BGD Cure 2 Manuale utente
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CURE 2-manual-EN-1-02 September 2019Version 1.02 September 2019
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CURE 2-manual-EN-1-02 September 2019
CURE 2 OWNER’S MANUAL
Solo paraglider | EN / LTF C
Welcome to Bruce Goldsmith Design
BGD is a world leader in the design and production of paragliders. For many years Bruce Goldsmith and his team
have been developing products with world-beating performance for pilots who want the best. We apply our
competitive knowledge to design top quality products that combine the highest performance with the safe handling
our customers value and respect. BGD pilots appreciate our quality and reliability. BGD´s world-class status is based
on the skills and expertise we have developed in combining aerodynamic design with cloth and materials technology.
All BGD products are developed and made with the same skill and attention to good design that are synonymous
with the ultimate performance and precision required by paragliders.
Congratulations on your purchase of the BGD CURE 2
The CURE 2 is a performance paraglider, certied LTF/EN-C. It is ideal for cross-country pilots looking for
performance with low stress and is suitable for those stepping up from the EN-B class. It is not suitable for beginners.
The CURE 2 has a new structure and prole, with 74 cells. It has a high top speed with excellent glide at speed and
good stability in wind and turbulence. The new-design risers have a light and efcient C-steering system.
The CURE 2 has been designed to a high standard of safety and stability, but it will only retain these characteristics if
it is properly looked after. This manual has been prepared to give you information and advice about your paraglider.
If you ever need any replacement parts or further information, please do not hesitate to contact your nearest BGD
dealer or contact BGD directly.
Please read this manual carefully from the rst to the last chapter to ensure you get the best out of your paraglider.
1. Welcome
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Limitations
The CURE 2 is a single-seat paraglider. It is not intended for tandem use or for aerobatic manoeuvres. It is suitable for
winching. Both pilot and winch operator should have the necessary training and qualications for winching, and the
winch system should be certied for paraglider use.
This paraglider must not:
1. Be own outside the certied weight range
2. Have its trim speed adjusted by changing the length of risers or lines
3. Be own in rain or snow
4. Be towed with a tow-line tension in excess of 200kg
Test ight and Warranty
All information about the BGD warranty can be found on the Warranty page of our website. In order to enjoy the full
benets you must complete the warranty registration form on the website.
It is your dealer´s responsibility to test y the paraglider before you receive it, to check the trim settings are correct.
The test ight record of this is in the service booklet at the end of this manual. Please be sure that this has been
completed by your dealer.
2. INTRODUCTION
2. Introduction
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The warranty may be void if the test ight record has not been completed by the dealer.
Weight Range
Each wing size is certied for a certain weight range. The weight refers to the ‘overall take-off weight’. This means the
weight of the pilot, the glider, the harness and all other equipment carried with you in ight. We generally recommend
your paraglider is own in the middle of the weight range.
If you mainly y in weak conditions you might wish to y towards the lower end of the weight range to benet from
a better sink rate. In the lower half of the weight range the turning agility will be lower and the glider will be more
damped. In strong turbulence the wing will have a greater tendency to deform or collapse with a lower wing loading.
If you prefer dynamic ight characteristics, want better speed or y in strong conditions you might choose to
y higher in the weight range. If you y in the upper half of the weight range agility and speed will be higher and
you will have greater stability in turbulence, but there will be reduced self-damping in turns and after collapses.
Modications
Any modications to your glider, e.g. changing the line lengths or the speed system, can cause a loss of airworthiness
and certication. We recommend that you contact your dealer or BGD directly before performing any kind of
modications.
Brake lines
The length of the brake lines is set at the factory so that the trailing edge is not deformed at all when brakes are not
applied. There should be around 7cm slack in the brake lines, before they take effect on the canopy.
It should not be necessary to shorten the brake lines. However, it is possible that shrinkage can occur. If necessary,
the brake lines can be lengthened by adjusting the knots.
2. Introduction
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Harness
The paraglider is tested with a ‘GH’ (without diagonal bracing) type harness. The GH category includes weight-shift
harnesses as well as ABS style (semi-stable) harnesses.
Approved harness dimensions
This glider has been tested with a harness that complies with the EN standard harness dimensions.
These are:
Seat board width: 42cm.
The horizontal distance between the attachment points of the paraglider risers (measured from the centre-line of the
karabiners) must be:
• < 50kg = 38cm
• 50-80kg = 42cm
• > 80kg = 46cm
2. Introduction
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CURE 2-manual-EN-1-02 September 2019
3. PREPARATION
Connecting the speedbar
Your paraglider comes with accelerator risers and can be own with or without a speedbar attached. The speedbar
should be connected and adjusted following the instructions in your harness manual to ensure correct routing of the
lines. Connect the Brummel hooks on the speedbar to those on the risers’ speed system, ensuring the lines run freely
and are not caught around anything (reserve handle, risers or lines).
