USER`S MANUAL
Contents
1. 2 We wish to welcome you to our team thank you for the confidence that you have placed in a NIVIUK Glider We would like to share with you the thrill and the passion which was involved in the creation of this glider The NK 1 is the first paraglider of the NIVIUK Glider range and it has been conceived to enrich the accessibility flying We have not only introduced new design methods but we have also used new production technologies During the entire process of the development of this wing the NIVIUK team directed by Olivier Nef has achieved excellent behaviour and inflight characteristics These gualities have been confirmed by the excellent results obtained during the homologation process We are sure that you will enjoy flying this wing and that you will soon find out the meaning of our slogan Give importance to the small details that build up to big things This is the user s manual that we recommend you to read in detail The NIVIUK Gliders Team NIVIUK NIVIUK Gliders 1 This manual offers all the necessary information that will familiarize you with the main characteristics of your new paraglider Although this manual informs you about your glider it does not offer the instruction reguirements necessary for you to be able to pilot this type of wing Flying instruction can only be taught at a paragliding school recognised by the Flying Federation of your country Nevertheless we remind you that it is2. nual 1 3 IN FLIGHT BEHAVIOUR In order to accomplish the second demand required by the NK 1 the NIVIUK Team has carried out extensive and meticulous design work As a consequence of several prototypes and many hours of test flights nume rous adjustments were made These prototypes were then tested in all types of flight conditions This intense development work supported by the combined experience of the whole team has achieved a wing with unbea table behaviour Light handling precise response manoeuvrable safe and aesthetic these are just some of the qualities of this wing The wing s behaviour on the ground is the first quality of its obedient emperament Its lightness in weight as in command is so decisive that all actions that are taken during the flight result in total liberty This wing s performance will make quite clear that lightness and efficiency are complementary concepts Even in the most turbulent conditions all NIVIUK instructions are diligently transmitted and the response given by the NK 1 is the expected response The pilot will discover the manoeuvrability of this wing in all the aspects of pi loting allowing the pilot to explore beyond his her present knowledge without running the risk of an incorrect response of the NK 1 The wing s safety is guaranteed by its excellent homologation certifications It is worthwhile remembering that the best paraglider in the hands of a bad pilot doe
3. 5 10 585 571 578 5 10 6095 94 5 602 5 11 570 11 593 5 LENGTH RISERS LENGTH RISERS B B 50 50 50 50 STANDARD 50 50 50 50 STANDARD 33 5 35 42 5 50 ACCELERATED 33 5 35 42 5 50 ACCELERATED r lt 17 18 11 9 HOMOLOGACI N Deutscher Hangegleiterverband e DAeC DHV OeAeC Technikreferat LBA anerkannte Pr fstelle f r Hangegleiter und Gle Gtesiege MUSTERPR FBES NIGUNG ee Musterpr fnummer DHV 01 1419 05 Bezeichnung d s G f temusters Das nachstehend bezeichnete Lu ist als Muster gepr ft im Auftrag von NIVIUK Gliders C Doctor bajos 17165 La Cellera de Ter Girona SPAIN Diese Musterpr fbes ist erteilt auf Grund der die Musterpr fung betreffenden Bestimmungen des Li hrgesetzes der Luftverkehrs Zulassungs Ordnung der Verordnung zur Pr fung uftfahrtger t und der Luftt chtigkeitsforderungen in der heute geltenden owie zu den Bedingungen der Vereinbarung ber Musterpr fung u ibens vom 06 09 2005 Die Musterpr fui 8 zugeh rigem Ger te Kennblatt Nr DHV GS 01 1419 05 06 09 2005 J p Datum der Ausstellung Unterschrift NIVIUK 19 NIVIUK niviuk com The importance of small details Bisgr fic
