Bruce Goldsmith Design DUAL 2 User manual

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DUAL 2 manual EN version 7 February 2020Version 7 February 2020

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DUAL 2 manual EN version 7 February 2020
1. Quick Summary 3
2. Welcome 4
3. Introduction 5
4. Preparation 6
5. Flight Characteristics 9
6. Recovery Techniques 15
7. Storage and Servicing 18
8. Technical Data 20
9. Service booklet 31
10. Closing Words 35
11. Appendix 36
Contents
Contents

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DUAL 2 manual EN version 7 February 2020
DUAL 2 Owner’s Manual
TANDEM PARAGLIDER EN / LTF B
1. Quick Summary
Quick Summary
• The best take-off and landing characteristics are with the trimmers in the neutral position, which is marked
with white stitching (trimmers released 30mm).
• The fully-trimmed (slow) position should only be used if the glider is very heavily loaded.
• The 9cm carbon or plastic brake handle inserts can be added to make the brake handles more rigid.
• Trimmer webbing is subject to wear, so the Dual 2 is delivered with a spare set of trimmers. These can be
easily changed by the pilot.

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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 DUAL 2
The DUAL 2 is suitable for both commercial and recreational tandem ying. Exceptional handling combined with good
speed and performance make this a wing a real pleasure to y. It is very easy to launch, requiring only a very short take-
off run, helping you get airborne safely with rst-time passengers who are not used to running. Handling is light, direct
and intuitive, and the DUAL 2 has an excellent climb rate and an outstanding sink rate.
Your new paraglider 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 new wing.
2. Welcome
2. Welcome

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This glider is not intended to be used for aerobatic manoeuvres.
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
It is your dealer´s responsibility to test y the paraglider before you receive it. The test ight record of this at the back
of this manual. Please be sure that this has been completed by your dealer.
Failure to test y a new paraglider may invalidate any warranty.
In order to enjoy full benets of the BGD warranty, you are required to complete the warranty form on the website.
For further information, please refer to the corresponding page on our website.
Any modication, e.g. change of line lengths or changes to 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 change.
The harness dimensions used during the certication tests was: hangpoint height 55cm, chest-strap width 44cm.
3. Introduction
3. Introduction

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4. Preparation
Setting up
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. Open out your paraglider so that the bottom surface is facing upwards, with the openings at the downwind end of the
take-off area.
3. Unroll the canopy to each side so that the leading edge openings form a semicircular shape, with the trailing
edge drawn together as the centre of the arc. The risers should be drawn away from the canopy until the
suspension lines are just tight.
Trimmers
The Dual 2 comes with long-travel trimmers. For take off and landing it is best to release the trimmers 30mm from
their fully-trimmed position. This intermediate position is marked with white stitching. The wing will come up more
easily with this setting.
In ight, pulling the trimmers in fully to their slowest position lightens the brake pressure. If you are ying near the top
of the weight range, you can y with the trimmers in this position all the time except for take-off and landing. If you
are ying near the bottom of the weight range, it is better not to y at fully-slow.
Regularly check the wear of the webbing and make sure that the system works freely without sticking points. Worn
trimmers can be easily replaced by the pilot. The Dual 2 is delivered with a spare set of trimmers.
4. Preparation

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Pre-ight inspection
Your paraglider is designed to be as simple as possible 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. CANOPY: Whilst opening out the paraglider check the outside of the canopy for any tears where your
paraglider may have been caught on a sharp object or even have been damaged whilst in its bag.
2. LINES: Check that the lines are not twisted or knotted. 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. BRAKES: It is particularly important that 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 asking an
assistant to hold the upper end of the brake lines together whilst the pilot holds the brake handles. The brake
lines should be just slack with the wing inated when the brakes are not applied. After checking the brake
lines lay them on the ground.
4. BUCKLES, MAILLONS, KARABINERS CLOSED: Always check the buckles and attachments on the harnesses.
Ensure the main attachment maillons/ karabiners from the harnesses to the spreaders, the spreaders to the
main risers, and the individual shackles which attach the risers to the lines, are tightly done up.
5. HELMETS: Pilot and passenger should be wearing certied helmets before strapping in to their harnesses.
Ensure all the buckles are secure and properly adjusted for comfort.
6. TRIMMERS: Ensure the trimmers are set equally on each side. The recommended trimmer position for take-off
is with the trimmers released 30mm.
4. Preparation

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7. BIG-EARS BLOCKER: Ensure the neoprene covers are pulled down over the Big Ears Blocker System on each
riser to prevent lines from being caught in the cleats.
Your paraglider is now ready for ight.
4. Preparation

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5. Flight Characteristics
This manual is not intended as an instruction book on how to y your paraglider. You should be a qualied pilot or under
suitable supervision, but the following comments describe how to get the best from your wing.
Sizes and Weight ranges
The DUAL 2 is available in three sizes: 38m2,40m2 and 42m2.
All sizes retain good ying characteristics throughout the whole of their certied weight ranges. The weight refers to
the ‘overall take-off weight’, which means the combined weight of the pilot and passenger, the glider, the harnesses and
all other equipment carried in ight.
Turning agility is lower and the glider more damped In the lower half of the weight range, but in strong turbulence a
lightly loaded wing tends to deform or collapse slightly more than a higher-loaded wing.
Agility, speed and stability in turbulence are increased at higher wing loadings, but the glider will be more dynamic in
turns and after collapses.
Active Piloting
‘Active piloting’ is a tool that will help you y with greater safety and enjoyment. It means ying in empathy with your
paraglider. This means not only guiding the glider through the air but also being aware of feedback from the wing,
especially in thermals and turbulence. If the air is smooth the feedback can be minimal but in turbulence feedback is
continuous and needs to be constantly checked by the pilot. Such reactions become instinctive in good pilots.
In order to get the best performance from the wing, the pilot should try to control it though small brake inputs and
weight-shift, rather than constantly being present on the brakes. A small movement early is more efcient than a big
5. Flight Characteristics

