be too small - they were the original De Havilland Comet design and the first cockpit assemblies had been actually built under subcontract by De Havilland at Hatfield. All these had to be fixed in the 6R.
The Soviet types never operated into the USA and certainly were never certified there.
In some cases the parachutes were repacked by the base engineer, who for a Caravelle licence would have done the training. However it would obviously extend turnround time so carrying spare packed chutes and substituting them woild be common. There would still be the need to restow. The base engineer was also responsible for going out in the van and collecting the released chute from wherever it had blown to. From a world of FOD concern it does all seem a bit unlikely.
The early South American Caravelles of Varig and Aerolineas Argentinas did long multi-stop flights and I would guess did not have multiple replacements on board, so I presume the engineer had packed ones in the stores ready to substitute as required. I believe that it was only deployed on landing if judged required, but was standard SOP for a rejected takeoff near V1.
Prior discussion and some interesting brake parachute stories
Braking parachute