4. XS NIVIUKNK 1 S LINE HEIGHT CM LINE HEIGHT CM A B BR A B BR 1 610 603 5 605 5 617 624 689 1 6315 624 5 626 5 638 645 5 712 5 2 608 601 5 603 5 615 616 5 665 2 629 5 622 5 624 5 636 638 687 5 3 607 5 601 603 614 650 5 3 628 622 624 635 5 672 5 4 600 5 595 597 607 5 640 4 62 615 5 617 5 628 5 661 5 5 604 5 599 5 601 5 611 627 5 5 625 620 5 622 5 632 5 648 5 6 600 5 596 598 605 5 628 6 621 5 617 618 5 626 649 7 595 592 594 599 5 625 7 615 5 612 5 614 620 645 5 8 59 589 5 590 593 608 8 612 5 610 610 613 628 5 9 561 559 565 5 9 580 5 578 5 585 10 547 534 5 542 5 10 566 553 561 11 533 11 551 5 LENGTH RISERS LENGTH RISERS B B 45 45 45 45 STANDARD 45 45 45 45 STANDARD 32 34 40 45 ACCELERATED 32 34 40 45 ACCELERATED NIVIUK 11 7 LENGTHS NK1 11 8 LENGTHS NK1 L NIVIUKNK 1 M NIVIUK NK 1 L LINE HEIGHT CM LINE HEIGHT CM A B BR A B BR 1 6525 645 5 647 5 659 667 740 5 1 6785 671 5 673 5 686 694 5 770 5 2 6505 643 5 645 5 657 659 714 5 2 6765 669 5 671 5 684 686 743 5 3 648 5 643 645 656 5 699 3 674 5 668 5 670 5 683 727 5 4 641 636 638 649 687 4 667 661 5 663 5 675 5 715 5 645 5 641 5 643 5 653 5 673 5 5 671 5 667 669 680 701 6 6415 637 5 639 5 647 5 674 6 666 662 5 664 5 673 5 701 5 7 635 5 633 635 641 671 5 7 660 658 660 666 5 699 8 632 630 630 5 633 5 653 5 8 6565 655 656 659 5 680 5 9 600 597 5 604 9 624 5 622 628
5. into account the shape of the canopy in flight All this will assist in a trouble free take off 3 6 LANDING The NK 1 lands excellently it transforms the wing speed into lift on the pilot s demand allowing an enormous margin of error You will not have to wrap the brake lines around your hand to get greater braking efficiency 4 1 FLYING IN TURBULENCE The NK 1 complies with an excellent homologation to face this type of situa tion with the best safety guarantee This wing is stable in all types of weather conditions It reacts admirably in passive flight thus offering a high level of safety in turbulent conditions Nonetheless all paragliders always have to be piloted according to the prevailing weather conditions the pilot is the ultimate safety factor We recommend that the pilot adopts a proactive attitude when flying making the necessary fine adjustments to keep the wing in control He she should stop braking to allow it to fly at the required wing speed after a correction is made Do not maintain any correction for longer than necessary braked this would cause the wing to enter into critical flying situation Whenever neces sary control a situation react to it and then re establish the required speed 4 2 POSSIBLE CONFIGURATIONS We recommend that training to master these manoeuvres be carried out under the supervision of a competent school Asymmetric collapse In spite of the great stability of the profile of the NK
6. involved in the tear Any other type of tear must be repaired in a specialized repair shop or by qualified personnel Do not accept a home repair It is well known that paragliding is considered a high risk sport where safety depends on the person who is practising it Wrong use of this equipment can cause severe injuries to the pilot even death Manufacturers and dealers are not responsible for any act or accident that may be the result of practicing this sport You must not use this equipment if you are not trained Do not take advice or accept any informal training from anyone who is not properly qualified as a flight instructor The entire equipment and components are covered by a 2 year guarantee for any manufacture fault The guarantee does not cover misuse or abnormal use of the materials 11 12 11 1 TECHNICAL DATA Xs s M L NUMBER OF CELLS 38 38 38 38 FLAT AREA M2 22 42 24 25 26 25 28 42 PROJECTED AREA M2 19 67 21 28 23 04 24 94 FLAT SPAN M 10 25 10 66 11 09 11 54 PROJECTED SPAN M 8 24 8 57 8 92 9 28 FLAT ASPECT RATIO 4 69 4 69 4 69 4 69 PROJECTED ASPECT RATIO 3 45 3 45 3 45 3 45 MAXIMUM CORD 2 68 2 79 2 9 3 02 TOTAL MTS LINES 301 311 322 335 LINE HEIGHT M 6 1 6 32 6 53 6 79 NUMBER OF LINES 138 138 138 138 MAIN LINES A B C D 3 4 3 3 3 4 3 3 3 4 3 3 3 4 3 3 RISERS A B C D A B C D A B C D A B C D TOTAL WEIGHT IN FLIGHT KG 56 74 69 90 82 105 100 13
7. 0 GLIDER WEIGHT KG 4 2 4 5 4 8 5 1 HOMOLOGATION AFNOR DHV DHV DHV STANDARD 1 1 1 NIVIUK 11 2 MATERIALS DESCRIPTION CANOPY FABRIC CODE SUPPLIER UPPER SURFACE SKYTEX 40 9017 E77A NCV FRANCE BOTTOM SURFACE SKYTEX 40 9017 E77A NCV FRANCE PROFILES AND DIAGONALS SKYTEX 40 9017 E29A NCV FRANCE LOOPS 137 128 STUHA A S CZECH LOOPS REINFORCEMENT SR 170 6391 E45A NCV FRANCE TRAILING EDGE REINFORCEMENT MYLAR 25 M M NCV FRANCE RIBS REINFORCEMENTS SR SCRIM 2420 X15A NCV FRANCE THREAD SYNTON 40 AMANN CZECH SUSPENSION LINES FABRIC CODE SUPPLIER UPPER CASCADES DYNEMA 1 0 7850 080 EDELRID GERMANY MIDDLE CASCADES DYNEMA 1 4 7850 130 EDELRID GERMANY MAIN DYNEMA 1 5 7850 160 EDELRID GERMANY MAIN DYNEMA 1 7 7850 200 EDELRID GERMANY THREAD SYNTON 60 AMANN CZECH RISERS FABRIC CODE SUPPLIER MATERIAL PES 366 028 020 MOUKA TI NOV CZECH COLOR INDICATOR PAD 317 003 070 TI NOV CZECH THREAD BONDED NYLON EURONIT CZECH MAILLONS MRDIO3 5 150 750 PEGUET FRANCE PULLEYS PY 1204 HING HONG SOURCEC r lt 13 11 3 RISER ARRANGEMENT AIVIUK 11 4 LINE PLAN 2 r2 r4 Al 3A1 B1 3B1 Cl 3C1 15 16 11 5 LENGTHS 1 XS 11 6 LENGTHS NK1 S NIVIUK NK 1
