BRUCE GOLDSMITH DESIGN ADAM 2 Paraglider User Manual

BRUCE GOLDSMITH DESIGN ADAM 2 Paraglider

Product Information

Specifications

• Product Name: BGD ADAM 2
• Type: Solo paraglider

Welcome to Bruce Goldsmith Design

Congratulations on your purchase of the BGD ADAM 2! The ADAM 2 is a beginners’ paraglider designed for training in schools. It is important to properly care for your wing to ensure it retains its original flight characteristics. Please read this manual thoroughly to get the best out of your wing. If you have any questions or need advice, feel free to contact your nearest BGD dealer.

Brake Line Lengths

The brake lines are set at the factory to ensure the trailing edge is not deformed when brakes are not applied. There should be approximately 7cm slack in the brake lines before they take effect on the canopy. It is usually not necessary to shorten the brake lines, but shrinkage may occur. In such cases, the brake lines can be lengthened by adjusting the knots.

Product Usage Instructions

Loss of Brakes

M In the event of a loss of brakes during flight, it is important to remain calm and follow these steps:

1. Assess the situation and determine if it is safe to continue flying without brakes.
2. If it is safe to fly without brakes, use weight shifting and weight distribution techniques to control the paraglider.
3. Do not attempt any aggressive maneuvers or actions that require precise control.
4. Plan for a gentle landing and approach the landing zone with caution.
5. After landing, inspect the brakes for any damage or issues before continuing to use the paraglider.

Maintenance

To ensure the longevity and performance of your ADAM 2 paraglider, regular maintenance is necessary. Here are some important maintenance tasks:

• Inspect the paraglider before each flight, checking for any visible damage or wear on the fabric, lines, and connections.
• Clean the paraglider regularly according to the manufacturer’s instructions using mild soap and water.
• Store the paraglider in a dry and well-ventilated area, away from direct sunlight and extreme temperatures.
• Replace any damaged or worn parts promptly with genuine BGD replacement parts.
• Follow the recommended service schedule provided by BGD or your dealer for inspections and maintenance tasks.

FAQ

• Q: Can I fly the ADAM 2 paraglider with a passenger?
  • A: No, the ADAM 2 is designed for solo use only and is not suitable for tandem flights.
• Q: Can I adjust the trim speed of the paraglider?
  • A: No, the trim speed should not be adjusted by changing the length of risers or lines. It is set at the factory to ensure proper flight characteristics.
• Q: Can I fly the ADAM 2 paraglider in rain or snow?
  • A: No, it is not recommended to fly the paraglider in rain or snow as it can affect the performance and safety of the wing.
• Q: What should I do if I need replacement parts for my ADAM 2 paraglider?
  • A: Contact your nearest BGD dealer for advice and information on obtaining genuine replacement parts.
• Q: How should I store my ADAM 2 paraglider?
  • A: Store the paraglider in a dry and well-ventilated area, away from direct sunlight and extreme temperatures. Folding it neatly and using a protective bag is recommended.
• Q: Can I make modifications to my ADAM 2 paraglider?
  • A: Any modifications to the glider, such as changing line lengths, can cause a loss of airworthiness and certification. It is important to consult your dealer or BGD directly before performing any modifications.

Welcome to Bruce Goldsmith Design

BGD is a world leader in the design and production of paragliders. For many years Bruce Goldsmith and his team have been developing products with world- beating performance for pilots who want the best. We apply our competitive knowledge to design top quality products that combine the highest performance with the safe handling our customers value and respect. BGD pilots appreciate our quality and reliability. BGD´s world-class status is based on the skills and expertise we have developed in combining aerodynamic design with cloth and materials technology. All BGD products are developed and made with the same skill and attention to good design that are synonymous with the ultimate performance and precision required by paragliders.

Congratulations on your purchase of the BGD ADAM 2

The ADAM 2 is a beginners’ paraglider, suitable for training in schools. In order to ensure your wing retains its original flight characteristics, it should be properly looked after. Please read this manual from the first to the last chapter to ensure you get the best out of your wing. Do not hesitate to contact your nearest BGD dealer if you need any advice or information about your paraglider, or any replacement parts.

Introduction

Limitations

• The ADAM 2 is suitable for beginners. It is a solo paraglider, and is not suitable for tandem use.
• It is suitable for towing. Both pilot and winch operator should have the necessary training and qualifications for towing, and the tow system should be certified for paraglider use.

SAFETY NOTE

• Do not perform spiral dives with big ears or asymmetric collapses.
• The high G loading on fewer lines could overload and break the lines.

This paraglider must not:

1. Be flown outside the certified weight range
2. Have its trim speed adjusted by changing the length of risers or lines
3. Be flown in rain or snow
4. Be towed with a tow-line tension in excess of 200kg

Warranty

• Information about the BGD warranty can be found on the Warranty page of our website. In order to benefit from it, you must complete the warranty registration form on the website.
• It is your dealer’s responsibility to test fly the paraglider before you receive it, to check the trim settings are correct.
• Please check that this has been completed. The waranty may be void if the test flight has not been completed by the dealer.