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brake movement later to control the wing. The more you let the glider y at trim speed, the better performance you
will get out of it. The objective of active piloting is to get the glider to y smoothly through the air with a stable position
above the head, and controlled angle of incidence. Your paraglider is highly resistant to collapse without any pilot
action at all, but learning how to y actively will increase this safety margin even further.
Brake Travel
The maximum brake travel at maximum all-up weight is greater than 65cm.
Tandem Risers
The DUAL 2 is equipped with tandem risers with 10cm-travel trimmers to adjust the trim speed of the wing, and a big-
ears blocker system to automatically hold big ears in. There is no speedbar. A diagram of the risers can be found in
section 8 of this manual.
The big-ears blocker system is a camcleat with a neoprene cover that prevents lines from catching. In the air, the pilot
can use the outer-As to pull the required size of big-ears, and then slide the line into the cleat to block big ears on. On
releasing the line from the cleat, big ears reinate automatically.
Take-off
It is recommended to launch with the trimmers released 30mm to the white stitching. The paraglider inates easily in
light or stronger winds and will quickly rise overhead to the ying position. The best ination technique is to hold one
A-riser in each hand. 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
5. Flight Characteristics

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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 using the A-risers, whilst facing it
Your paraglider has little tendency to overshoot but releasing pressure on the A-risers when it is at about 45° will help
to avoid overshooting. The stronger the wind and the greater the pressure on the A-risers, the more quickly the canopy
will rise.
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, even though the glider has a low
spin tendency, this could result in a spin. The wing will turn far more efciently if the you weight-shift into the turn in the
harness. Remember that violent brake application is dangerous and should always be avoided.
Straight Flight
The paraglider will y smoothly in a straight line without any input from the pilot. At the maximum in-ight weight, without
the accelerator your glider will y at approximately the trim speed noted in the Specications table in section 7.
5. 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 (100m).
Rapid descent procedures
Big Ears
The wing tips of your paraglider can be folded in (big ears) to increase its sink rate. The big ear facility does not mean
you should y in stronger winds, but it allows you to descend quickly without substantially reducing the forward
speed of the canopy. 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
if your paraglider is equipped with these (check the Risers diagram in the Technical Data pages of this manual),
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 by weight-shifting with big ears in is possible. If the
big ears do not come out quickly on their own, a pump on the brakes will speed things up.
Before using the big ears facility in earnest it is essential to practise beforehand 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
5. Flight Characteristics

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hold of the top of the B-risers, one in each hand, and pull them down by around 50 cm. This will stall the canopy and
forward speed will drop to zero. Make sure you have plenty of ground clearance because the descent rate can be
over 10 m/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 100 m of ground clearance (see also also Chapter 5).
Spiral Dive
A normal turn can be converted into a strong 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 the pilot increases the descent rate of the spiral to over 16 m/s or initiates what is known as an over-the-nose spiral,
the glider may require pilot input to recover. In this case all the pilot needs to do is to apply some outside brake and
steer the glider out of the turn.
The over-the-nose spiral is a special type of spiral dive where the glider points almost directly at the ground. It will enter
this if you make a sudden brake application during the spiral entry so that the glider yaws around. The nose of the glider
ends up pointing at the ground, after which 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 these manoeuvres as they 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
5. Flight Characteristics

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the wing converts speed to lift. Always be ready to damp out any potential dive with the brakes. Also be ready to
encounter turbulence when you exit from a spiral because you may y though your own wake turbulence, which can
cause a collapse.
CAUTION: SPIRAL DIVES CAN CAUSE LOSS OF ORIENTATION (black out) AND SOME TIME IS NEEDED TO EXIT THIS
MANOEUVRE. THIS MANOEUVRE MUST BE EXITED IN TIME AND WITH SUFFICIENT HEIGHT!
Landing
It is recommended to land with the trimmers released 25mm. Landing is very straightforward. Flare in the normal way
from an altitude of around 2m when landing in light winds. 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 to height. This can be a real 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. The glider can also be steered using the rear-risers but be careful not to cause a premature stall.
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.
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6. 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 brake 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 change to normal ight, but it is very important not to turn too fast as this could induce a spin.
6. Recovery Techniques

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6. 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 again 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 gliderwill 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 will
tend to reinate the wing. However, with more persistent collapses it may be necessary to pump the brake on the collapsed

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wing 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 your new paraglider 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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7. Storage and Servicing
7. 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 a high-stress
area. If you have any doubt about the airworthiness of your canopy please contact your dealer or BGD directly.

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7. Storage and Servicing
Servicing / Inspection
It is important to have your glider regularly serviced. Your BGD 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 span, please remove all metal
parts and put the different materials in an appropriate waste/recycling plant.

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8. Technical data
8. Technical data
Materials
The DUAL 2 is made from the following quality materials:
Top surface: Porcher Skytex 38g/m2Universal
Bottom surface: Dominico N20 DMF 36g/m2
Internal structure: Porcher Skytex 40g/m2 Hard
Nose reinforcing: Plastic wire 2.5mm and 2.0mm
Pulleys: Riley steel roller
Risers: 20mm black nylon webbing
Top lines: Liros PPSL, DSL (sheathed)
Middle lines: Liros TSL (sheathed)
Lower lines: Liros TSL (sheathed)
Brakes: Liros DSL (sheathed)
Spare parts can be obtained directly from BGD or though our network of registered BGD repair shops.
For a full list check www.ybgd.com