8. 1 heavy turbulent con ditions may cause part of the wing to collapse asymmetrically This usually happens when the pilot has not foreseen this possible reaction of the wing When the wing is about to experience an asymmetric collapse the brake lines and the harness will transmit a loss of pressure to the pilot To prevent the co llapse from happening pull the brake line corresponding to the compromised side of the wing this will increase the angle of incidence If the collapse does happen the NK 1 will not react violently the turn tendency is very gradual and it is easily controlled Lean your body towards the side that is still flying in order to counteract the turn and to maintain a straight course if necessary slightly slow down the same side The collapse will normally open by itself but if that does not happen pull completely on the brake line on the side which has collapsed 100 Do this with a firm movement You may have to repeat this operation to provoke the re opening Take care not to over brake on the side that is still flying turn control and when the collapse has been solved remember to let the wing recover its flying speed Symmetric collapse In normal flying conditions the design of the NK 1 ensures that a symmetric collapse is quite improbable The profile of the wing has been designed to widely tolerate extreme changes in the angle of incidence A symmetric collapse may occur in heavy turbulent conditions on entry or ex
9. BATIC FLIGHT 7 FOLDING INSTRUCTIONS 5 3 SPIRAL DIVE 8 CARE AND MAINTENANCE 8 1 MAINTENANCE 8 2 STORAGE 8 3 CHECKS AND CONTROLS 8 4 REPAIRS 9 AND RESPONSIBILITY 10 GUARANTEE 11 TECHNICAL N TECHNICAL DATA MATERIALS DESCRIPTION ISER ARRANGEMENT LINE PLAN LENGTHS NK1 XS ENGTHS NK1 S ENGTHS NK1 M ENGTHS NK1 L c oo OMOLOGACI N O d oO AJOJN r lt 1 1 WHO IS DESIGNED FOR The main objective of the NK 1 is two fold to satisfy the demands of a novice pilot during the initiation phase and the demands of a confirmed recreation pilot during his or her continuation to perfection Therefore the wing has to accomplish two specific demands a Maximum safety in all possible flight configurations b Maximum piloting performance and comfort in flight 1 2 HOMOLOGATION In order to accomplish these objectives and to satisfy the first demand the NK 1 went through the strict homologation procedure The DHV 1 certification level of the XS S M and L sizes passed all the required tests with excellent results The NK 1 passed the essential load test of 8g without any problems at all This test was carried out in the Swiss Air Turquoise laboratories Check the homologation results and figures on the last pages of this ma
10. d and the increase in g s will be substantial This can cause a loss of orientation and consciousness blackouts These are the reasons why it is best to carry out this manoeuvre gradually so your capacity to resist the g forces increases and you will learn to fully appreciate and understand the manoeuvre Always practice this manoeuvre when flying at high altitude To start the manoeuvre first lean your bodyweight and pull the brake line to the side to which you are leaning You can regulate the intensity of the turn by applying a little outside brake paraglider flying at its maximum turn speed can reach 20 m s equivalent 70 km h vertical speed and stabilize in a spiral dive from 15 m s onwards These are the reasons why you should be familiar with and know how to carry out the exit methods To exit this manoeuvre you must progressively release the inside brake and also momentarily apply outside brake Whilst doing this you must also lean your bodyweight towards the outside This exit manoeuvre has to be carried out gradually and with smooth movements so you can feel the pressure and speed changes at the same time The after effect of the exit manoeuvre is that the glider will rock briefly with lateral surge depending on how the manoeuvre has been carried out Practice these movements at sufficient altitude and with moderation NIVIUK 6 1 TOWING The NK 1 does not experience any problem when being towed Only qualified perso
