BGD Cure 2 User manual

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CURE 2-manual-EN-1-02 September 2019Version 1.02 September 2019

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1. Welcome 3
2. Introduction 4
3. Preparation 7
4. Flight Characteristics 9
5. Recovery Techniques 16
6. Storage and Servicing 19
7. Technical Data 21
8. Service booklet 33
9. Closing Words 37
CONTENTS
Contents

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CURE 2 OWNER’S MANUAL
Solo paraglider | EN / LTF C
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 CURE 2
The CURE 2 is a performance paraglider, certied LTF/EN-C. It is ideal for cross-country pilots looking for
performance with low stress and is suitable for those stepping up from the EN-B class. It is not suitable for beginners.
The CURE 2 has a new structure and prole, with 74 cells. It has a high top speed with excellent glide at speed and
good stability in wind and turbulence. The new-design risers have a light and efcient C-steering system.
The CURE 2 has been designed to a high standard of safety and stability, but it will only retain these characteristics if
it is properly looked after. This manual has been prepared to give you information and advice about your paraglider.
If you ever need any replacement parts or further information, please do not hesitate to contact your nearest BGD
dealer or contact BGD directly.
Please read this manual carefully from the rst to the last chapter to ensure you get the best out of your paraglider.
1. Welcome

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Limitations
The CURE 2 is a single-seat paraglider. It is not intended for tandem use or for aerobatic manoeuvres. It is suitable for
winching. Both pilot and winch operator should have the necessary training and qualications for winching, and the
winch system should be certied for paraglider use.
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
Test ight and Warranty
All information about the BGD warranty can be found on the Warranty page of our website. In order to enjoy the full
benets 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.
The test ight record of this is in the service booklet at the end of this manual. Please be sure that this has been
completed by your dealer.
2. INTRODUCTION
2. Introduction

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The warranty may be void if the test ight record 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 with you in ight. We generally recommend
your paraglider is own 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 better speed or 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 or the speed system, 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 lines
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.
2. Introduction

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Harness
The paraglider is tested with a ‘GH’ (without diagonal bracing) type harness. The GH category includes weight-shift
harnesses as well as ABS style (semi-stable) harnesses.
Approved harness dimensions
This glider has been tested with a harness that complies with the EN standard harness dimensions.
These are:
Seat board width: 42cm.
The horizontal distance between the attachment points of the paraglider risers (measured from the centre-line of the
karabiners) must be:
• < 50kg = 38cm
• 50-80kg = 42cm
• > 80kg = 46cm
2. Introduction

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3. PREPARATION
Connecting the speedbar
Your paraglider comes with accelerator risers and can be own with or without a speedbar attached. The speedbar
should be connected and adjusted following the instructions in your harness manual to ensure correct routing of the
lines. Connect the Brummel hooks on the speedbar to those on the risers’ speed system, ensuring the lines run freely
and are not caught around anything (reserve handle, risers or lines).
To adjust the speedbar length, sit in your harness and ask an assistant to hold the risers up in their in-ight position.
The speedbar length should 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.
3. Preparation

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Pre-ight inspection
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.
3. Preparation

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4. 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). Take an A-riser in each hand (the A-risers are marked with red
cloth to make them easier to nd) and begin your launch run pulling gently and smoothly on the A-risers. As soon as
the canopy starts to rise off the ground stop pulling so hard on the A-risers but put pressure on all the risers evenly
through the harness. Maintaining gentle pressure on the A-risers helps in very calm conditions. Have your hands ready
to slow up the canopy with the brakes 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
4. Flight Characteristics

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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 weight-shift 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.
4. 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 weight-shifting 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
A pilot ying at the maximum in-ight weight should be able to reach the top speed quoted in the specications
table, when pushing the accelerator system fully. Glide angle is recuced with full speedbar applied, so it is not
necessarily the best way to race in thermic conditions, and the canopy is slightly more susceptible to deations. Using
the accelerator can require some effort and the pilot’s balance in the harness can be affected. It may be necessary to
make some adjustments to the harness. We recommend you only y in conditions where you can penetrate into wind
with the risers level, ie no speed bar applied, so that you have the extra airspeed in reserve should you need it.
To y at maximum speed the speed bar should be applied smoothly and gradually until the two pulleys on each
A-riser touch. Please 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.
IMPORTANT:
1. Practise using the speed system in normal ying.
2. Be careful ying fast in rough or turbulent conditions as deations are more likely to occur at speed. The
4. Flight Characteristics