Weight Range

Each wing size is certified for a certain weight range. The weight refers to the overall take-off weight. This means the weight of the pilot, the glider, the harness and all other equipment carried in flight. We generally recommend pilots to fly in the middle of the weight range.

If you mainly fly in weak conditions you might wish to fly towards the lower end of the weight range to benefit from a better sink rate. In the lower half of the weight range the turning agility will be lower and the glider will be more damped. In strong turbulence the wing will have a greater tendency to deform or collapse with a lower wing loading. If you prefer dynamic flight characteristics, want more speed or often fly in strong conditions you might choose to fly higher in the weight range. If you fly in the upper half of the weight range agility and speed will be higher and you will have greater stability in turbulence, but there will be reduced self-damping in turns and after collapses.

Modifications

Any modifications to your glider e.g. changing the line lengths, can cause a loss of airworthiness and certification. We recommend that you contact your dealer or BGD directly before performing any kind of modifications.

Brake line lengths

The length of the brake lines is set at the factory so that the trailing edge is not deformed at all when brakes are not applied. There should be around 7cm slack in the brake lines, before they take effect on the canopy. It should not be necessary to shorten the brake lines. However, it is possible that shrinkage can occur. If necessary, the brake lines can be lengthened by adjusting the knots.

Harness

Your paraglider was tested with a ‘GH’ (without diagonal bracing) type harness. The GH category includes weightshift harnesses as well as ABS style (semi-stable) harnesses. The EN standard harness dimensions are a seat board width of 42cm. The horizontal distance between the attachment points of the paraglider risers (measured from the centre line of the karabiners) should be:

• 38cm for pilots under 50kg
• 42cm for pilots from 50-80kg
• 46cm for pilots above 80kg

Preparation and Pre-flight Checks

Setting up the speed bar

The ADAM 2 has accelerator risers, with Brummel hooks to attach the speed bar. The glider can be flown with or without a speed bar attached. The speed bar should be connected and adjusted following the instructions in your harness manual to ensure correct routing of the lines.

To adjust the speed bar lines to the correct length, sit in your harness and ask a helper to hold the risers up in their in-flight position. The speed bar line length can be adjusted by moving the knots, so that the bar sits just beneath your harness seat. You should be able to hook your heels into the bar, and to attain full bar extension (the two pulleys touching) when you push your legs out. Once you have set the bar up in this way on the ground, a test flight in calm air can be useful to fine-tune the length, ensuring it is even on both sides.

On launch

1. Select a suitable take-off area determined by wind and terrain, clear of any obstacles that may catch in the lines or damage the canopy.
2. Take your paraglider to the top of the take-off area, and allow the canopy to unroll itself down the hill if on a slope. This should leave the paraglider with the bottom surface facing upwards, the openings at the downwind/uphill end of the take-off area, and the harness at the trailing edge at the upwind side.
3. Unroll the canopy to each side so that the leading edge openings form a semicircular shape, with the trailing edge drawn together to form an arc. The harness should be drawn away from the canopy until the suspension lines are just tight.

Pre-flight checks

Your paraglider is designed to be simple to inspect and maintain but a thorough pre-flight procedure is mandatory on all aircraft. The following pre- flight inspection procedure should be carried out before each flight.

1. Whilst opening the paraglider check the outside of the canopy for any tears where it could have been caught on a sharp object or even have been damaged whilst in its bag. Visually inspect the risers for any signs of damage.
2. Check the lines for signs of damage, twists or knots. Divide the suspension lines into groups, each group coming from one riser. By starting from the harness and running towards the canopy remove any tangles or twists in the lines. Partially inflating the canopy in the wind will help to sort out the lines.
3. Ensure the brakes are clear and free to move. Check the knot which attaches the brake handles to the brake lines. Avoid having too many knots, as there is a risk the knots could become stuck in the brake pulleys. Both brakes should be the same length and this can be checked by having an assistant hold the upper end of the brake lines together whilst you hold the brake handles. The brake lines should be just slack with the wing inflated when the brakes are not applied.
4. Always check the buckles and attachments on the harness. Ensure the two main attachment maillons/ karabiners from the harness to the main risers, and the individual shackles which attach the risers to the lines, are tightly done up.
5. Before getting in to the harness you should be wearing a good helmet. Check the parachute container is correctly closed and the handle is secure. Put on the harness ensuring all the buckles are fastened and that it is well adjusted for comfort.

Your paraglider is now ready for flight.

Flight Characteristics

• This manual is not intended as an instruction book on how to fly your paraglider.
• You should be a qualified pilot, but the following comments describe how to get the best from your wing.

Take-off

• The wing is easy to inflate in light or stronger winds and will quickly rise overhead to the flying position.
• It will launch easily using either the forward launch technique (best for light winds) or reverse launch (best for stronger winds).