11. dling Most flying incidents are caused by wrong actions of the pilot which chained one after another create abnormal flying configurations a cascade of inci dents You must to remember that over handling the wing will lead to critical levels of functioning The 1 is designed always to try to recover normal flight by itself do not try to over handle it Generally speaking the reactions of the wing that follow over handling are neither due to the input made or the intensity but the length of time the pilot continues to over handle You have to allow the profile to re establish normal flight speed after any type of handling 4 3 USING THE ACCELERATOR The profile of the NK 1 has been designed to fly stable through its entire speed range the DHV 1 certification confirms this It is useful to accelerate when flying in strong winds or in extreme descending air When you accelerate the wing the profile becomes more sensitive to possible turbulence and closer to a possible frontal collapse If you feel a pressure loss you should stop pushing on the acce lerator and pull slightly on the brake lines to increase the angle of incidence Remember that you have to re establish the flight speed after correcting the incidence It is NOT recommended to accelerate near to the mountainside or in very turbulent conditions If necessary you will have to constantly adjust the movements and pressure on the accelerator whilst constantly adjusting th
12. e pressure applied to the brake lines This balance is considered to be active piloting 4 4 FLYING WITHOUT BRAKE LINES If for any reason at all you cannot use the brake lines of your NK 1 you will have to pilot the wing using the D risers and your body weight to fly towards the nearest landing The D lines steer easily because they are not under pressure you have to be careful not to over handle them causing a stall or negative turn To land you have to let the wing fly at full soeed and before reaching the ground you will have to pull symmetrically on both the D risers This braking method is not as effective as using the brake lines so you will land at a higher speed 4 5 KNOTS IN FLIGHT The best way to avoid these knots and tangles is to inspect the lines before you inflate the wing for take off If you notice a knot before take off immedia tely stop running and do not take off If you have taken off with a knot you will have to correct the drift by leaning on the opposite side of the knot and apply the brake line on that side too You can gently pull on the brake line to see if the knot becomes unfastened or try identify the line with the knot in it The identified line can then be pulled to see if the knot undoes Be very careful when trying to remove a knot When there are knots in the li nes or when they are tangled do not pull too hard on the brake lines because here is a greater risk of the wing to stalling or negative tu
13. ecover speed to guit the stall configuration If you have to control a possible symmetrical front stall briefly and symmetrically pull on the brake lines and let go even when the wing is still ahead of you Wing tangle Of all the possible situations which you may encounter while flying the NK 1 this is the least probable one of all The well proportioned ratio well calculated positioning of the line cascades ratify this fact NIVIUK A wing tangle may happen after an asymmetric collapse the end of the wing is trapped between the lines This situation could rapidly cause the wing to turn although it depends on the nature of the tangle The correction manoeuvres are the same as those applied in the case of an asymmetrical collapse control the turn tendency by applying the opposite brake and lean your body against the turn Then locate the line that reaches the stabiliser that is trapped between the other lines This line has a different colour and belongs to the external lines of the B riser Pull on this line until it is tense this should help to undo the wing tangle If you cannot undo the tangle fly to the nearest possible landing spot control the flying course with your body movements and a little pressure on the opposite brake Be careful when attempting to undo a tangle if you are flying near a mountainside or near to other paragliders you may lose control of the flying course a collision may occur Over han
