BGD Adam 2 User manual

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EPIC 2-manual-EN-v1.5 June 2023Version 1.01 June 2023

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ADAM 2-manual-EN-v1.01 June 2023
Contents................................................................................. 2
Welcome to Bruce Goldsmith Design ................. 4
Introduction ......................................................................... 5
Limitations ....................................................................... 5
Warranty........................................................................... 5
Weight Range ................................................................ 6
Modications .................................................................. 6
Preparation and Pre-ight Checks ........................... 8
Setting up the speed bar.......................................... 8
On launch ......................................................................... 8
Pre-ight checks........................................................... 9
Flight Characteristics ...................................................... 10
Take-off ............................................................................ 10
Straight Flight ............................................................... 10
Turning ............................................................................. 11
Active piloting .............................................................. 11
Thermalling ..................................................................... 12
Speed System ............................................................... 12
Landing ............................................................................ 15
Recovery Techniques ...................................................... 16
Stalls .................................................................................. 16
Spins .................................................................................. 17
Symmetric Front Collapse ...................................... 17
Asymmetric Front Collapse ................................... 18
Releasing a trapped tip (cravat) ......................... 18
Contents
Contents

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ADAM 2-manual-EN-v1.01 June 2023
Loss of brakes................................................................ 19
Maintenance ........................................................................ 20
Storage ............................................................................. 20
Small Repairs .................................................................. 20
Lines.................................................................................... 21
Servicing / Inspection ............................................... 25
Environmental protection and recycling .......... 25
Technical Data ................................................................... 26
Materials............................................................................ 26
Specications ................................................................. 27
Overview of glider parts ........................................... 28
Risers .................................................................................. 29
Accelerator and brake ranges .............................. 30
Line Plan............................................................................ 31
Line Lengths ................................................................... 32
Service Record.................................................................... 38
Owner Record ..................................................................... 39
Closing Words..................................................................... 41
Appendix .............................................................................. 42
EN line measurements ............................................... 42
Contents

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ADAM 2-manual-EN-v1.01 June 2023
ADAM 2 OWNER’S MANUAL
Solo paraglider | EN / LTF A
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
ight characteristics, it should be properly looked after. Please read this manual from the rst 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.
Welcome

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ADAM 2-manual-EN-v1.01 June 2023
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 qualications for
towing, and the tow system should be certied 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 own outside the certied weight range
2. Have its trim speed adjusted by changing the length of risers or lines
3. Be own 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 benet from it, you
must complete the warranty registration form on the website.
It is your dealer’s responsibility to test y the paraglider before you receive it, to check the trim settings are correct.
Introduction

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ADAM 2-manual-EN-v1.01 June 2023
Please check that this has been completed. The waranty may be void if the test ight has not been completed by the
dealer.
Weight Range
Each wing size is certied 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 ight. We generally recommend pilots to
y in the middle of the weight range.
If you mainly y in weak conditions you might wish to y towards the lower end of the weight range to benet 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 ight characteristics, want more speed or often y in strong conditions you might choose to y
higher in the weight range. If you y 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.
Modications
Any modications to your glider e.g. changing the line lengths, can cause a loss of airworthiness and certication. We
recommend that you contact your dealer or BGD directly before performing any kind of modications.
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.
Introduction

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ADAM 2-manual-EN-v1.01 June 2023
Harness
Your paraglider was tested with a ‘GH’ (without diagonal bracing) type harness. The GH category includes weight-
shift 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
Introduction

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ADAM 2-manual-EN-v1.01 June 2023
Preparation and Pre-ight Checks
Setting up the speed bar
The ADAM 2 has accelerator risers, with Brummel hooks to attach the speed bar. The glider can be own 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-ight 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 ight in calm
air can be useful to ne-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.
Preparation and pre-
ight checks

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ADAM 2-manual-EN-v1.01 June 2023
Pre-ight checks
Your paraglider is designed to be simple to inspect and maintain but a thorough pre-ight procedure is mandatory on
all aircraft. The following pre-ight inspection procedure should be carried out before each ight.
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 inating 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
inated 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 ight.
Preparation and pre-
ight checks

