Bruce Goldsmith Design EPIC 2 MOTOR User manual

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EPIC 2 MOTOR-manual-EN-1-01 November 2022Version 1.01 November 2022

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EPIC 2 MOTOR-manual-EN-1-01 November 2022
Contents
Contents
Welcome ............................................................. 3
Introduction......................................................... 4
Preparation and Pre-Flight Checks ....... 6
Flight Characteristics..................................... 8
Recovery Techniques ................................... 13
Maintenance....................................................... 17
Technical Data ................................................. 23
Materials ......................................................... 23
Specications................................................ 24
Overview of glider parts..........................
Risers.................................................................
Accelerator and brake range................
25
26
27
Line Plan.......................................................... 28
Line length checks..................................... 29
Service record................................................... 35
Closing words.................................................... 38
Appendix............................................................. 39

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EPIC 2 MOTOR-manual-EN-1-01 November 2022
EPIC 2 MOTOR Owner’s Manual
POWERED PARAGLIDER EN / LTF B + DGAC
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 EPIC 2 MOTOR
The EPIC 2 is a safe and fun paraglider for intermediate pilots and above. It is a hybrid wing, which means it can be
used for free-ight and for paramotoring. This manual refers to the EPIC 2 MOTOR, which is delivered with paramotor
risers with trimmers. The only difference between the EPIC 2 and the EPIC 2 MOTOR is the risers.
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 advice or information about your paraglider, or any
replacement parts.
1 Introduction
Welcome

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Introduction
The EPIC 2 MOTOR is a powered paraglider suitable for intermediate pilots. It is DCAG certied for paramotor use.
It also has EN / LTF B certication for free ight, when own within the ‘in-ight weight range for free ight’ with the
trimmers in their fully closed (slow) position. If the trimmers are at any other setting, it is no longer EN / LTF certied.
When using the paramotor risers, the brake line lengths should be adjusted to suit the hangpoints (high, low or trike).
Always ensure that you have the correct riser set installed for your intended purpose, free-ight or PPG.
EPIC 2 EPIC 2 MOTOR
Risers Free Flight Motor
trimmers open
Motor
trimmers closed
Free ight certication EN / LTF B, all sizes No EN / LTF B, all sizes
Motor Certication No DGAC, all sizes DGAC, all sizes
Towing Yes Yes
Introduction

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EPIC 2 MOTOR-manual-EN-1-01 November 2022
Your 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, strong turbulence or violent winds.
4. Be towed with a tow-line tension in excess of 200kg.
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.
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 (www.ybgd.com)
It is your dealer’s responsibility to test y the paraglider before you receive it, to check the trim settings are correct.
Please check that this has been completed. The waranty may be void if the test ight has not been completed by the
dealer.
When using the PPG riser-set, only the brake line lengths should be adjusted. No other changes or modications
should be performed without rst consulting your BGD dealer, as they may invalidate the warranty or certication.
Introduction

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Preparation and Pre-ight Checks
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. Unroll the canopy with the bottom surface facing upwards, the openings at the downwind 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 at the centre of the arc. The harness should be drawn away from the canopy until the
suspension lines are just tight.
4. Prepare and check your paramotor according to the manufacturer’s instructions.
5. Connect the wing to the paramotor (or to the tandem spreaders), making sure there are no twists in the
risers, and that the maillons or karabiners are correctly closed.
Pre-ight Checks
A thorough pre-ight procedure is mandatory on all aircraft. The following should be carried out before each ight.
1. Whilst opening out the paraglider check the outside of the canopy for any tears where it may have been
caught on a sharp object or even have been damaged whilst in its bag.
2. Check that the lines are not twisted or knotted. Divide the suspension lines into six groups, each group
coming from one riser. By starting from the harness and running towards the canopy remove any tangles or
Preparation and
pre-ight checks

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EPIC 2 MOTOR-manual-EN-1-01 November 2022
twists in the lines. Partially inating the canopy in the wind will help to sort out the lines.
3. 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. 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. Always check the riser maillons and the attachment points to the paramotor frame or buggy. It is strongly
recommended to use a safety strap.
5. Before getting into the harness you shoule be wearing a good crash helmet. Put on the harness ensuring all
the buckles are secure and properly adjusted for comfort.
6. Check that the trimmers are closed and maillons at the same height – the position recommended for take-off.
SAFETY NOTE: Take care to protect yourself and other people from the propeller. Always start your motor up at
a safe distance from other people. If it touches the ground it can re objects into the air which could injure people
several metres away.
Remember there are inherent risks with petrol, oil and volatile or ammable materials.
Preparation and pre-
ight checks