14. horough and efficient final inspection Every single line of each glider is measured individually once the final assem bly has concluded Each wing is then individually inflated for the last visual revision Each glider is packaged following the maintenance conservation instruc tions recommended for the advanced materials NIVIUK Gliders are made of first class materials as demanded by the performance durability and homologation requirements of the present day market Information about construction materials is given on the last pages of this manual 1 5 ELEMENTS COMPONENTS The NK 1 is delivered to its owner together with a series of components that although not fundamental do take an important part in the use transport and storage of the paraglider The glider is delivered together with a rucksack large enough for all of the equipment to fit inside once appropriately packed The rucksack is designed to make transport on foot as pleasant as possible The internal bag intended to protect the NK 1 from possible damage during storage is also supplied The glider strap allows you to fold the wing as small as possible Furthermore you will find the accelerator bar that completes the acceleration gear of the wing a small fabric repair kit made of auto adhesive ripstop and a user s manual with the answers all our questions about our new NK 1 2 1 CHOOSE THE RIGHT PLACE We recommend that you unpack and assemble your wi
15. important that you carefully read all the contents of the manual for your new NK 1 glider Severe injuries to the pilot can be the consequence of the misuse of this equipment NIVIUK GLIDERS C DOCTOR 29 BAJOS 17165 LA CELLERA DE TER GIRONA SPAIN TEL 34 972 42 28 78 FAX 34 972 42 00 86 info niviuk com www niviuk com 1 CHARACTERISTICS 1 1 WHO IS IT DESIGNED FOR 1 2 HOMOLOGATION 13 N FLIGHT BEHAVIOUR 1 4 ASSEMBLY MATERIALS 15 ELEMENTS COMPONENTS 2 UNPACKING AND ASSEMBLY 2 1 CHOOSE THE RIGHT PLACE 2 2 PROCEDURE 2 3 ASSEMBLY OF THE HARNESS 24 YPE OF HARNESS 2 5 ASSEMBLY OF THE ACCELERATOR Darn ania a PP Pie PR gt 2 6 ON NSPECTION AND WING INFLATION THE GROUND 2 7 ADJUSTING THE BRAKES 3 THE FIRST FLIGHT 3 1C THE RIGHT PLACE 3 2 PREPARATION 3 3 FLIGHT PLAN 3 4 PRE FLIGHT CHECK LIST O Go o Go O 3 5 WING INFLATION CONTROL AND TAKE OFF 3 6 LANDING 4 IN FLIGHT 4 1 FLYING IN TURBULENCE 4 2 POSSIBLE CONFIGURATIONS 4 3 USING THE ACCELERATOR 44 FLYING WITHOUT BRAKE LINES 4 5 KNOTS IN FLIGHT O ojlo AN O 5 LOSING HEIGHT 5 1 BIG EARS 5 2 B LINE STALL 6 SPECIAL METHODS 6 1 TOWING 6 2 ACRO
16. ined The fabric and the lines do not need to be washed if they become dirty clean them with a soft damp cloth If your wing gets wet with salty water immerse it in fresh water and dry it away from direct sunlight The sun ight may damage the materials of your wing and cause premature aging Once you have landed do nol leave the wing in the sun store it properly If you use your wing in a sandy area try to avoid the sand from entering hrough the cell openings of the leading edge If sand is inside the wing remove it before folding 8 2 STORAGE It is important that the wing is correctly folded when stored Store your flying eguipment in a cool dry place away from solvents fuels or oils It is not ad visable to store your flying equipment in the trunk of your car Temperatures inside a car parked in the sunlight can be very high Inside a rucksack and in the sunlight temperatures can reach 60AC Weight should not be laid on top of the equipment 8 3 CHECKS AND CONTROLS You should ensure your NK 1 is periodically serviced and checked at your local repair shop every 100 hours of use or once a year whichever happens first This is the only way to guarantee that your NK 1 will continue to function properly and therefore continue fulfilling the homologation certificate results 8 4 REPAIRS If the wing is damaged you can temporarily repair it by using the rip stop that you ll find in the repair kit so long as no stitches are
17. it of strong thermals or lack of adapting the use of the accelerator to the prevailing air conditions Symmetrical collapses usually reinflate without the glider turning but you can symmetrically apply the brake lines with a quick deep pump to quicken the re inflation Release the brake lines immediately to recover optimum flight speed Negative spin This configuration is out of the normal flight behaviour of the NK 1 Certain circumstances however may provoke this configuration such as trying to turn when the wing is flying at very low speed while heavily braking It is not easy to give any recommendations about this situation since it varies depending on the circumstances Remember that you should restore the relative air speed over the wing To achieve this progressively reduce the pressure on the brake lines and let the wing gain speed The normal reaction would be a lateral surge with a turn tendency no greater than 360 before restoring to normal flight conditions Parachutal stall The possibility of this happening has been eliminated by the design of the NK 1 it is highly unlikely to happen this paraglider If it does happen the feeling would be that the wing would not be advancing you would feel a kind of instability and a lack of pressure on the brake lines although the canopy would appear to be correctly inflated The correct reaction would be to relea se the pressure on the brake lines and push the A lines fo