Forward Launch

Stand facing into wind with your back to the canopy and all the A-lines taut behind you, then take one or two steps back (do not walk all the way back to the canopy). The middle A-risers are marked A. The outer A-risers, which are used for big-ears, are marked A’. Take the middle A risers, one in each hand, and step forward to begin your launch run, applying pressure smoothly on the A-risers. As soon as the canopy starts to rise off the ground, stop applying pressure to the A-risers, but apply pressure on all the risers evenly through the harness. In very light conditions, maintaining gentle pressure on the A-risers can be helpful. Be ready to gently brake the canopy if it starts to accelerate past you.

Reverse Launch

In winds over 10km/h it is recommended to do a reverse launch and inflate the canopy whilst facing it, using the A-risers. Releasing pressure on the A-risers when it is at about 45° will help to stop it overshooting. The stronger the wind and the greater the pressure on the A-risers, the more quickly the canopy will rise. In stronger winds taking a step towards the glider as it rises can take some of the energy out of the glider and it will be less likely to overshoot.

Straight Flight

• Your paraglider will fly smoothly in a straight line without any input.
• At the maximum in-flight weight, without the accelerator it will fly at approximately the trim speed shown in the Specifications table.

Turning

Your wing does not require a strong-handed approach to manoeuvring. For a fast turn smoothly apply the brake on the side to which the turn is intended. The speed with which the brake is applied is very important. If a brake is applied fairly quickly the canopy will do a faster banking turn, but care must be taken not to bank too severely. To attain a more efficient turn at minimum sink, apply some brake to the outside wing to slow the turn and prevent excessive banking. The glider flies very well like this, but care must be taken not to over-apply the brakes, as this could result in a spin. The wing will turn far more efficiently if you weightshift into the turn in the harness. Remember that violent brake application is dangerous and should be avoided.

Active piloting

The objective of active piloting is to get the glider to fly smoothly through the air with a stable position above your head, and controlled angle of incidence. Active piloting means flying in empathy with your paraglider, guiding it through the air and being aware of feedback from the wing. If the air is smooth the feedback can be minimal but in turbulence feedback is continuous and needs to be constantly checked.

In order to get the best performance from your wing, it is best to control it though small brake inputs and weightshift rather than constantly being present on the brakes. A small brake movement early is more efficient than a big input later. The more you let the glider fly at trim speed, the better performance you will get out of it. Your paraglider is resistant to collapse without any pilot action, but flying actively will increase the safety margin. Active piloting can make your flying experience safer and more enjoyable, and it becomes instinctive in good pilots.

Thermalling

To attain the best climb rate your wing should be thermalled using a mild turn, as described above, keeping banking to a minimum. In strong thermals a tighter banking turn can be used to stay closer to the thermal´s core. Remember that weightshifting in the harness will make the turn more efficient and reduce the amount of brake required. Care must be taken not to apply so much brake as to stall. This is easy to avoid as the brake pressure increases greatly as you approach the stall point. Only fly near the stall point if you have enough height to recover (at least 100m).

Speed System

Launching and general flying is normally done without using the accelerator. A pilot flying at the maximum in-flight weight should be able to reach the top speed noted in the specifications table when using the accelerator system.

Full speed is achieved when the two pulleys on each A-riser touch. Do not go beyond this point by using excessive force to attempt to make the glider go faster as this may result in the glider collapsing. When you come off the bar it is also important to do so smoothly and progressively, to manage the pitch. It is possible for paragliders to front-collapse if the bar is released too quickly. We recommend you only fly in conditions where you can progress into wind with no speed bar applied, so that you have extra airspeed in reserve should you need it.

IMPORTANT

1. Practise using the speed system in normal flying and get fully used to using half speed bar before you use full bar.
2. The speed increase is achieved by reducing the angle of attack, which means the canopy has slightly more collapse tendency.Take care when flying fast in rough or turbulent conditions as deflations are more likely to occur at speed.
3. Remember that your glide deteriorates at higher speeds. Best glide is achieved when the risers are level and the brakes are off, or with a little accelerator applied (up to 25% speed).

The dyneema line that connects the speed system in the risers is designed to have a small amount of slack in it, in order to obtain the correct riser lengths when accelerated. The amount of slack in this line varies with wing size and determines the B riser length when fully accelerated. The length of this line can be adjusted where it is looped on the maillon of the B-riser. It can also be replaced if necessary. The component parts of the speed system should be regularly checked for signs of wear, and to ensure the system works smoothly.

Rapid descent procedures

Big Ears

The wingtips of your paraglider can be folded in to increase its sink rate. The Big Ear facility allows you to descend quickly without substantially reducing the forward speed of your glider. (B-line stalls also allow for fast descent, but they result in greatly reduced forward speed).

To engage Big Ears, lean forward in the harness and grasp the outer A-lines, or the maillons of the ‘Baby-A’ risers, keeping hold of both brake handles if possible. Pull the outer A-lines or Baby-A risers out and down at least 30 cm so as to collapse the tips of the glider. It is very important that the other A-lines are not affected when you do this as pulling these could cause the leading edge to collapse. Steering with Big Ears in is possible by weight- shifting. When you let go of the outer A-lines or the Baby A risers, the Big Ears may come out on their own. If not, a pump on the brakes is all that is necessary.

Before using Big Ears in earnest you should practise with plenty of ground clearance in case a leading-edge collapse occurs. Always keep hold of both brakes in order to retain control.

