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(Reprinted from the February 2005 issue of Skydiving Magazine.)

By Mike Gruwell

The reason behind two Mirage reserve containers failing to immediately open following a Cypres fire has been solved, but the solution casts a wary eye on the parachute rigging industry.

According to Mirage service bulletin PSB1204, “common rigging errors” are to blame for Mirage reserve container flaps failing to open during a Cypres fire. The so-called common rigging errors include improperly sized reserve closing loops, unlubricated Cypres loops, misplaced reserve parachute bulk and under-compressed pilot chutes.

The bulletin implies that by moving the Cypres cutter from the flap underneath the reserve pilot chute to the flap directly on top of the pilot chute, the length of the closing loop, amount of lubrication or pilot chute compression no longer can effect a Cypres activation. A successful Cypres fire, when needed, is important to the skydiver who has shelled out hundreds of dollars for the life-saving device.

Still, what does this Mirage bulletin really say about the parachute rigging industry as a whole when the solution to an incident involving a rigging error is to modify its container instead of further educating the industry professionals?

According to Mirage, “It was felt that this solution was simpler and more reliably effective than any other combination of rigger education and container modifications.”

Airtec echoes that sentiment in its loop cutter recommendation: “We appreciate the action Mirage is taking with this PSB because it eliminates possible side effects from a lot of field rigging errors which no manufacturer can prevent.”

Do we have too many riggers out there who cannot be educated or trained sufficiently on the basic reserve closing principles of a correctly sized and manufactured closing loop as well as following the owner’s manual for bulk distribution?

For several years, Mirage has placed a drawing of a correctly packed reserve container on the inside of its main container for everyone to see. Yet, it is this exact problem that has played a part in Mirage deciding to modify the inside of its reserve container. Maybe Mirage has a point in that the industry has shown itself not able to take education seriously enough.

So now we have a “dumbed-down” Mirage so any rigger, no matter how bad the pack job, can theoretically record a Cypres save to his logbook. Again, this is important to Cypres users and these skydivers can skydive rest-assured that their container flaps will not hesitate if that Cypres is ever needed. But is this the final answer?

I believe education is still the ultimate answer to this situation. It is the reason scores of riggers, manufacturers and industry professionals recently gathered in Jacksonville, Fla., for the Parachute Industry Association 2005 International Symposium. Riggers from all over the world spent a week learning new tips, refining their skills and immersing themselves in the latest information about all of the different gear they work on every day.

Without continued education, an improperly sized reserve loop or under-compressed pilot chute on any container can still lead to injury or death. Loose reserve containers and reserve pins can easily lead to premature openings in the aircraft, during climb out, in freefall, during main canopy deployment or under a fully-functional parachute. This even includes a recently modified Mirage.

Following the owner’s manual, keeping up with the latest rigging information and attending continuing education classes are imperative for all riggers who give a damn about their customers and friends. In the end, it is up to each individual skydiver to choose a thorough rigger, be educated enough to know when their reserve container is not closed appropriately or ask questions if they see something amiss with a friend’s container.

For you educated riggers out there who will soon be packing these Mirage containers with the repositioned Cypres cutter, this modification is not rigger-friendly. Mirage admits in its bulletin that there is a “minimal aesthetic cost” with the modification.

After a few days of training at the Mirage factory for the purpose of completing this bulletin, I have modified more than 60 rigs over the last month. (An FAA Master Rigger or foreign equivalent must complete this modification at the next inspection/repack.) I have found that closing the final four flaps of a Mirage container needs a bit more finesse to attain the finished shape to the reserve container. Instead of the cutter being buried into the freebag under the first flap, it is now sandwiched between the pilot chute cap and #3 flap. This placement leaves nowhere for the cutter to “seat” itself. It also may mean a slightly longer reserve loop in some instances.

It is now imperative to use the pilot chute material to help build up the sides of the container to create a valley for the Cypres cutter and final flaps. With a little practice, this can be accomplished on all G4, RTS and larger G3 rigs. Small, tight G3 containers are where the “aesthetic cost” is being charged and the manufacturer is continuing to work on ways to solve that issue. Updates on Mirage rigging tips for the newly modified container will be posted on this web site in a few days. Any questions on the modification can be directed to Mirage or Chuting Star.