18. ng on a schooling slope or a flat clear area without to much wind and free of obstacles These conditions will allow you to carry out all the steps required for you to check and inflate the NK 1 We recommend that an instructor or a retailer supervises the entire procedu re as only they are competent to resolve any doubt in a safe and professional way 2 2 PROCEDURE Take the paraglider out of the rucksack open it and spread it open with the lines on top of the underside position the wing as if you were to inflate it Check the condition of the fabric and the lines make sure there are no abnormalities Check the maillons that attach the lines to the risers are properly closed Identify and order the A B C and D lines the brake lines and the corresponding risers Make sure that there are no ties or knots 2 3 ASSEMBLY OF THE HARNESS Correctly place the risers on the harness karabiners The risers and lines should not have any twists and they should be in the right order Check that the harness buckles are correctly locked 2 4 TYPE OF HARNESS The NK 1 has passed the DHV 1 certification using a GH type harness This certification allows it to be flown with most of the harnesses on the market We recommend that you adjust the distance of the chest strap according the homologation This varies according to the size of the wing 42 cm for size S 44 cm for size M 46 cm for size L Any change made to these specifications may affect the
19. nnel should handle the qualified equipment to carry out this operation The wing has to be inflated in the same way as in normal flight 6 2 ACROBATIC FLIGHT Although the NK 1 has been tested by expert acrobatic pilots in extreme situations it HAS NOT been designed for acrobatic flight and we DO NOT re commend continued use in this type of flight Acrobatic flight is the youngest discipline in free flight We consider acrobatic flight to be any form of piloting that is different to normal flight To learn safely how to master acrobatic manoeuvres you should attend lessons which are carried out by a qualified instructor and over water Extreme manoeuvres take you and your wing to centrifugal forces that can reach 4 to 5g aterials will wear more guickly than in normal flight If you do practice extre me 5 we recommend that you submit your wing to a line revision once a year at least 7 FOLDING INSTRUCTIONS Use of a correct folding method is important for extending the useful life of your paraglider It should be folded like an accordion with the leading edge reinforcements flat This method will keep the profile in good shape without altering its form or its performance Be careful that the reinforcements are not bent or twisted The wing does not have to be tightly folded if you do so it may damage the material or the lines 8 1 MAINTENANCE I you take good care of your equipment it will performance will be main a
20. pter 2 UNPACKING AND ASSEMBLY in order to prepare your equipment 3 3 FLIGHT PLAN Draw out a flight plan before take off in order to avoid possible flight errors 3 4 PRE FLIGHT CHECK LIST Once you are ready but before you take off carry out another equipment inspection Ensure correct installation of all equipment and that all lines are free of hindrances or knots Check that the weather conditions are suited for your flying skills 3 5 WING INFLATION CONTROL AND TAKE OFF Smoothly and progressively inflate the wing chapter 2 6 INSPECTION AND WING INFLATION ON THE GROUND The NK 1 inflates easily and does not require excessive energy It does not tend to over take you so the wing inflation phase is carried out without anguish These take off characteristics provide a perfect control phase and enough time for the pilot to decide whe ther to accelerate and take off Whenever the wind speed allows it we recommend a reverse launch tech nique this type of launch allows you to carry out a better visual check of the wing The NK 1 is especially easy to control in this position in strong winds However wind speeds up to 25 to 30 km h are considered strong and extra consideration should be given to any thought of flight Preparation and positioning of the wing on the take off is especially important Choose a location which is appropriate for the direction of the wind Position the paraglider as if it were part of a large circle taking