B-Line Stall

This is a fast descent method and is a useful emergency procedure. Keeping hold of the brake handles, take hold of the top of the B-risers, one in each hand, and pull them down by 10-15cm. This will stall the canopy and its forward speed will drop to zero. Make sure you have plenty of ground clearance because the descent rate can be over 10m/ sec.

To increase the descent rate pull harder on the B-risers. When you release the B-risers the canopy will automatically start flying again, usually within two seconds. Sometimes the canopy will turn gently when it exits from the B-line stall. It is normally better to release the B-risers fairly quickly rather than slowly, as the latter may result in the canopy entering deep stall. Always release the risers symmetrically, as an asymmetric release from a B-line stall may result in the glider entering a spin. B-line stalls are useful if you need to lose a lot of height quickly, perhaps to escape from a thunderstorm. They should not be performed with less than 100 m of ground clearance.

Spiral Dive

A normal turn can be converted into a spiral dive by continuing to apply one brake. The bank angle and speed of the turn will increase as the spiral is entered. Be careful to enter the spiral gradually and with control, as too quick a brake application can cause a spin or a high-G spiral.

Spiral dives are one of the most dangerous manoeuvres in paragliding and the high G-force and quick loss of altitude can easily catch pilots out. A mistake in judging these factors can lead to a very serious accident, so spirals must be treated with great respect. Pilots are advised to practise spiral dives under close supervision or during an SIV course. Do not perform spiral dives with big ears or asymmetric collapses. The high G loading on fewer lines could overload and break the lines.

To pull out of a steep spiral dive, release the applied brake gradually and/or apply opposite brake gradually. A sharp release of the brake can cause the glider to surge and dive as the wing converts speed to lift. Always be ready to damp out any dive with the brakes. Also be ready to encounter turbulence when you exit from a spiral because you may fly though your own wake, which can cause a collapse.

CAUTION: Spiral dives can cause loss of orientation or black-out and they take some time to exit from. This manoeuvre must be exited with plenty of height.

Landing

Landing is very straightforward. When landing in light winds, flare in the normal way from an altitude of around 2 m. It may sometimes help to take wraps on the brakes to make the flare more effective.

Strong-wind landings require a different technique. If you use the brakes to flare in a strong wind the wing tends to convert this energy to height, which can be a problem. The best method is to take hold of the rear-risers at the maillons just before landing, and collapse the canopy using these when you have landed. The glider will collapse very quickly using this method. After landing, the B-risers can also be used to collapse the canopy, although it is more difficult to control the collapsed canopy on the ground with the B-risers.

Recovery Techniques

Stalls

Stalls are dangerous and should not be practised in the course of normal flying. Stalls are caused by flying too slowly. Airspeed is lost as brake pressure increases and as the canopy approaches the stall point it will start to descend vertically and finally begin to collapse. Should this occur it is important that the pilot releases the brakes at the correct moment. The brakes should never be released when the wing has fallen behind the pilot; the brakes should be released fairly slowly, to prevent the forward dive of the canopy from being too strong. A pre-release of the brakes and the reconstruction of the full span is recommended to avoid the tips getting cravatted during the recovery. Pilots are advised never to attempt this manoeuvre unless under SIV instruction.

Deep Stall (or Parachutal Stall)

Your paraglider has been designed so that it will not easily remain in a deep stall. However, if it is incorrectly rigged or its flying characteristics have been adversely affected by some other cause, it is possible that it could enter this situation. In the interests of safety all pilots should be aware of this problem, and know how to recover from it. The most common way to enter deep stall is from a flying too slowly, from a B-line stall or even from big ears.

When in deep stall the pilot will notice the following:

1. Very low airspeed.
2. Almost-vertical descent (like a round canopy), typically around 5 m/s.
3. The paraglider appears quite well inflated but does not have full internal pressure. It looks and feels a bit limp.

Recovery from deep stall is quite simple: The normal method is to simply initiate a mild turn. As the canopy starts to turn it will automatically revert to normal flight, but it is very important not to turn too fast as this could induce a spin. The second method is to pull gently on the A-risers. This helps the airflow to re-attach to the leading edge, but be careful not to pull down too hard as this will induce a front collapse.

If the deep stall is particularly stubborn and the previous methods do not work then a full stall will solve the problem. To do this apply both brakes fairly quickly, as if to do a strong stall, then immediately release both brakes and damp out the forward surge in the normal way. The canopy will swing behind you then automatically reinflate and surge forward in front of you before returning to normal flight. It is the surge forward that exits the canopy from deep stall.

Spins

Spins are dangerous and should not be practised in the course of normal flying. Spins occur when the pilot tries to turn too fast. In a spin the pilot, lines and canopy basically stay vertical and rotate around a vertical axis. Your glider will resist spinning, but if a spin is inadvertently induced you should release the brake pressure but always be ready to damp out any dive as the glider exits the spin. Failure to damp the dive on exiting the spin may result in an asymmetric deflation.

