Bruce Goldsmith Design LUNA 2 User manual

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1. Welcome 3
2. Introduction 4
3. Preparation 6
4. Flight Characteristics 8
5. Recovery Techniques 15
6. Storage and Servicing 17
7. Technical Data 19
8. Service booklet 30
9. Closing Words 34
Contents
Contents

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LUNA 2 Owner’s Manual
DGAC certied paraglider for use with paramotor or trike. Reference: BGD 1387038764
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 LUNA 2
The LUNA 2 is made for powered paragliding, and offers the perfect blend of comfort, performance and speed
creating the ideal choice for intermediate pilots up to competition racers.
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.
1. 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 200 kg
*Your wing has not been designed to be own in the rain. A wet canopy is much more likely to enter a parachural
or full stall (see chapter 5). We strongly advise against ying in the rain. If you y into a rain shower, you should
immediately go and land somewhere safe, steering the canopy gently and avoiding manoeuvres such as Big Ears
which can make it more likely to stall.
It is your dealer´s responsibility to test y the paraglider before you receive it. The test ight record is in Section 8 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.
2. Introduction
2. Introduction

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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.
However, the length of the brake lines should be adjusted according to whether it is being own with high or low
hangpoints, or trikes.
2. Introduction

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3. Preparation
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 and the harness at the trailing edge at the upwind side.
3. Unfold 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 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 chassis, ensuring the risers are connected the right way round and that the maillons
or karabiners are correctly closed.
Take care to protect yourself and other people from the propeller, ensuring you start your motor up at a
safe distance from other people. The blades can pick up and re out debris which could injure people several
metres away. Remember there are inherent risks with petrol, oil and volatile or ammable materials.
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. Whilst opening out the paraglider check the outside of the canopy for any tears where your paraglider may
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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 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. 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. Always check the riser maillons and the attachment points to the paramotor frame or buggy. It is strongly
recommended to use a safety strap. Before getting into the harness you should be wearing a good crash
helmet. Put on the harness ensuring all the buckles are secure and properly adjusted for comfort.
5. Ensure the trimmers are fully closed and maillons at the same height – the position recommended for take-off.
Your paraglider is now ready for ight.
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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 or
under suitable supervision, but the following comments describe how to get the best from your wing.
Weight range
Each 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, the paramotor and all other equipment carried with you in ight.
We recommend your paraglider is own in the middle of the weight range.
If you y in the lower half of the weight range the turning agility will be lower and the glider will be more damped,
but it will have a slightly increased tendency to collapse in strong turbulence. If you mainly y in weak conditions you
might choose to y towards the lower end of the weight range.
If you y in the upper half of the weight range you will have greater agility and speed, and greater stability in
turbulence, but your wing will be less damped in turns and after collapses. If you prefer a dynamic ight characteristic
you should choose to y higher in the weight range.
You should never y a paramotor in strong turbulence or violent winds.
Take-off
Your paraglider is easy to inate in both 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 best launch characteristics are obtained with the
trimmers in the fully closed position, maillons aligned, unless the wind at launch is more than about 10km/h, in which
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case we recommend that the trimmers be partially released for launch.
Never try to launch if the wing is not perfectly inated above your head and you do not have full control of pitch and
roll.
Initial Climb
Once in the air you should continue to y into wind while gaining altitude. Leave the trimmers in the take-off (closed)
position to get 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 enough 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
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points. If they are showing signs of wear, the trimmers should be replaced. This can be done by the pilot.
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 and set up your approach downwind of the landing eld. When your height
above the eld is around 40m and you are in a good position to land in your intended landing spot, switch the engine
off* and make your nal approach, keeping your hands up to keep plenty of energy in the wing until you are about a
metre 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 means ying in empathy with your paraglider. This means not only guiding the glider through the air
but also controlling the movements of the wing, especially in thermals and turbulence. If the air is smooth the wing
does not need much input from the pilot, but in turbulent air a continual action of the pilot on the brakes and in the
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harness is necessary. These reactions are instinctive in experienced pilots. It is essential to maintain contact with the
paraglider by a light pressure on the brakes. This allows the pilot to feel decreases in the wing’s internal pressure
which often precede collapses. Remember, you should not y a paramotor in windy or turbulent conditions.
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
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B-line stall may result in the glider entering a spin.
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 (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.
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 SUFFICIENT HEIGHT!
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Speed with the accelerator and the use of trimmers
The PPG risers have trimmers to allow easy fast cruising. The standard trimmer setting is fully closed, which is the
slowest position. The risers also have a speedbar system, but the glider can be own without the speedbar attached.
Both trimmers and speedbar increase the speed of the paraglider and also slightly degrade the glide angle, which
makes the wing slightly more susceptible to collapses. For this reason they should not be used in strong thermals
or turbulent conditions. The best glide angle is attained at trim speed, with hands up and without the use of the
accelerator bar.
We recommend that you choose to y in conditions where the wing can move forwards into wind without the need
for trimmers or speedbar. In this way you have a safety margin. Maximum speed is with the trimmers released and
the speedbar pushed out fully so that the pulleys touch. Do not push the speedbar beyond this limit in an attempt to
attain a higher speed.
We do not recommend pilots to y with full speedbar applied and trimmers open at the same time.
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5. Recovery Techniques
All of the following manoeuvres can be dangerous, and should only be practised in a secure environment, such as an
SIV course.
Stalls
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.
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
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5. Recovery Techniques
turn 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 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 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 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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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 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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6. 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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7. Technical data
7. Technical data
Materials
The LUNA 2 is made from the following quality materials:
Top surface: Dominico Dokdo-N30DMF
Bottom surface: Porcher Ezzyy 38g/m2
Internal structure: Porcher Skytex 40g
Nose reinforcing: Plastic wire 2.4mm and 2.7 mm
Risers: 21mm nylon
Top lines: Liros DSL 70
Middle lines: Liros TSL 140
Lower lines: Liros TSL 140
Brakes: Liros DSL 70 yellow
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

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*Straight and level ight with motor
7. Technical data
Specications
20 23 26
Projected area 17.34 19.94 22.54 m2
Flat area 20.0 23.00 26.0 m2
Glider weight 5.5 6.0 6.6 kg
Height 6.8 7.3 7.77 m
Number of main lines 3/4/3/2 3/4/3/2 3/4/3/2
Cells 52 52 52
Flat aspect ratio 5.35 5.35 5.35
Projected aspet ratio 3.83 3.83 3.83
Central chord 2.433 2.609 2.774 m
Flat span 10.14 10.87 11.56 m
Projected span 8.15 8.74 9.30 m
All-up weight PPG 80-120 90-140 105-160 kg
Trim speed* 26 26 26 km/h
Trimmers-open speed* 39-55 39-55 39-55 km/h
Accelerator speed* 65 65 65 km/h
Certication DGAC DGAC DGAC