Bruce Goldsmith Design Cure Owner's Manual
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Bruce Goldsmith Design Cure Owner's Manual

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Summary of Contents for Bruce Goldsmith Design Cure

  • Page 1 Version 1.5 July 2017 Version 1.5 July 2017...

  • Page 2: Table Of Contents

    Contents Contents Welcome 1 – Introduction 2 – Preparation 3 – Pre-flight Inspection 4 – Flight Characteristics 5 – Recovery Techniques 6 – Storage and Servicing 7 – Technical Data 8 – Service booklet 9 – Closing Words Version 1.5 July 2017...

  • Page 3: Welcome

    Welcome CURE Owner’s Manual 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 Introduction 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 The Cure is a paraglider, designed to a high standard of safety and stability, but it will only retain these characteristics if it is properly looked after. Please read this manual carefully from the first to the last chapter to ensure you get the best out of your Cure. 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. Version 1.5 July 2017...

  • Page 4: Introduction

    1 Introduction 1 Introduction The Cure is a high-performance paraglider suitable for skilled pilots, offering a high level of passive safety combined with high speed and great climbing performance making this wing perfect for demanding XC flights. The use of this glider is limited to non-aerobatic manoeuvres. This paraglider must not: 1. Be flown outside the certified weight range 2. Have its trim speed adjusted by changing the length of risers or lines 3. Be flown in rain or snow 4. Be towed with a tow line tension in excess of 200 kg It is your dealer’s responsibility to test fly the paraglider before you receive it. The test flight record of this is on the last page of this manual. Please be sure that this has been completed by your dealer, to verify that he has done this. Failure to test fly a new paraglider may invalidate any warranty. In order to enjoy full benefits of the BGD warranty, you are required to complete the warranty form on the website. For further information about the BGD warranty, please refer to the corresponding page on our website. Any modification, e.g. change of line lengths or changes to the speed system, can result in a loss of airworthiness and certification. We recommend that you contact your dealer or BGD directly before performing any kind of change. Version 1.5 July 2017...

  • Page 5: Preparation

    2 Preparation 2 Preparation 1. Select a suitable takeoff area determined by wind and terrain, clear of any obstacles that may catch in the lines or damage the canopy. 2. If your paraglider has been correctly packed, you should take it to the top of the takeoff area, and allow the rolled 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 end of the takeoff 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 as the centre of the arch. The harness should be drawn away from the canopy until the suspension lines are just tight. Version 1.5 July 2017...

  • Page 6: Pre-Flight Inspection

    3 Pre-flight Inspection 3 Pre-flight Inspection The Cure is designed to be as simple as possible to inspect and maintain but a thorough pre-flight procedure is mandatory on all aircraft. The following pre-flight inspection procedure should be carried out before each flight. 1. 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. Check that the lines are not twisted or knotted. Divide the suspension lines into six groups, each group coming from one riser. Starting from the harness and running towards the canopy, work along the lines and remove any tangles or twists. Partially inflating 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. Several knots should be used here to prevent the loose ends from getting entangled 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 you hold the brake handles. The brake lines should be just slack with the wing inflated when the brakes are not applied. After checking the brake lines lay them on the ground. 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 all the shackles which attach the risers to the lines, are tightly done up 5. Before attaching yourself to 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. Your paraglider is now ready for flight. Version 1.5 July 2017...