Symmetric Front Collapse

It is possible that turbulence can cause the front of the wing to symmetrically collapse, though active piloting can largely prevent this from occurring accidentally. During the early stages of a front collapse the pilot should apply brake symmetrically on both sides for a maximum of one second. This will push the air from the back of the canopy towards the front, stopping the collapse from becoming deep.

Make sure the brakes are fully released during the later stages of the collapse, or this may induce a full stall. The glider will normally recover on its own as long as the pilot keeps the brakes up. If the glider does not recover on its own it may be necessary to make a second pump on the brakes. A pilot can reproduce the effect during an SIV course by taking hold of both the A-risers and pulling down sharply on them, then immediately releasing. Make sure that you pull all four A-risers at the same time, two risers in each hand (make sure to include the baby-A risers). The glider will automatically recover on its own from this situation in around three seconds. During this recovery period it is advisable not to apply the brakes as this could stall the wing.

Asymmetric Front Collapse

Your paraglider is very resistant to deflations; however if the canopy collapses on one side due to turbulence, you should first of all control the direction of flight by countering on the opposite brake. Most normal collapses will immediately reinflate on their own and you will hardly have time to react before the wing reinflates automatically.

The act of controlling the direction will tend to reinflate the wing. However, with more persistent collapses it may benecessary to pump the brake on the collapsed side using a long, strong, smooth and firm action. Normally one or two pumps of around 80 cm will be sufficient. Each pump should be applied in about one second and smoothly released. In severe cases it can be more effective to pump both brakes together to get the canopy to reinflate. Be careful not to stall the wing completely if this technique is used.

Releasing a trapped tip (cravat)

Following a severe deflation it is possible for a wingtip to become trapped in the glider’s lines (cravat). If this occurs then first of all use the standard method of recovery from a tip deflation as described in Asymmetric Front Collapse above. If the canopy still does not recover then pull the rear risers to help the canopy to reinflate. Pulling the stabilo line is also a good way to remove cravats, but remember to control your flight direction as your number-one priority. If you are very low then it is much more important to steer the canopy into a safe landing place or even throw your reserve.

NOTE: Test pilots have tested the glider well beyond the normal flight envelope, but such tests are carried out in a very precise manner by trained test pilots with a back-up parachute, and over water. Stalls and spins on any paragliders are dangerous manoeuvres and are not recommended.

Loss of brakes

• In the unlikely event of a brake line snapping in flight, or a handle becoming detached, the glider can be flown by gently pulling the rear risers for directional control.

Maintenance

Storage

If you have to pack your canopy away wet, do not leave it for more than a few hours in that condition. As soon as possible dry it out, but do not use direct heat sources as it is inflammable! It is recommended to store your glider loosely packed, in a dry place out of direct sunlight. Avoid extremes of temperature – do not leave it for long periods in a hot car in summer, and avoid letting it freeze, particularly if it is damp.

Your paraglider is made from high quality nylon which is treated against weakening from ultraviolet radiation However, UV exposure will still weaken the fabric and prolonged exposure to harsh sunlight can severely compromise the safety of your canopy. Therefore once you have finished flying, put your wing away. Do not leave it laying in strong sunshine unnecessarily.

Never drag or slide the top surface of the glider over concrete or other hard surface as this can cause abrasion damage to the sail. Do not treat your canopy with chemical cleaners or solvents. If you must wash the fabric, use warm water and a little soap. If your canopy gets wet in sea water, wash it with warm water and carefully dry it.

Small Repairs

Small tears in the top or bottom surface (not normally the ribs) of a canopy can be repaired with a patch of self-adhesive ripstop nylon. Tears of up to around 10 cm can be repaired in this way providing they are not in high-stress areas. If you have any doubt about the airworthiness of your canopy please contact your dealer or BGD directly.

Lines

Releasing loops on the rear lines

All BGD gliders are rigged from new with loops on the maillons of the C lines (and D lines if any) plus the stabi line. The loops are there so that they can be released to compensate for any shrinkage of the back lines as the glider gets older.

BGD recommends releasing the loops after 100 hours or one year, whichever comes first, or earlier if the pilot feels the glider does not come up as easily on launch. When the first line check is done, normally at 2 years, the loops should already have been released, and this should be verified and fine- tuned by the check centre.

Left: loops on maillons; Right: loops released.

Mounting Replacement Lines

If you need to replace lines on your glider, we recommended that a professional should mount the new lines. The airworthiness of your glider, and your safety, depends on it being done correctly. You can identify the line(s) you need to replace from the line layout diagram for your wing. Download the latest version here: https://tinyurl.com/BGDlines

Replacement lines can be ordered from the Accessories section of www.flybgd.com. Check that the lines you have received correspond with the line plan and that it matches your glider.

The quickest way to remove the old lines is to cut them off. However, don’t cut the old lines off if you have not received the new ones or you may end up not being able to fly! Sometimes only a part lineset is needed (eg excluding top lines or brakes) so take care not to cut any lines that need to be retained.

Correct alignment of lines

• It is important that the lines are mounted the correct way up.
• Sheathed lines have no additional reinforcing. They can be mounted either way up
• Yellow thread marks the reinforced end of a microline
• White thread marks the non-reinforced end of a microline.