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Flight Characteristics
This manual is not intended as an instruction book. You should be a qualied pilot or under suitable supervision, but
the following comments describe how to get the best from your paraglider.
Weight range
Each size of paraglider certied for a certain weight range. The weight refers to the ‘overall take-off weight’.
The ‘Free ight (EN / LTF B) weight range’ is the weight of the pilot, paraglider, harness and other equipment carried
when free-ying. The paraglider is EN/LTF certied for this weight range.
The ‘Paramotoring (DGAC) weight range’ allows for all of the above, plus the paramotor and a full tank of fuel. It is
the weight range approved by DGAC for ying under power.
We recommend to y in the middle of the weight range.
If you y in the lower half of the weight range, the turning agility decreases and the glider will be more damped. In
strong turbulence the wing will have a slightly increased tendency to deform and to collapse than with a higher wing
loading. Only y lightly loaded if you y in aerologically stable conditions, such as in the morning or evening.
If you y in the upper half of the weight range, agility and stability in turbulence will increase, and speed will increase
slightly. The self-damping will decrease in turns, as well as after collapses.
Take-off
Your wing is easy to inate 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. The easiest take-off is usually obtained with the trimmers fully
Flight Characteristics

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EPIC 2 MOTOR-manual-EN-1-01 November 2022
closed, maillons level. We recommend the trimmers are partially released for launching in strong-wind (more than
10km/h) conditions.
Never try to launch if the wing is not fully inated and above your head, and if you do not have full control of pitch
and / or roll.
Initial climb
Once in the air, you should continue to face into the wind while you gain altitude. Leave the trimmers in the take-off
(closed) position to attain the best climb rate. Do not attempt to increase your climb rate by braking, as using the
brakes combined with the engine’s thrust can increase the angle of attack to the point where the wing can stall. In
addition, this high angle of attack can result in a big dive if the motor suddenly dies, which could be dangerous if you
are near the ground.
Do not initiate a turn until you have sufcient height and speed to do so. In certain circumstances, a pilot can induce
unintended oscillations. This can be due to a combination of the engine/propeller and pilot’s weightshift and / or
action on the brakes. To stop these oscillations you should reduce the power, ensure that you are seated centrally
and not accidentally applying weightshift, and that you are not acting on the brakes. Once the oscillations have
stabilised you can gently reapply power.
Straight ight and trimmers
After take-off, once you have gained a safe altitude, if you want to increase your speed you can open up the trimmers
completely, keeping your hands up.
To reduce fuel consumption or to y in thermals, the trimmers should be closed, pulled down to their maximum.
It is important to regularly check the wear on the trimmers and that the system is functioning cleanly with no sticking
points. If they are showing signs of wear, the trimmers should be replaced by the pilot.
Flight Characteristics

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Turning
The rst turns should be gradual and progressive. The rst action to change direction should be the movement of your
weight in the harness towards the side of the intended turn. Then gently relax the pressure on the outer brake, and
gently apply pressure to the inner brake until you attain the desired bank angle. To adjust your speed and turning-circle
size, coordinate your weightshift with pressure on the outer brake.
Remember that to violently apply pressure on the brakes is dangerous and should be avoided. Never initiate a turn if
you are ying slowly, as you risk the glider entering a spin.
Landing
Set the trimmers to the closed position (maillons aligned) and set up your approach downwind of the landing eld.
When your height above the eld is around 40m, slow the motor down and glide in the direction of your intended
landing point. If you are sure to be able to reach your landing place, you should switch the engine off*. If not, power
up, gain some height and make your approach again.
When you are on your nal approach with your engine off, maintain your speed (hands up) to keep plenty of energy
in the wing until you are about 1-2 metres above the ground. Flare, braking slowly and gradually to slow down the
wing until you are close to the stall-point and able to land on your feet.
*If you land with the engine running there is a considerable risk of rotational propeller damage, (lines passing through
the propeller, or even injury)
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, not only guiding it through the air but also being aware of feedback from the wing, especially in thermals
Flight Characteristics

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and turbulence. If the air is smooth the feedback can be minimal but in turbulence feedback is continuous and needs
to be constantly assessed by the pilot. Such reactions become instinctive in good pilots.
Rapid Descent Techniques
Big Ears
The ‘baby A-riser’ allows the wing tips of the paraglider to be folded in simply and easily to increase its sink rate.
This big ear facility does not mean you should y in stronger winds, but allows you to descend quickly without
substantially reducing the forward speed of the canopy (B-lining substantially reduces the canopy’s forward
speed). To engage big ears, lean forward in the harness and grasp the baby A-risers (one in each hand) at the
maillons, keeping hold of both brake handles if possible. Pull the 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 this
could cause the leading edge to collapse. Steering is possible by weightshifting with big ears in. If the big ears do
not come out quickly on their own, a gentle 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 fast descent method 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 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 doing so slowly
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.
Flight Characteristics