  • Page 7: Flight Characteristics

    4 Flight Characteristics 4 Flight Characteristics This manual is not intended as an instruction book on how to fly the Cure. You should be a qualified pilot or under suitable supervision, but the following comments describe how to get the best from your Cure. Weight range Each size of the Cure is certified for a certain weight range. The weight refers to the ‘overall takeoff weight’. This means the weight of the pilot, the glider, the harness and all other equipment carried with you in flight. We recommend pilots fly the Cure in the middle of the weight range. However, if you mainly fly in weak conditions you might consider flying the Cure on the lower side of the weight range, and if you fly in strong conditions and you want dynamic flight characteristics, you could err towards the top of the weight range. Active Piloting Even though the Cure is designed as an easy glider, ‘active piloting’ is a tool that will help you fly with greater safety and enjoyment. Active piloting means flying 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 through the brakes and the harness. Such reactions are instinctive in good pilots. Maintaining contact with the glider through pressure on the brakes is essential and allows the pilot to feel any loss of internal pressure, which often precedes a collapse. The Cure is highly resistant to collapse without any pilot action at all, but learning how to fly actively will increase this safety margin even further. Version 1.5 July 2017...
  • Page 8 4 Flight Characteristics Harness The Cure 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. Takeoff The Cure is easy to inflate in light or stronger winds and will quickly rise overhead to the flying position. The best inflation technique is to hold one A riser in each hand. The ‘big ear’ risers could also be held for the best inflation. Forward launch In light or nil winds, the forward launch technique is preferable. You should face into wind, with the glider laid out and the A lines taut behind you, then take one or two steps back towards the trailing edge of the canopy (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 find. When you are ready, 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 10 km/h it is preferable to do a reverse launch and inflate the canopy whilst facing it, using the A risers without the ‘Baby A-risers’ to prevent the glider from inflating the wingtips first. The Cure has little tendency to overshoot but releasing pressure on the A-risers when the canopy 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. Version 1.5 July 2017...
  • Page 9 4 Flight Characteristics Turning The Cure does not require a strong-handed approach to manoeuvering. 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 efficient turn at minimum sink, apply some brake to the outside wing to slow the turn and prevent excessive banking. The Cure flies very well like this, but care must be taken not to over-apply the brakes as although the Cure has a very low spin tendency, doing this could result in a spin. The Cure will turn far more efficiently if the pilot weight-shifts into the turn in the harness. Remember that violent brake application is dangerous and should always be avoided. In case of brake-line failure, the glider can also be steered using the rear risers, but be careful not to cause a premature stall. Straight Flight The Cure will fly smoothly in a straight line without any input from the pilot. With a pilot weight of 85 kg on the medium size without the accelerator the flying speed will be approximately 40 km/h. Thermalling To attain the best climb rate the Cure should be thermalled using a mild turn, as described above, keeping the wing´s 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 efficient 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 fly near the stall point if you have enough height to recover (100m). Version 1.5 July 2017...
  • Page 10 4 Flight Characteristics Wing Tip Area Reduction (Big Ears) The ‘baby A-riser’ allows the Cure to be ‘big eared’ simply and easily. The big ear facility allows you to descend quickly without substantially reducing the forward speed of the canopy. (With B-lining, the forward speed of the canopy is substantially reduced). To engage big ears, lean forward in the harness and grasp the big-ears risers (one in each hand) at the maillons, keeping hold of both brake handles if possible. Pull the 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 with big ears in is possible by weight-shifting. 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 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 flying 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, to prevent the canopy from 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. This manoeuvre is useful for losing a lot of height quickly, perhaps to escape from a thunderstorm. It should not be performed with less than 100 m of ground clearance (see also Chapter 5). Version 1.5 July 2017...
  • Page 11 4 Flight Characteristics 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. The Cure is designed and tested to recover from normal spirals, automatically without pilot input. If the pilot does an over-the-nose spiral, the glider may require pilot input to recover. In this case all you need to do is to apply some outside brake and steer the glider out of the turn. An over-the-nose spiral is a special type of spiral dive where the glider points almost directly at the ground. You can enter it by making 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 the glider 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 flight 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 fly 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! Version 1.5 July 2017...
  • Page 12 4 Flight Characteristics Speed System The Cure is sold with accelerator risers and a speed stirrup as standard but can be flown without the speed stirrup attached. The risers do not have any trimmers nor other adjustable devices. Launching and general flying is normally done without using the accelerator. The accelerator bar should be used when higher speed is important. A pilot whose all-up weight is 85 kg on the medium Cure should be able to reach a speed of 57km/h using the accelerator system. Glide angle is not as good in this format, so it is not necessarily the best way to race in thermic conditions and the canopy is slightly more susceptible to deflations. Using the stirrup can require some effort and the pilot´s balance in the harness can be affected. It may be necessary to make some adjustments to the harness. We recommend you only fly in conditions where you can penetrate into-wind with the risers level, ie no speed-bar applied, so that you have the extra airspeed should you need it. To fly at maximum speed the speed stirrup should be applied gradually until the two pulleys on each A-riser touch. The accelerator system is designed to give maximum speed when the pulleys of the accelerator touch each other. Please 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: 1. Practise using the speed system in normal flying. 2. The speed increase is achieved by reducing the angle of attack, so the canopy has slightly more collapse tendency. Be careful when flying fast in turbulent conditions as deflations are more likely to occur at speed. 3. Remember that your glide deteriorates at higher speeds. Best glides are achieved when the risers are level and the brakes are off. Check the component parts regularly for wear and tear, and ensure that the speed system always works smoothly. Version 1.5 July 2017...
  • Page 13 4 Flight Characteristics Landing Landing the Cure is straightforward. Be sure you have enough space, since its high gliding ratio combined with ground effect can lead to a long final glide. Strong-wind landings require a different technique. If you use the brakes to flare in a strong wind the Cure tends to convert this to height. This can be a real problem. The best method is to take hold of the C-risers at the maillons just before landing, and collapse the canopy using these when you have landed. The glider will collapse very quickly using this method. After landing, the B-risers can also be used to collapse the canopy, although it is more difficult to control the collapsed canopy on the ground with the B-risers. Version 1.5 July 2017...