Unsheathed lines have an internal reinforcement at one end, marked with a yellow thread. This is the line junction end. The non-reinforced end is marked with a white thread and must be attached to the glider attachment point or maillon. Sheathed lines have no additional reinforcement and can be mounted in both directions.

Alignment of attachment points

Lines should be placed symmetrically on the tab, except where the tab is inclined. The A tabs are inclined backwards on all BGD gliders to align it with the direction of pull of the line. So when assembling the lines, the A tab should be angled back, and the B, C and D tabs should be perpendicular to the undersurface of the wing.

Attaching the lines

• All the lines are connected to other lines or to tabs with lark’s foot junctions.
• Make sure that these are joined correctly with an interlocked junction and not a looped junction.
• BGD maillons have black plastic inserts to prevent them from accidentally coming undone and the lines from falling out.
• Always ensure that they are correctly installed after rigging the glider. If they are lost, use a line lock insert to hold the link closed. New inserts can be ordered from www.flybgd.com.
• After rigging the wing, always do a full dimensional check of the lines, and inflate it to ensure that everything is correct before flying.

Servicing / Inspection

It is important to have your glider regularly serviced. Your wing should have a thorough check / inspection every 24 months or every 150 flight hours, whichever occurs first. This check must be made by the manufacturer, importer, distributor or other authorised persons. Please print out the service pages from this manual, fill in the number of flights and hours flown in the Service Record, and send together with your glider when it goes for inspection or servicing. The manufacturer will only accept responsibility for lines and repairs which we have produced and fitted or repaired by an approved service centre.

Environmental protection and recycling

Our sport takes place in the natural environment, and we should do everything to preserve our environment. A glider is basically made of nylon, synthetic fibres and metal. At the end of your paraglider’s life, please remove all metal parts and put the different materials in an appropriate waste/recycling plant.

Technical Data

Materials

The ADAM 2 is made from the following quality materials:

Sail

• Top surface / Dominico D30
• Bottom surface / Porcher Eazyfly 40g/m2
• All ribs, TE mini ribs and diagonal ribs / Porcher Skytex 40 g/m2 hard
• CS straps / Porcher Skytex 40 g/m2 hard
• Nose reinforcing / Plastic wire

Risers

• Webbing / Rivori 12 mm nylon black
• Maillons / Maillon Rapide 3.5D Delta shackles + inserts
• Pulleys / Sprenger, Ronstan P18

Lines

• Top lines / Liros PPSL (sheathed)
• Middle lines / Liros PPSL (sheathed)
• Lower lines / Liros PPSL (sheathed)
• Brakes / Liros DSL
• Brake line KL1 / Liros DSL350

Spare parts can be obtained directly from BGD or though our network of registered BGD repair shops.
For a full list check www.flybgd.com

Specifications

125
Trim speed (km/h)|  |  |  |  | 37|  |
Top speed (km/h)|  |  |  |  | 48|  |
Min. sink (m/s)|  |  |  |  | 1|  |
Best glide|  |  |  |  | 8.5|  |
Certification (free flight)| EN+LTF:| A| EN+LTF:| A| EN+LTF: A| EN+LTF: A| EN+LTF: A
Certification (paramotor)|  |  |  |  | Not yet tested|  |
Suitable for towing|  |  |  |  | Yes|  |

Overview of glider parts

Risers

• The riser set does not have trimmers, or any other adjustable or removable device.

Accelerator and brake ranges

Riser lengths

Length are in millimetres. The actual measured riser length must be no more than 5 mm different to the value in the table.

Brake range

In millimetres, at maximum all-up weight.

Line Plan And Lengths

Line Plan

Line Lengths

• The latest versions of the line layout diagrams and line lengths for all BGD wings can be downloaded from Dropbox.
• All measures are in mm, with 50 N line tension, the tension being slowly and gradually applied before taking the measurement. The lengths are measured from the lower surface of the canopy and include the risers.
• Compliance of the test sample’s suspension lines, control lines and risers with the dimensions given in the user’s manual are checked by the testing laboratory after the test flights have been completed
• The difference in line lengths between the manual and the sample may be no more than 10 mm. The measured lengths are in the appendix.

Size XS

• Bridle check
• Single line lengths

A|  | B|  | C|  | D|  | K|
---|---|---|---|---|---|---|---|---|---
a1| 1749| b1| 1730| c1| 865| d1| 941| k1| 1440
a2| 1722| b2| 1681| c2| 855| d2| 928| k2| 1217
a3| 1727| b3| 1707| c3| 819| d3| 888| k3| 1128
a4| 1647| b4| 1436| c4| 815| d4| 875| k4| 1280
a5| 1637| b5| 1417| c5| 724|  |  | k5| 1181
a6| 1648| b6| 1436| c6| 655|  |  | k6| 1213
a7| 474| b7| 416| c7| 492|  |  | k7| 773
a8| 428| b8| 369| c8| 476|  |  | k8| 708
a9| 429| b9| 364| c9| 496|  |  | k9| 474
a10| 369| b10| 324| c10| 397|  |  | k10| 552
a11| 426| b11| 415|  |  |  |  |  |
a12| 281| b12| 305|  |  |  |  |  |