To adjust the speedbar length, sit in your harness and ask an assistant to hold the risers up in their in-ight position.
The speedbar length should be adjusted, by moving the knots, so that the bar sits just beneath your harness seat. You
should be able to hook your heels into the bar, and to attain full bar extension (the two pulleys touching) when you
push your legs out. Once you have set the bar up in this way on the ground, a test ight in calm air can be useful to
ne-tune the length, ensuring it is even on both sides.
On launch
1. Select a suitable take-off area determined by wind and terrain, clear of any obstacles that may catch in the
lines or damage the canopy.
2. Take your paraglider to the top of the take-off area, and allow the canopy to unroll itself down the hill if
on a slope. This should leave the paraglider with the bottom surface facing upwards, the openings at the
downwind/uphill end of the take-off area, and the harness at the trailing edge at the upwind side.
3. Unroll the canopy to each side so that the leading edge openings form a semicircular shape, with the trailing
edge drawn together to form an arc. The harness should be drawn away from the canopy until the suspension
lines are just tight.
3. Preparation
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Pre-ight inspection
Your paraglider is designed to be simple to inspect and maintain but a thorough pre-ight procedure is mandatory on
all aircraft. The following pre-ight inspection procedure should be carried out before each ight.
1. Whilst opening the paraglider check the outside of the canopy for any tears where it could have been caught
on a sharp object or even have been damaged whilst in its bag. Visually inspect the risers for any signs of
damage.
2. Check the lines for signs of damage, twists or knots. Divide the suspension lines into groups, each group
coming from one riser. By starting from the harness and running towards the canopy remove any tangles or
twists in the lines. Partially inating the canopy in the wind will help to sort out the lines.
3. Ensure the brakes are clear and free to move. Check the knot which attaches the brake handles to the brake
lines. Avoid having too many knots, as there is a risk the knots could become stuck in the brake pulleys. Both
brakes should be the same length and this can be checked by having an assistant hold the upper end of the
brake lines together whilst you hold the brake handles. The brake lines should be just slack with the wing
inated when the brakes are not applied.
4. Always check the buckles and attachments on the harness. Ensure the two main attachment maillons/
karabiners from the harness to the main risers, and the individual shackles which attach the risers to the lines,
are tightly done up.
5. Before getting in to the harness you should be wearing a good helmet. Check the parachute container is
correctly closed and the handle is secure. Put on the harness ensuring all the buckles are fastened and that it
is well adjusted for comfort.
Your paraglider is now ready for ight.
3. Preparation
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4. FLIGHT CHARACTERISTICS
This manual is not intended as an instruction book on how to y your paraglider. You should be a qualied pilot, but
the following comments describe how to get the best from your wing.
Take-off
The wing is easy to inate in light or stronger winds and will quickly rise overhead to the ying position. It will launch
easily using either the forward launch technique (best for light winds) or reverse launch (best for stronger winds).
Forward Launch
Stand facing into wind with your back to the canopy and all the A-lines taut behind you, then take one or two steps
back (do not walk all the way back to the canopy). Take an A-riser in each hand (the A-risers are marked with red
cloth to make them easier to nd) and begin your launch run pulling gently and smoothly on the A-risers. As soon as
the canopy starts to rise off the ground stop pulling so hard on the A-risers but put pressure on all the risers evenly
through the harness. Maintaining gentle pressure on the A-risers helps in very calm conditions. Have your hands ready
to slow up the canopy with the brakes if it starts to accelerate past you.
Reverse Launch
In winds over 10km/h it is recommended to do a reverse launch and inate the canopy whilst facing it, using the
A-risers. Releasing pressure on the A-risers when it is at about 45° will help to stop it overshooting. The stronger the
wind and the greater the pressure on the A-risers, the more quickly the canopy will rise. In stronger winds taking a
step towards the glider as it rises can take some of the energy out of the glider and it will be less likely to overshoot.
Straight Flight
Your paraglider will y smoothly in a straight line without any input. At the maximum in-ight weight, without the
4. Flight Characteristics
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accelerator it will y at approximately the trim speed shown in the Specications 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
efcient 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 efciently 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 efcient than a big input
later. The more you let the glider y at trim speed, the better performance you will get out of it.
Your paraglider is resistant to collapse without any pilot action, but ying actively will increase the safety margin.
Active piloting can make your ying experience safer and more enjoyable, and it becomes instinctive in good pilots.
4. Flight Characteristics
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