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ADAM 2-manual-EN-v1.01 June 2023
Flight Characteristics
This manual is not intended as an instruction book on how to y your paraglider. You should be a qualied pilot, but
the following comments describe how to get the best from your wing.
Take-off
The wing is easy to inate in light or stronger winds and will quickly rise overhead to the ying 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 inate 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 y smoothly in a straight line without any input. At the maximum in-ight weight, without the
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ADAM 2-manual-EN-v1.01 June 2023
accelerator it will y at approximately the trim speed shown in the Specications 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
efcient turn at minimum sink, apply some brake to the outside wing to slow the turn and prevent excessive banking.
The glider ies 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 efciently 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 y smoothly through the air with a stable position above your
head, and controlled angle of incidence. Active piloting means ying 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 efcient than a big input
later. The more you let the glider y at trim speed, the better performance you will get out of it.
Your paraglider is resistant to collapse without any pilot action, but ying actively will increase the safety margin.
Active piloting can make your ying experience safer and more enjoyable, and it becomes instinctive in good pilots.
Flight Characteristics

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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 efcient 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 y near the stall point if you have enough height to recover (at least
100m).
Speed System
Launching and general ying is normally done without using the accelerator. A pilot ying at the maximum in-ight
weight should be able to reach the top speed noted in the specications 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 y 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 ying and get fully used to using half speed bar before you use full bar.
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ADAM 2-manual-EN-v1.01 June 2023
2. The speed increase is achieved by reducing the angle of attack, which means the canopy has slightly more
collapse tendency.Take care when ying fast in rough or turbulent conditions as deations 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.
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ADAM 2-manual-EN-v1.01 June 2023
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 ying 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
Flight Characteristics

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ADAM 2-manual-EN-v1.01 June 2023
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 y 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, are in the normal way from an altitude of around 2 m. It
may sometimes help to take wraps on the brakes to make the are more effective.
Strong-wind landings require a different technique. If you use the brakes to are 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 difcult to control the
collapsed canopy on the ground with the B-risers.
Flight Characteristics

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ADAM 2-manual-EN-v1.01 June 2023
Recovery Techniques
Recovery Techniques
Stalls
Stalls are dangerous and should not be practised in the course of normal ying. Stalls are caused by ying too slowly.
Airspeed is lost as brake pressure increases and as the canopy approaches the stall point it will start to descend
vertically and nally 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 ying 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 ying 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 inated 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 ight, 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 airow to re-attach to the leading edge, but be

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ADAM 2-manual-EN-v1.01 June 2023
Recovery Techniques
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 reinate and surge
forward in front of you before returning to normal ight. 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 ying. 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 deation.
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

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ADAM 2-manual-EN-v1.01 June 2023
(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 deations; however if the canopy collapses on one side due to turbulence, you
should rst of all control the direction of ight by countering on the opposite brake. Most normal collapses will
immediately reinate on their own and you will hardly have time to react before the wing reinates automatically.
The act of controlling the direction will tend to reinate the wing. However, with more persistent collapses it may be
necessary to pump the brake on the collapsed side using a long, strong, smooth and rm action. Normally one or two
pumps of around 80 cm will be sufcient. 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 reinate. Be careful not
to stall the wing completely if this technique is used.
Releasing a trapped tip (cravat)
Following a severe deation it is possible for a wingtip to become trapped in the glider’s lines (cravat). If this occurs
then rst of all use the standard method of recovery from a tip deation as described in Asymmetric Front Collapse
above. If the canopy still does not recover then pull the rear risers to help the canopy to reinate. Pulling the stabilo
line is also a good way to remove cravats, but remember to control your ight 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 ight 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.
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ADAM 2-manual-EN-v1.01 June 2023
Loss of brakes
In the unlikely event of a brake line snapping in ight, or a handle becoming detached, the glider can be own by
gently pulling the rear risers for directional control.
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ADAM 2-manual-EN-v1.01 June 2023
Maintenance
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 inammable!
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 nished ying, 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.