AR1

|

3929

|

BR1

|

3881

|

CM1

|

901

|  |  |

KR1

|

2550

AR2| 4021| BR2| 4141| CM2| 890|  |  | KR2| 2196
AM1| 2076| BM1| 1589| CM3| 853|  |  | KM1| 822
AM2| 1944| BM2| 1487| CM4| 848|  |  | KM2| 1031
AM3| 362| BM3| 385| CM5| 776|  |  | KR3| 1782
AR3| 3084| BR3| 3568| CM6| 845|  |  | KL1| 2551
 |  | BR4| 4302| CM7| 452|  |  |  |
 |  |  |  | CR1| 3950|  |  |  |
 |  |  |  | CR2| 3996|  |  |  |
 |  |  |  | CR3| 4144|  |  |  |

Size S

• Bridle check
• Single line lengths

A|  | B|  | C|  | D|  | K|
---|---|---|---|---|---|---|---|---|---
a1| 1830| b1| 1833| c1| 906| d1| 985| k1| 1503
a2| 1802| b2| 1788| c2| 896| d2| 973| k2| 1283
a3| 1808| b3| 1810| c3| 857| d3| 930| k3| 1200
a4| 1723| b4| 1718| c4| 854| d4| 916| k4| 1345
a5| 1714| b5| 1703| c5| 758|  |  | k5| 1223
a6| 1725| b6| 1719| c6| 687|  |  | k6| 1258
a7| 496| b7| 436| c7| 516|  |  | k7| 816
a8| 448| b8| 387| c8| 499|  |  | k8| 742
a9| 450| b9| 382| c9| 520|  |  | k9| 505
a10| 386| b10| 340| c10| 416|  |  | k10| 573
a11| 446| b11| 435|  |  |  |  |  |
a12| 296| b12| 321|  |  |  |  |  |

AR1

|

4143

|

BR1

|

4061

|

CM1

|

943

|  |  |

KR1

|

2667

AR2| 4232| BR2| 4148| CM2| 932|  |  | KR2| 2330
AM1| 2172| BM1| 1662| CM3| 893|  |  | KM1| 859
AM2| 2035| BM2| 1556| CM4| 887|  |  | KM2| 1080
AM3| 395| BM3| 413| CM5| 812|  |  | KR3| 1838
AR3| 3254| BR3| 3768| CM6| 884|  |  | KL1| 2695
 |  | BR4| 4529| CM7| 472|  |  |  |
 |  |  |  | CR1| 4145|  |  |  |
 |  |  |  | CR2| 4214|  |  |  |
 |  |  |  | CR3| 4369|  |  |  |

Size M

• Bridle check
• Single line lengths

A|  | B|  | C|  | D|  | K|
---|---|---|---|---|---|---|---|---|---
a1| 1907| b1| 1932| c1| 945| d1| 1027| k1| 1571
a2| 1878| b2| 1896| c2| 935| d2| 1015| k2| 1329
a3| 1886| b3| 1909| c3| 894| d3| 970| k3| 1234
a4| 1797| b4| 1989| c4| 891| d4| 956| k4| 1397
a5| 1787| b5| 1976| c5| 791|  |  | k5| 1289
a6| 1799| b6| 1990| c6| 717|  |  | k6| 1326
a7| 518| b7| 455| c7| 538|  |  | k7| 844
a8| 468| b8| 404| c8| 521|  |  | k8| 774
a9| 469| b9| 398| c9| 542|  |  | k9| 518
a10| 403| b10| 355| c10| 434|  |  | k10| 604
a11| 466| b11| 455|  |  |  |  |  |
a12| 311| b12| 337|  |  |  |  |  |

AR1

|

4340

|

BR1

|

4233

|

CM1

|

982

|  |  |

KR1

|

2777

AR2| 4435| BR2| 4146| CM2| 972|  |  | KR2| 2396
AM1| 2263| BM1| 1732| CM3| 930|  |  | KM1| 895
AM2| 2120| BM2| 1622| CM4| 925|  |  | KM2| 1127
AM3| 412| BM3| 430| CM5| 846|  |  | KR3| 1948
AR3| 3416| BR3| 3952| CM6| 921|  |  | KL1| 2803
 |  | BR4| 4745| CM7| 492|  |  |  |
 |  |  |  | CR1| 4342|  |  |  |
 |  |  |  | CR2| 4416|  |  |  |
 |  |  |  | CR3| 4579|  |  |  |