  • Page 14: Recovery Techniques

    5 Recovery Techniques 5 Recovery Techniques Stalls Stalls are dangerous and should not be practised in the course of normal flying. Stalls are caused by flying too slowly. Airspeed is lost as brake pressure increases and as the canopy approaches the stall point it will start to descend vertically and finally begin to collapse. Should this occur it is important that you release the brakes at the correct moment. Never release the brakes when the wing has fallen behind you. The brakes should be released fairly slowly, to reduce the forward dive of the canopy. A pre-release of the brake and the reconstruction of the full span is recommended to avoid the tips getting cravatted during the recovery. All pilots who fly the Cure 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) The Cure has been designed so that it will not easily remain in a deep stall. However, if it is incorrectly rigged or its flying 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 and know how to recover from a deep stall. The most common reasons a glider enters deep stall are from a flying 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. The paraglider appears quite well inflated 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 flight, but it is very important not to turn too fast as this could induce a spin. Version 1.5 July 2017...
  • Page 15 5 Recovery Techniques The second method is to pull gently on the A-risers. This helps the airflow to re-attach to the leading edge, but be careful not to pull down too hard as this could 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 surge forward in the normal way. The canopy will swing behind you then automatically reinflate and surge forward in front of you before returning to normal flight. 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 flying. 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. The Cure will resist spinning, but if a spin is inadvertently induced you should release the brake pressure and 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 deflation. 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 Cure 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 The Cure is very resistant to deflations; however if the canopy collapses on one side due to turbulence, the pilot should first of all control the direction of flight by countering on the opposite brake. Most normal collapses will immediately reinflate on Version 1.5 July 2017...
  • Page 16 5 Recovery Techniques their own and you will hardly have time to react before the wing reinflates automatically. The act of controlling the direction will tend to reinflate 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 firm action. Normally one or two pumps of around 80 cm will be sufficient. 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 reinflate. Be careful not to stall the wing completely if this technique is used. Releasing a trapped tip (cravat) On the Cure it should be difficult to trap the tip so that it will not come out quickly. However, following a very severe deflation any canopy could become tied up in its own lines. If this occurs then first of all use the standard method of recovery from a tip deflation as described in Asymmetric Front Collapse above. If the canopy will still not recover then pull the rear risers to help the canopy to reinflate. Pulling the stabilo line is also a good way to remove cravats, but remember to control your flight direction as your number-one priority.If you are very low then it is much more important to steer the canopy into a safe landing place or even throw your reserve. NOTE: Test pilots have tested the Cure well beyond the normal flight 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. Version 1.5 July 2017...

