NIiviuk BI SKIN 2 P User manual

USER’S
MANUAL
BI SKIN 2 P

2
NIVIUK GLIDERS & AIR GAMES SL C/ DEL TER 6, NAVE D 17165 LA CELLERA DE TER - GIRONA - SPAIN
TEL. [phone] FAX [phone]
[email protected] www.niviuk.com
BI SKIN 2 P
Double delight
WELCOME
We wish to welcome you to our team and thank you for your condence in
our glider product line.
We would like to share the enthusiasm with which we created this wing
and the importance and care we took in the design and manufacture of
this new model in order to offer maximum pleasure on every ight with a
Niviuk glider.
The BI SKIN 2 P has been certied as EN B. It is the lightest tandem wing
in the world. Designed for leisure ights as well as commercial ights, this
new single-skin model weighs only 3.3 kg, allowing a pilot and passenger
to share the excitement of ight, hike & y and vol-biv under one wing.
This is the user manual and we recommend you read it carefully.
The NIiviuk Team.
USER’S MANUAL
This manual provides you with the necessary information on the main
characteristics of your new paraglider.
Whilst it provides information on the wing, it cannot be viewed as an
instructional handbook and does not offer the training required to y this
type of paraglider.
Training can only be obtained at a certied paragliding school and each
country has its own system of licensing.
Only the aeronautical authorities of respective countries can determine
pilot competence.
The information in this manual is provided in order to warn you against
adverse ying situations and potential dangers.
Equally, we would like to remind you that it is important to carefully read all
the contents of your new BI SKIN 2 P manual.
Misuse of this equipment could lead to severe injuries or death. The
manufacturers and dealers cannot be held responsible for misuse of the
paraglider. It is the responsibility of the pilot to ensure the equipment is
used correctly.

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SUMMARY
WELCOME 2
USER’S MANUAL 2
1. CHARACTERISTICS 4
1.1 WHO IS IT DESIGNED FOR? 4
1.2 CERTIFICATION 4
1.3 IN-FLIGHT BEHAVIOUR 4
1.4 CONSTRUCION, MATERIALS 5
1.5 ELEMENTS, COMPONENTS 5
2. UNPACKING AND ASSEMBLY 6
2.1 CHOOSE THE RIGHT LOCATION 6
2.2 PROCEDURE 6
2.3 CONNECTING THE HARNESS 6
2.4 HARNESS TYPE 6
2.5 SPEED SYSTEM - TRIMMERS 6
2.6 INSPECTION AND WING
INFLATION ON THE GROUND 7
2.7 ADJUSTING THE BRAKES 7
3. THE FIRST FLIGHT 7
3.1 CHOOSING THE RIGHT LOCATION 7
3.2 PREPARATION 8
3.3 FLIGHT PLAN 8
3.4 PRE-FLIGHT CHECK LIST 8
3.5 WING INFLATION, CONTROL,
AND TAKE-OFF 8
3.6 LANDING 8
3.7 PACKING 8
4. IN FLIGHT 9
4.1 FLYING IN TURBULENCE 9
4.2 POSSIBLE CONFIGURATIONS 9
4.3 ACCELERATED FLIGHT -
OPEN TRIMMERS 11
4.4 FLYING WITHOUT BRAKE LINES 11
4.5 LINE KNOT(S) IN FLIGHT 11
5. LOSING ALTITUDE 12
5.1 EARS 12
5.2 B-LINE STALL 12
5.3 SPIRAL DIVE 12
5.4 SLOW DESCENT TECHNIQUE 13
6. SPECIAL METHODS 13
6.1 TOWING 13
6.2 ACROBATIC FLIGHT 13
7. CARE AND MAINTENANCE 13
7.1 MAINTENANCE 13
7.2 STORAGE 14
7.3 CHECKS AND CONTROLS 14
7.4 REPAIRS 14
8. SAFETY AND RESPONSIBILITY 14
9. GUARANTEE 15
10. TECHNICAL DATA 16
10.1 TECHNICAL DATA 16
10.2 MATERIALS DESCRIPTION 17
10.3 RISERS PLAN 18
10.4 SUSPENSION PLAN 19
10.5 DIMENSIONS BI SKIN 2 P 31 20

