Bruce Goldsmith Design ANDA User manual

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ANDA manual EN-v1.01 January 2023
Version 1.01 January 2023

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ANDA manual EN-v1.01 January 2023
Welcome ............................................................................ 4
Introduction ......................................................................... 5
Limitations ....................................................................... 5
Test ight and Warranty........................................... 6
Weight Range ................................................................ 6
Modications .................................................................. 7
Brake line lengths......................................................... 7
Harness Dimensions.................................................... 7
Preparation / Pre-Flight Checks ............................... 8
Connecting the speedbar......................................... 8
Preparation on launch................................................ 9
Pre-ight inspection.................................................... 9
Flight Characteristics ...................................................... 11
Launch .............................................................................. 11
Straight Flight ............................................................... 12
Turning ............................................................................. 12
Active piloting .............................................................. 12
Thermalling ..................................................................... 13
Speed System ............................................................... 13
Rapid descent procedures....................................... 14
Landing ............................................................................ 16
Recovery Techniques ...................................................... 17
Stalls .................................................................................. 17
Spins .................................................................................. 18
Contents
Contents

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ANDA manual EN-v1.01 January 2023
Symmetric Front Collapse ...................................... 18
Asymmetric Collapse ................................................ 19
Releasing a trapped tip (cravat) ......................... 19
Loss of brakes................................................................ 19
Maintenance ........................................................................ 20
Storage ............................................................................. 20
Small Repairs .................................................................. 20
Lines.................................................................................... 21
Servicing / Inspection ............................................... 24
Environmental protection and recycling .......... 25
Technical Data ................................................................... 26
Materials............................................................................ 26
Specications ................................................................. 27
Overview of Glider Parts........................................... 28
Risers .................................................................................. 29
Brake and Accelerator Travel ............................... 30
Line Plan............................................................................ 31
Line Lengths ................................................................... 32
Service Booklet .................................................................. 34
Test Flight Record ...................................................... 34
Service Record ............................................................. 35
Owner Record ............................................................... 36
Closing Words..................................................................... 38
Contents

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ANDA manual EN-v1.01 January 2023
ANDA OWNER’S MANUAL
Lightweight solo paraglider | EN / LTF A
Welcome
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 ANDA!
The ANDA is a very safe lightweight paraglider, designed for hike-and-y, mountain ying and site-ying or even
cross-country. Its inherent safety and ease of use are beginner-friendly but it is made from lightweight materials and,
as with all lightweight wings, it should be treated with care and not dragged around.
The ANDA has an extended weight range. This means it can be own at a higher wing loading than “standard”, for
hike-and-y, strong-wind soaring or for carrying extra equipment. It is certied EN / LTF A in the Standard and the
Extended weight ranges.
This manual contains information and advice about your paraglider. For further information or parts, please contact
your nearest BGD dealer (click the ‘location’ symbol on the website), or BGD directly.
Welcome

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ANDA manual EN-v1.01 January 2023
Introduction
Limitations
The ANDA is a very easy and safe paraglider to y. It is suitable for all levels of pilots, and can be used for training
(under the correct supervision). It should be noted that, as with all lightweight gliders, it should be handled carefully
and not subject to excessive abrasion. Don’t “drag it around”!
It is a solo paraglider, and is not designed for ying tandem.
We have not yet tested the suitability of the ANDA for towing and it is not certied for paramotor use.
Size XS S M ML L
Free ying AAAAA
Towing Not yet tested
Paramotor Not yet certied
For your safety, do not:
1. Fly outside the certied weight range
2. Change the length of risers or lines in order to adjust trim speed
3. Fly in rain or snow
Introduction

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ANDA manual EN-v1.01 January 2023
4. Perform spiral dives with big ears or asymmetric collapses. The high G loading on fewer lines could overload
and break the lines.
Test ight and Warranty
All 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 www.ybgd.com (nd it in the Help menu).
It is your dealer´s responsibility to test y the paraglider before you receive it, to check the trim settings are correct.
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.
The ANDA has an extended weight range. This means it can be own at a higher wing loading than “standard”,
useful if you want to carry extra equipment to camp in the mountains etc. It is certied EN/LTF A in the standard and
extended weight ranges with the inherent safety this implies, but it will have slightly different ight characteristics:
In the standard weight range you will have a good sink rate and thermalling ability, turns will be easy and predictable
with the ability to oat and turn at in weak conditions.
In the extended weight range the wing loading is higher so the glider will be faster and more dynamic. Handling will
be more reactive and it will be hard to stay up in weak conditions. This is typically used for mountain descents or
soaring in higher winds.
Introduction

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ANDA manual EN-v1.01 January 2023
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 making 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.
Harness Dimensions
The 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 harness complies with the EN standard harness
dimensions, which 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:
• 38cm for pilots under 50kg
• 42cm for pilots from 50-80kg
• 46cm for pilots above 80kg
Introduction

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ANDA manual EN-v1.01 January 2023
Preparation / Pre-Flight Checks
Connecting the speedbar
The ANDA 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.
The weight-optimised speed system does not have Brummel hooks attached to the accelerator system, but there
is a loop sewn in, and the accelerator line can be attached to the speed bar using a classic larks head knot. If your
speedbar has Brummel hooks you can attach to the accelerator line using this knot without removing the Brummel
hook.
Lark’s Head Knot
When attaching the speed bar lines, make sure the accelerator and the speedbar lines run freely and are not caught
around anything including reserve handle, risers or lines.
To adjust the speedbar to the correct length, sit in your harness and ask an assistant to hold the risers up in their
in-ight position. The speedbar 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
Preparation

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ANDA manual EN-v1.01 January 2023
air can be useful to ne-tune the length, ensuring it is even on both sides.
Preparation on launch
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. 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.
Unroll the canopy to each side so that the leading edge openings form a semi-circular 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-ight inspection
Your paraglider is simple to inspect and maintain but a 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 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
Preparation

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ANDA manual EN-v1.01 January 2023
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

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ANDA manual EN-v1.01 January 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.
Launch
The ANDA is easy to inate in light or stronger winds and will quickly rise overhead to the ying position.
It can be launched easily using either forward (best for light winds) or reverse (best for stronger winds) launch
techniques.
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.
Flight Characteristics

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ANDA manual EN-v1.01 January 2023
Straight Flight
Your paraglider will y smoothly in a straight line without any input. At the maximum in-ight weight, without the
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.
Flight Characteristics

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ANDA manual EN-v1.01 January 2023
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
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
the 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 bar before you use the full
speedbar travel.
Flight Characteristics

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ANDA manual EN-v1.01 January 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 30cm 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
Flight Characteristics

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ANDA manual EN-v1.01 January 2023
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 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, 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 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
Flight Characteristics

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ANDA manual EN-v1.01 January 2023
treated with great respect. Pilots are advised to practise spiral dives under close supervision or during an SIV course.
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.
Do not perform spiral dives with big ears or asymmetric collapses. The high G loading on fewer lines could overload
and break the lines.
CAUTION: Spiral dives can cause loss of orientation or black-out and they take some time to exit from. This
manoeuvre must be exited in time, and with sufcient 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.
Flight Characteristics

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ANDA manual EN-v1.01 January 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. 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 deep
stall. 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.

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ANDA manual EN-v1.01 January 2023
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. During the early stages of a front collapse the pilot should apply the brakes
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

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ANDA manual EN-v1.01 January 2023
three seconds. During this recovery period it is advisable not to apply the brakes as this could stall the wing.
Asymmetric Collapse
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 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,
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 try 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 these 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.
Recovery Techniques

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ANDA manual EN-v1.01 January 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 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.