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speed increase is achieved by reducing the angle of attack, so the canopy has slightly more collapse
tendency.
3. Remember that your glide deteriorates at higher speeds. Best glides are achieved when the risers are level
and the brakes are off.
Check the component parts of the speed system regularly for wear, and ensure that it always works smoothly.
C-steering
The CURE 2 is designed with an effective and light C-steering system that allows you to actively pilot the wing
without using the brakes which is particularly useful when ying accelerated. When you pull the C-riser, 33% of the
force acts on the B-riser too. This setup reduces the steering pressure compared to acting on the B risers with 50%.
To y with the C-steering system, keep hold of the brakes, and place your ngers either side of the C-riser, as shown
in FIG. 1. You can apply pressure to the C-risers to make small pitch adjustments when gliding, especially on speed.
The C-steering can also be used to control direction, but you must take care not to accidentally stall the glider as the
range is much less than on the brakes.
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 30cm
4. Flight Characteristics

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4. Flight Characteristics
FIG. 1: To use the C-riser system, place your ngers either side of the C-riser and grasp the C-handle. Applied pressure
acts on the C- and B-risers in a 3:1 ratio.

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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 will come out on their own. A pump on the
brakes can speed this up if 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. Putting your hands through the brake
handles so they remain on your wrists is a good method of doing this.
B-Line Stall
This is a fast descent method and is a useful emergency procedure. With both hands through the brake handles, take
hold of the top of the B-risers, one in each hand, and pull them down by around 50cm. 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, normally 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 100m of ground clearance (see also also Chapter 5).
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 downward spiral is continued. Be careful to enter the spiral gradually, as too quick a brake
application can cause a spin or an over-the-nose spiral.
If you increase the descent rate of the spiral to over 16m/s or initiate an over-the-nose spiral, the glider may require
4. Flight Characteristics

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input to recover. In this case you should apply some outside brake and steer the glider out of the turn.
If you make a sudden brake application during the spiral entry the glider can yaw around and enter an over-the-nose
spiral where the nose of the glider ends up pointing at the ground and it picks up speed very quickly. This technique is
very similar to SAT entry technique, and like the SAT it is an aerobatic manoeuvre which is outside the normal safe ight
envelope. Please do not practise this manoeuvre unless supervised by a qualied SIV instructor, as it can be dangerous.
Care should be taken when exiting from any spiral dive. To pull out of a steep spiral dive, release the applied brake
gradually 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 (black out) AND TAKE SOME TIME TO EXIT FROM.
THIS MANOEUVRE MUST BE EXITED IN TIME AND WITH SUFFICIENT HEIGHT!
Landing
Landing is very straightforward. When landing in light winds, are in the normal way from an altitude of around 2m. 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.
4. Flight Characteristics

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5. 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. This manual is not intended to give instruction in this or any other area.
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 5m/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.
5. RECOVERY TECHNIQUES

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5. Recovery Techniques
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
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. A pilot can reproduce the effect by taking hold of both the A-risers
and pulling down sharply on them. 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

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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 80cm 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 model 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.
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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6. Storage and Servicing
6. STORAGE AND SERVICING
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!
Always store the canopy in a dry, warm place. Ideally this should be in the temperature range of 5°C to 13°C.
Never let your canopy 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. If you are concerned about any aspect of the integrity of your paraglider please
contact your nearest BGD dealer or talk to BGD directly.
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 no longer than 100mm 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.

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6. Storage and Servicing
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 ight hours, whichever occurs rst. This check must be made by the manufacturer, importer,
distributor or other authorised persons.
Please print out the service pages from this manual, ll in the number of ights and hours own in the Service Record,
and send together with your glider when it goes for inspection or servicing. The manufacturer will only accept
responsibility for paraglider lines and repairs which we have produced and tted or repaired ourselves.
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 bres 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.