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1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
The denition of sharing:
- experience together
- y together.
Previously the pleasure of sharing the hike & y experience was difcult
for tandem pilots. The dream seemed unreachable. All their ying
experiences excluded their partners and friends.
Now both pilot and passenger can share the adventure and thrill of hike
& y and vol-biv with total condence and safety.
Designed for leisure ights as well as commercial ights, this EN B
certied dual glider is the lightest tandem on the market. Weighing only
3.3 kg and with an extremely small packing volume, this single-surface
wing has the capacity to carry up to 190 kg.
Only the aeronautical authorities of respective countries can determine
pilot competence.
1.2 CERTIFICATION
The BI SKIN 2 P was certied at the Swiss testing house Air Turquoise
S.A. in accordance with European norms EN 926-2:2013, EN 926-1:2015
& LTF 91/09; it successfully passed all tests and was certied as EN B.
Registration number: PG 1100.2016
Shock test to 1.200 daN.
Load test to 8G 203 kg.
We recommend pilots read the ight test report by Air Turquoise. The
report contains all the necessary information on how the paraglider
reacts during each of the tested manoeuvres.
For further information on the ight test and the corresponding
certication number, please see the nal pages of this manual.
1.3 IN-FLIGHT BEHAVIOUR
Niviuk developed this wing by adopting very specic goals: to achieve
optimum performance while minimising weight and volume in order to
achieve an easily transportable wing; excellent handling; to facilitate
more control for the pilot and, above all, to maintain a very high degree
of safety.
We have succeeded in having the wing transmit the maximum feedback
in an understandable and comfortable way so that the pilot can focus on
piloting.
In all aspects of ight, the wing is very solid and stable. The glide is very
smooth. During glide, the wing maintains altitude well and the prole
remains stable. Turning is precise and does not require much physical
strength. The glider is responsive to brake input. The wing is very easy
to inate even in nil-wind, it requires an extremely short takeoff (ideal
especially in the mountains) and provides a smooth and precise landing.
Flying this wing is very intuitive, with with clear feedback about the
airmass. It responds to the pilot’s inputs effectively and even in turbulent
conditions it remains stable and solid.
The BI SKIN 2 P ies efciently. It enters thermals with sufcient speed
to centre in the lift and climbs progressively. The handling is progressive
and effective for even more ying pleasure under an exciting wing of
extraordinary quality.
It is lightweight, even lighter in ight and easy to pilot, with outstanding
turbulence buffering and a surprising range of speed for incredible glides.

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1.4 CONSTRUCION, MATERIALS
The BI SKIN 2 P has all the technological innovations used on other
Niviuk gliders and is built with the most careful selection of current
materials. It has all the current technology and accessories available to
improve pilot comfort whilst increasing safety and performance.
Titanium Technology (TNT) – A revolutionary technique using titanium.
Using Nitinol in the internal construction provides a more uniform prole
and reduces the weight to gain efciency in ight. Nitinol provides the
highest level of protection against deformation, heat or breaks.
SLE - The use of the SLE considerably reduces the amount of Mylar
which was used in previous Niviuk wings and this also reduces the
weight of the leading edge and therefore the wing inates more easily
than one without this system.
3DP - The optimal distribution of cloth tension has been achieved by
cutting individual sections, paying attention to the orientation of the
fabric and using 3D modelling.
3DL- There is an additional seam on the leading edge for a cleaner
prole, no creases for less drag and a better load distribution.
Interlock System (IKS).- The IKS (Interlock System) is an ultra-lightweight,
high strength connecting system that aims to complement the light
product range and replace the current systems based on the use of
the maillons and/or carabiners. This new system is based on a secure
connection using a simple Dyneema loop provided with a xing and
locking system, ensuring the complete efciency and safety of the
connection, and allowing the equipment to be ready at all times, either
with or without load.
The IKS1000 is designed and dimensioned as a connection system
between the risers and the lines. It has a breaking load of 1055 kg, which
greatly exceeds that of the classic 3mm (550 kg) maillon, but with a much
less weight. This feature makes it a key element in the entire range of
P-Series (lightweight) wings, which are delivered with this technology as
standard.
Please note: the IKS1000 kg system was not designed nor certied
to connect the risers to the harness and/or a rescue parachute to the
harness. For that specic function, Niviuk developed the IKS3000. For
more information visit niviuk.com
1. Locate the elastic sleeve’s inner small diameter tube.
2. Push the IKS line through it.
3. Push now the IKS line through the lines and the riser. The reinforced
end with the black tab should be located on the riser side.
4. Push the upper looped end downward through the elastic sleeve (not

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small diameter tube) and then through the reinforced loop end where the
black tab is located.
5. Continue with the procedure in a counterclockwise motion by pushing
the looped end through the riser.
6. Push the looped end rst upward through the elastic sleeve (not small
diameter tube) and through the lines again following the same pattern.
7. Push the looped end downward through the elastic sleeve (not small
diameter tube) rst, and then through the loop with the reinforced end
(black tab) once more.
8. Push the reinforced end loop (black tab) through the looped end to
secure them together.
9. Pull tight to secure the knot and connection.
10. Check the entire assembly.
The use of these technologies is a big technological leap forward in
building wings and a big improvement in ight comfort.
For the construction process of BI SKIN 2 P we use the same criteria,
quality controls and manufacturing processes as in the rest of our range.
From Olivier Nef’s computer to fabric cutting, the operation does not
allow for even a millimetre of error. The cutting of each wing component
is performed by a rigorous, extremely meticulous automated computer
laser-cutting robotic arm. This program also paints the guideline markers
and numbers on each individual fabric piece, thus avoiding errors during
this delicate process.
The jigsaw puzzle assembly is made easier using this method and
optimises the operation while making the quality control more efcient.
All Niviuk gliders go through an extremely thorough and detailed nal
inspection. The canopy is cut and assembled under strict quality control
conditions, facilitated by the automation of this process.
Every wing is individually checked with a nal visual inspection.
The fabric used guarantees lightness, strength and durability without
fading.
The lines are made from unsheathed Aramid and Dyneema.
The line diameter has been calculated depending on the workload and
aims to achieve the required best performance with the least drag.
The lines are semi-automatically cut to length and all the sewing is
completed under the supervision of our specialists.
Every line is checked and measured once the nal assembly is
concluded.
Each glider is packed following specic maintenance instructions as
recommended by the fabric manufacturer.
Niviuk gliders are made of premium materials that meet the requirements
of performance, durability and certication that the current market
demands.
Information about the various materials used to manufacture the wing
can be viewed in the nal pages of this manual.
1.5 ELEMENTS, COMPONENTS
The BI SKIN 2 P is delivered with a series of accessories that will greatly
assist you in the maintenance of your paraglider:
- A Kargo bag. This bag is large enough to hold all equipment
comfortably and with plenty of space.
- An inner bag to protect the wing during storage and transport.
- An adjustable compression strap to compress the inner bag and reduce