21. r the pilot wishes 5 2 B LINE STALL When you carry out this manoeuvre the wing stops flying it loses all hori zontal speed and you are not in control of the paraglider The air circulation over the profile is interrupted and the wing enters into a situation similar to parachuting To carry out this manoeuvre you have to take the B lines below the maillons and symmetrically pull both of them down approx 20 30cms and then hold this position The initial phase is quite physical hard resistance which means that you will have to pull strongly until the profile of the wing is defor med when this happens the required force will then significantly reduce To maintain this manoeuvre you must continue to hold the B Lines in the pulled 10 down position The wing will then become deformed horizontal speed drops to O km h and vertical speed increases to 6 to 8 m s depending on the conditions and how the manoeuvre has been carried out To exit the manoeuvre simultaneously release both risers the wing will then slightly surge forward and then automatically return to normal flight It is bet ter to let go of the lines quickly rather than slowly This is an easy manoeuvre but you must remember that the wing stops flying it loses all horizontal movement and its reactions are very different compared to normal flight 5 3 SPIRAL DIVE This is a more effective way for rapidly losing height You have to know that the wing can gain a lot of spee
22. rn being initiated Before trying to remove a knot make sure there are no pilots flying nearby and never try these manoeuvres near the mountainside If the knot is too ight and you cannot remove it carefully and safely fly to the nearest landing place The knowledge of the different descent techniques is an important resource to use in certain situations The most adequate descent method will depend on the particular situation We recommend that you learn to use these manoeuvres under the tuition of a competent school 5 1 BIG EARS Big ears are a moderate descent method reaching 3 or 4 m s ground speed reduces slightly between 3 and 5 km h and piloting becomes limited The angle of incidence and the surface wing load also increases Push on the accelerator to restore the wing s horizontal speed and the angle of incidence To pull big ears take the outermost A lines of both stabilizers as high up as possible and pull on them outward and downward The wingtips will fold in Let go of the lines and the big ears will re inflate automatically If they do not re inflate gently pull on one of the brake lines and then on the opposite one We recommend that you re inflate asymmetrically not to alter the angle of in cidence more 50 if you are flying near the ground or flying in turbulence The NK 1 is fitted with big ear pulleys which makes both locating the right line and the manoeuvre easier These big ear pulleys can be removed wheneve
23. rward or rather lean your body to any side WITHOUT PULLING ON THE BRAKE LINES Deep Stall The possibility of the NK 1 falling into this configuration is almost non exis if the factory settings have not been altered This could happen if you are flying at a very low speed whilst over steering in a number of manoeuvres and in turbulent conditions To provoke a deep stall you have to take the wing to minimum flight speed by symmetrically pulling the brake lines when you reach this point continue pulling until you reach 100 and then hold The glider will first fall behind you and then situate itself above you rocking slightly depending on how the manoeuvre was carried out When you start to provoke a stall be positive and do not doubt an instant Do not release the brake lines when half way through the manoeuvre This would cause the glider to surge violently forward with great energy and may result in the wing below the pilot It is very important that the pressure on the brake ines is maintained until the wing is well established vertical above To regain normal flight conditions progressively and symmetrically release he brake lines letting the speed be re established When the wing reaches he maximum advanced position ensure that the brakes are fully relea sed The wing will now surge forward this is necessary so that air speed is completely restored over the wing Do not over brake at this point because he wing needs to r