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This manoeuvre is useful if you need to lose a lot of height quickly, perhaps when escaping from a thunderstorm. It
should not be performed with less than 100m of ground clearance.
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.
BGD gliders are designed and tested to recover from normal spirals with a descent rate inferior to 16 m/s,
automatically without pilot input. 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 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 sufcient height.
Do not perform spiral dives with big ears or asymmetric collapses. The high G loading on fewer lines could overload
and break the lines.
Flight Characteristics

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Accelerator (speed stirrup) and trimmers
The PPG risers have trimmers and an accelerator system, which can be used to increase the speed. The standard
trimmer setting is fully closed (maillons level), which is the slowest position.
We recommend you y in conditions where you can penetrate into wind without having to use the accelerator or fully
opening the trimmers, which gives you a safety margin of extra speed should you need it.
Glide deteriorates slightly and the glider is slightly more susceptible to collapses with trimmers open or the speed bar
applied. Using the speed system can affect the pilot´s balance in the harness and it may be necessary to make some
adjustments to the harness.
To y at maximum speed the trimmers should be released and the speed bar pushed progressively until the pullies
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.
IMPORTANT: We do not recommend pilots to y with full accelerator and trimmers fully open at the same time
Check the speed system and trimmer components regularly for wear and tear, and ensure they always work
smoothly.
Flight Characteristics

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EPIC 2 MOTOR-manual-EN-1-01 November 2022
Recovery Techniques
Recovery Techniques
Stalls
Stalls are dangerous and should not be practised in the course of normal ying. Stalls are caused through 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

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EPIC 2 MOTOR-manual-EN-1-01 November 2022
Recovery Techniques
it will automatically change 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
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
paraglider will resist spinning, but if a spin is inadvertently induced the pilot should release the brake pressure but
always be ready to damp out any dive as the glider exits the spin. If the pilot does not damp the dive on exiting the
spin the glider may have 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 wing will automatically recover on its own from this situation in around 3
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, the
pilot should rst of all control the direction of ight by countering on the opposite brake. Most normal collapses will

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EPIC 2 MOTOR-manual-EN-1-01 November 2022
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 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)
It should be difcult to trap the tip so that it will not come out quickly. However, following a very severe deation any
canopy could become tied up in its own lines. 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 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.
Recovery Techniques

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EPIC 2 MOTOR-manual-EN-1-01 November 2022
Maintenance
Maintenance
Storage & Care
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 or it can become affected by mould. Do not use direct heat sources to dry the canopy as it is
inammable.
Always store the canopy in a dry, warm place. Ideally this should be in the temperature range of 5 to 25 degrees centigrade.
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.
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 100 mm 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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EPIC 2 MOTOR-manual-EN-1-01 November 2022
Maintenence
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.
Releasing loops on the rear lines
All BGD gliders are rigged from new with loops on the
maillons of the C lines (and D lines if any) plus the stabi
line. The loops are there so that they can be released to
compensate for any shrinkage of the back lines as the
glider gets older.
BGD recommends releasing the loops after 100 hours or
one year, whichever comes rst, or earlier if the pilot feels
the glider does not come up as easily on launch.
When the rst line check is done, normally at 2 years, the
loops should already have been released, and this should
be veried and ne-tuned by the check centre.
Left: loops on maillons; Right: loops released
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 lines and repairs which we have produced and tted or repaired by an approved service centre.

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EPIC 2 MOTOR-manual-EN-1-01 November 2022
Mounting Replacement Lines
If you need to replace lines on your glider, we recommended that a professional should mount the new lines. The
airworthiness of your glider, and your safety, depends on it being done correctly.
You can identify the line(s) you need to replace from the line layout diagram for your wing. Download the latest
version here: https://tinyurl.com/BGDlines
Replacement lines can be ordered from the Accessories section of www.ybgd.com.
1. Check that the lines you have received correspond with the latest update of the linesheet from the dropbox.
Also check the line layout on the glider corresponds with the line layout in the manual.
2. The quickest way to remove the old lines is to cut them off. However, don’t cut the old lines off if you have
not received the new ones or you may end up not being able to y! Sometimes only a part lineset is needed
(eg excluding top lines or brakes) so take care not to cut any lines that need to be retained.
3. Line junction: Microlines have an internal reinforcing in them, marked by yellow thread. This must be put on
the end where there is a line junction. Sheathed lines have no additional reinforcing.
Maintenance
External Reinforcing
Internal Reinforcing
No Reinforcing
white thread
white thread
yellow thread

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EPIC 2 MOTOR-manual-EN-1-01 November 2022
4. The non-reinforced end is marked with white thread and should be attached to the glider tab or the maillon.
Maintenance
Not Reinforced
Reinforced
Reinforced
Not Reinforced