  • Page 17: Storage And Servicing

    6 Storage and Servicing 6 Storage and Servicing Packing The Cure can be packed in a traditional roll-up method, or concertina folded. Concertina folding will help extend the life of the glider. 1. Select a suitable flat area that is out of the wind if possible. 2. Arrange the canopy with the underside facing upwards and the harness at the trailing edge. Lay all the lines on the canopy. At this stage you may wish to remove your harness. Now different techniques can be used depending on the kind of inner bag you use: Stuffsack 3. Roll up the canopy in sections from each tip inwards. 4. Then starting from the trailing edge, roll up the canopy squeezing out all the air at the same time. The rolled canopy will now fit neatly into its bag. Concertina bag. Lay the glider bunched by the lines on top of the concertina bag with the leading edge in position. Concertina the leading edge together with all the plastics lying side by side. Avoid dragging the leading edge over the ground during this procedure. Version 1.5 July 2017...
  • Page 18 6 Storage and Servicing Lay the glider on its side and put the straps around the leading edge. 6. Now squeeze the air out of the canopy and close the zip. Finally fold the bag in three, making sure the leading edge remains unfolded. Storage & Care If you have to pack away your canopy 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 inflammable! Always store the canopy in a dry place. Ideally in a temperature range of 5 to 25°C. Never let your canopy freeze, particularly if it is damp. The Cure 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 finished flying, 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 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 high-stress areas. If you have any doubts about the airworthiness of your canopy please contact your dealer or BGD directly. Version 1.5 July 2017...
  • Page 19 6 Storage and Servicing Servicing / Inspection It is important to have your glider regularly serviced. Your BGD Cure should have a thorough check / inspection every 24 months or every 150 flight hours, whichever occurs first. This check must be made by the manufacturer, importer, distributor or other authorised persons. The checking must be proven by a stamp on the certification sticker on the glider as well in the service book. The manufacturer will only accept responsibility for paraglider lines and repairs which we have produced and fitted 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 fibres 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. Version 1.5 July 2017...

  • Page 20: Technical Data

    7 Technical data 7 Technical data Materials BGD’s Cure is made from the following quality materials: Top sail: Dominico N30 Lower surface: Porcher 7000 Universal 27g/m Internal structure: Porcher Skytex Nose reinforcement: Plastic wire 2.4mm Risers: 13 mm black Kevlar/nylon webbingAccelerator pulleys: Harken PA18 Brake pulleys: Ronstan pulley Top lines: Edelrid 8000U Main lines: Edelrid 8000U Lower lines Edelrid 8000U Brake lines: Liros DC Spare parts can be obtained directly from BGD or though our network of registered BGD repair shops. For a full list check www.flybgd.com Version 1.5 July 2017...