24. s not guarantee a happy ending The NK 1 s passive safety measures should also be accompanied by the passive safety offered by the rest of the flying equipment the harness helmet emergency parachute etc The extraordinary behaviour of the NK 1 and common sense piloting will give you many hours of peaceful flying 1 4 ASSEMBLY MATERIALS The NK 1 does not only introduce new design methods but also new manufacture technologies Not a single millimetre of error is possible in the manufacturing process from Olivier s computer to the cutting of the fabric An automatic process controlled by a laser cutting program cuts each of the sections that compose the different parts of the wing This program not only cuts the pieces of fabric but it also paints the guideline marks that will aid the assembly it also numbers the separate pieces of material All this is carried out before human handling of the pieces begins So we eliminate possible and understandable errors that may occur during this delicate procedure The lines are semi automatically manufactured and all the sewing is finished under the supervision of our specialists The jigsaw puzzle of the assembly process is made easier using this method We economize on resources while making the quality control more efficient All the different parts of the canopy are cut and assembled under the strict conditions induced by the automation of the whole process All NIVIUK Gliders go through an extremely t
25. tural rising movement of the wing as it inflates and rises from the ground This assistance is necessary because the NK 1 cannot accumulate speed during this stage of the inflation This action should be main tained until the wing is overhead This is a characteristic of the wing which helps prevent the unpleasant situation of it flying ahead of you on the take off area 2 7 ADJUSTING THE BRAKES The length of the main brake lines is adjusted at the factory to the length established during homologation However the length can be changed to adapl to the pilots flying style Nevertheless we recommend that you fly for a while with these set at the original length This will allow you to become accustomed to the 1 s original flying behaviour If you then decide to change the length of the brake lines untie the knot slide the line through the brake link to the desired length and strongly re tie the knot Qualified personnel should carry out this adjustment You must ensure that this adjustment does not slow down the glider without any pilot input Both brake lines should be symmetrical and measure the same length The most recommended knots are the clove hitch knot or bowline knot NIVIUK 3 1 CHOOSE THE RIGHT PLACE We recommend that the first flight with your NK 1 is made on a smooth slope a school slope or in your usual flying area accompanied by a qualified instructor 3 2 PREPARATION Repeat the procedures detailed in cha
26. wing s performan ce and reactions This would therefore effect the glider s configuration and would not conform to the homologation 6 2 5 ASSEMBLY OF THE ACCELERATOR The acceleration mechanism of the NK 1 works when you push with your feet on the accelerator bar this is supplied with the equipment On delivery the accelerator bar has not yet been installed and it is recommended that it is fit by yourself before flight Most harnesses are equipped with a pre installed acceleration system When fitting any accelerator system ensure that all preinstalled items within the harness such as roller pulleys are used correctly After fitting take into account that you will have to adjust the length of the accelerator lines for correct use This will vary according to the length of the pilot s legs We recommend that you try the correct fitting of the acceleration system on equipment designed to do this most paragliding schools have this sort of equipment 2 6 INSPECTION AND WING INFLATION ON THE GROUND Once you have checked all the equipment and made sure that the wind conditions are favourable inflate your NK 1 as many times as necessary in order to become acquainted with the wing s behaviour The NK 1 inflates easily smoothly An excess of energy is not necessary and the wing will inflate with minimum pressure on the harness when you move forward This may be assisted by using the A lines Do not pull on them just assist the na
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