Size ML

• Bridle check
• Single line lengths

A|  | B|  | C|  | D|  | K|
---|---|---|---|---|---|---|---|---|---
a1| 1981| b1| 2025| c1| 982| d1| 1067| k1| 1634
a2| 1952| b2| 1991| c2| 972| d2| 1055| k2| 1382
a3| 1960| b3| 2003| c3| 929| d3| 1009| k3| 1284
a4| 1866| b4| 2250| c4| 927| d4| 994| k4| 1451
a5| 1856| b5| 2239| c5| 822|  |  | k5| 1341
a6| 1869| b6| 2251| c6| 745|  |  | k6| 1379
a7| 538| b7| 473| c7| 560|  |  | k7| 878
a8| 487| b8| 421| c8| 542|  |  | k8| 805
a9| 488| b9| 414| c9| 564|  |  | k9| 538
a10| 420| b10| 369| c10| 451|  |  | k10| 628
a11| 485| b11| 473|  |  |  |  |  |
a12| 325| b12| 352|  |  |  |  |  |

AR1

|

4518

|

BR1

|

4398

|

CM1

|

1020

|  |  |

KR1

|

2884

AR2| 4629| BR2| 4137| CM2| 1010|  |  | KR2| 2491
AM1| 2351| BM1| 1799| CM3| 966|  |  | KM1| 929
AM2| 2203| BM2| 1685| CM4| 961|  |  | KM2| 1172
AM3| 429| BM3| 447| CM5| 879|  |  | KR3| 2026
AR3| 3571| BR3| 4121| CM6| 957|  |  | KL1| 2966
 |  | BR4| 4954| CM7| 511|  |  |  |
 |  |  |  | CR1| 4541|  |  |  |
 |  |  |  | CR2| 4604|  |  |  |
 |  |  |  | CR3| 4774|  |  |  |

Size L

• Bridle check
• Single line lengths

A|  | B|  | C|  | D|  | K|
---|---|---|---|---|---|---|---|---|---
a1| 2052| b1| 2115| c1| 1018| d1| 1107| k1| 1694
a2| 2012| b2| 2073| c2| 1008| d2| 1095| k2| 1433
a3| 2031| b3| 2094| c3| 963| d3| 1046| k3| 1332
a4| 1934| b4| 2500| c4| 960| d4| 1030| k4| 1504
a5| 1915| b5| 2490| c5| 854|  |  | k5| 1389
a6| 1939| b6| 2501| c6| 774|  |  | k6| 1429
a7| 557| b7| 491| c7| 582|  |  | k7| 910
a8| 505| b8| 437| c8| 562|  |  | k8| 839
a9| 506| b9| 430| c9| 585|  |  | k9| 561
a10| 436| b10| 383| c10| 469|  |  | k10| 650
a11| 502| b11| 490|  |  |  |  |  |
a12| 338| b12| 366|  |  |  |  |  |

AR1

|

4706

|

BR1

|

4557

|

CM1

|

1057

|  |  |

KR1

|

2988

AR2| 4814| BR2| 4135| CM2| 1047|  |  | KR2| 2580
AM1| 2434| BM1| 1864| CM3| 1001|  |  | KM1| 964
AM2| 2281| BM2| 1748| CM4| 995|  |  | KM2| 1219
AM3| 454| BM3| 462| CM5| 906|  |  | KR3| 2101
AR3| 3720| BR3| 4289| CM6| 986|  |  | KL1| 3093
 |  | BR4| 5154| CM7| 530|  |  |  |
 |  |  |  | CR1| 4715|  |  |  |
 |  |  |  | CR2| 4792|  |  |  |
 |  |  |  | CR3| 4976|  |  |  |

Service Record

Service No 1

Service No 2

Service No 3

Service No 4

Service No 5

Service No 6

Owner Record

Pilot No 1

• First name: ………………
• Family name: ………………
• Street: ………………
• City: ………………
• Post code: ………………
• Country: ………………
• Telephone:  ………………
• Email: ………………

Pilot No 2

• First name: ………………
• Family name: ………………
• Street: ………………
• City: ………………
• Post code: ………………
• Country: ………………
• Telephone:  ………………
• Email: ………………

Closing Words

Your paraglider is an advanced, stable glider that promises many hours of safe and enjoyable flying, provided you treat it with care and always respect the potential dangers of aviation. Please always remember that flying can be dangerous and your safety depends on you. With careful treatment your wing should last for many years. It has been tested to current international airworthiness standards, and these represent the current knowledge concerning the safety of a paraglider. However, there are still many unknowns, for example the effective lifespan of the current generation of gliders and how much material material ageing is acceptable without affecting the airworthiness. There are natural forces that can seriously threaten your safety, regardless of the quality of construction or the condition of your glider. Your security is ultimately your responsibility.

We strongly recommend that you fly carefully, adapt to the weather conditions and keep your safety in mind. Flying in a club or a school with experienced pilots is highly recommended. We recommend that you fly with a standard harness with back protection and a reserve parachute. Always use good equipment and an approved helmet.

See you in the sky!

BGD GmbH

• Am Gewerbepark 11, 9413 St Gertraud, Austria
• Tél +43 (0) 4352 35676

43N SARL R &D

• 195 Avenue Auguste Renoir, 06520, Magagnosc, France
• email: sales@flybgd.com

Appendix

EN line measurements

The tables below show the line measurements for the test wings, as measured by the test house during the certification procedure. These figures relate to the Bridle Check Tables in section 7.

Size XS

Size S

Size M

Size ML

Size L

References

• Bruce Goldsmith Design – Paragliders with personality

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