  • Page 21: Specifications

    7 Technical data Specifications Linear scaling factor 0.96 1.04 1.08 Projected area 17.69 19.20 20.77 22.39 Flat area 21.20 23.00 24.88 26.83 Glider weight Total line length Height 7.625 Number of main lines 3/3/4 3/3/4 3/3/4 3/3/4 A/B/C Speedbar travel Cells 108/60/118 108/60/118 108/60/118 108/60/118 Flat aspect ratio 6.75 6.75 6.75 6.75 Projected aspect ratio 4.87...
  • Page 22 7 Technical data Overview of glider parts Version 1.5 July 2017...
  • Page 23 7 Technical data Risers S, M, ML Version 1.5 July 2017...
  • Page 24 7 Technical data Risers L Version 1.5 July 2017...
  • Page 25 7 Technical data Line Plan S Version 1.5 July 2017...
  • Page 26 7 Technical data Line plan M, ML, L Version 1.5 July 2017...
  • Page 27 7 Technical data Line lengths All measurements are in mm, with 50N line tension. Check table line lengths: distances measured are from the lower surface of the canopy to the inside edge of the maillons connecting them to the risers. Version 1.5 July 2017...
  • Page 28 7 Technical data Size S Check table Single lines 6806 6731 6848 7368 1017 6768 6692 6825 7207 6735 6662 6783 7052 6747 6676 6760 7040 6651 6595 6834 6983 6611 6557 6705 6848 6551 6507 6655 6786 6568 6525 6590 6835 6425 6417 6605...
  • Page 29 7 Technical data Size M Check table Single lines 7086 7015 7250 7698 1061 7047 6975 7125 7537 7013 6943 7105 7385 7028 6958 7069 7373 6948 6891 7047 7262 6906 6851 7127 7110 6852 6798 6999 7013 6869 6813 6947 7049 6724 6698 6881...
  • Page 30 7 Technical data Size ML Single lines Check table 1100 7403 7319 7573 8033 7362 7278 7441 7872 7328 7248 7419 7720 7343 7263 7376 7717 7248 7192 7352 7622 7204 7152 7433 7469 7142 7100 7307 7374 7160 7117 7254 7413 1061 7010 6995...
  • Page 31 7 Technical data Size L Single lines Check table 1142 7702 7628 7890 8277 7660 7585 7755 8115 7625 7555 7731 7964 7641 7571 7689 7965 7548 7487 7665 7866 7503 7444 7749 7708 7438 7390 7607 7630 7458 7411 7552 7680 1096 7303 7288...

  • Page 32: Service Booklet

    8 Service booklet 8 Service Booklet Test Flight Record Model Size Serial Number Colour Date of test flight Company signature and stamp Version 1.5 July 2017...
  • Page 33 8 Service booklet Service Record Service No 1: Date : Stamp - Signature : No flights : Type of service : Service No 2: Date : Stamp - Signature : No flights : Type of service : Service No 3: Date : Stamp - Signature : No flights Type of service : Version 1.5 July 2017...
  • Page 34 8 Service booklet Owner Record Pilot No 1 First name Family name Street City Post code Country Telephone Email Version 1.5 July 2017...
  • Page 35 8 Service booklet Owner Record Pilot No 2 First name Family name Street City Post code Country Telephone Email Version 1.5 July 2017...

  • Page 36: Closing Words

    9 Closing Words 9 Closing Words Your Cure is an advanced, stable glider that promises you many hours of safe and enjoyable flying, provided you treat it with care and always keep a respect for the potential dangers of aviation. Please always remember that flying can be dangerous and your safety depends on you. With careful treatment your Cure should last for many years. The Cure has been tested internationally under current airworthiness standards, and these represent the current knowledge concerning the safety of a glider. However, since there are still many unknown issues, for example the effective lifespan of the current generation of gliders and how much material material ageing is acceptable without affecting the airworthiness. There are natural forces that can seriously threaten your safety, regardless of the quality of construction or the condition of your glider. Your security is ultimately your responsibility. We strongly recommend that you fly carefully, adjust to the weather conditions and fly with your own safety in mind. Flying in a club or a school with experienced pilots is highly recommended. We recommend that you fly with back protection and a reserve parachute. Always use good equipment and an approved helmet. See you in the sky! Bruce Goldsmith Design GmbH Hügelweg 12, 9400 Wolfsberg, Austria Tel: +43 (0) 4352 35676 e-mail: sales@flybgd.com www.flybgd.com Version 1.5 July 2017...

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