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its volume.
- A repair kit with self-adhesive Ripstop tape in the same colour as the
wing and spare parts to protect the maillons.
2. UNPACKING AND ASSEMBLY
2.1 CHOOSE THE RIGHT LOCATION
We recommend unpacking and assembling the wing on a training hill or
a at clear area without too much wind and free of obstacles. It will help
you to carry out all the recommended steps required to check and inate
the BI SKIN 2 P.
We recommend the whole installation procedure is supervised by a
qualied professional instructor or ofcial dealer. Only they can address
any doubts in a safe and professional way.
2.2 PROCEDURE
Take the paraglider out of the rucksack, open and unfold it on the ground
with the lines positioned on the undersurface, oriented in the direction of
ination. Check the condition of the fabric and the lines for defects. Pay
attention to the maillons connecting the lines to the risers to make sure
they are fully closed and tightened. Identify, and if necessary untangle, the
A, B, C and D-lines, the brake lines and corresponding risers. Make sure
that there are no knots.
2.3 CONNECTING THE HARNESS
Correctly connect the risers to the spreader bar attachment points so
that the risers and lines are correctly ordered and free of twists.
Check that the carabiners are properly fastened and securely locked.
Next, the pilot’s harness and then the passenger’s harness must be
attached.
2.4 HARNESS TYPE
The pilot should choose the type of harness to use. The BI SKIN 2 P can
be own with all current harness types, from standard tandem (heavy
duty) harnesses to ultralight models.
2.5 SPEED SYSTEM - TRIMMERS
The BI SKIN 2 P is not tted with a speed-bar.
The speed system is engaged when the trimmers are opened.
The trimmers are installed in the factory and the pilot only needs to
check their proper operation and adjustment.
The BI SKIN 2P has four risers divided into four line areas. The trimmers
are situated on the D-riser and have a maximum travel of 6 cm. The use
of the trimmers results in changes to the speed and reactions of the
wing.
The pilot is responsible for the trimmer setting.
The trimmer setting and symmetry must be constantly checked during
ight and before every takeoff.
The trimmer system is set by the pilot, i.e. it does not return to its point
of origin, but remains in place until the pilot decides to release/change
the position.
Engaging and releasing the trimmers is effective and quick as well as
sensitive and accurate.
When the trimmer is in the neutral position, the wing will y at a lower
speed with greater glide; when the trimmer is released, the wing will y
with higher speed and worse glide.
Trimmers in neutral position A, B, C, D-risers aligned

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Trimmers open: Difference A= B+1.5cm, C+3cm, D+6cm
We recommend the trimmers are set in the neutral position during
take off. However, sometimes the circumstances of the takeoff require
releasing trimmers to adjust the speed of the wing ination. The greater
distance the trimmers are released, the faster the wing will inate and,
consequently, the pilot will have to exert more control over the wing at
this stage.
Once in the air, the pilot can adjust the trimmer to the required speed:
slow (trimmers closed), neutral (trim speed) or fast (trimmers open).
Using the trimmers:
The pilot must engage the trimmers manually. They are situated on both
D-risers. To open the trimmers, press the trim tab inwards until the tape
is released and release the trim tab when in the required position.
To close the trimmers, pull the tape down using the handle and release
when you reach the required position.
Once engaged, the trimmers must be set symmetrically.
The trimmers cannot be used for steering the glider. The pilot should note
that when releasing trimmers, the brake handle rises the same distance
as the trimmers travel.
2.6 INSPECTION AND WING INFLATION ON THE GROUND
After your gear has been thoroughly checked and the weather conditions
deemed favourable for ying, inate your BI SKIN 2 P as many times as
necessary to familiarise yourself with its behaviour. Inating the
BI SKIN 2 P is easy and should not require a great deal of physical effort.
Inate the wing with a little pressure from the body using the harness.
This may be assisted by using the A-lines. Do not pull on them; just
accompany the natural rising movement of the wing. Once the wing is
inated to the overhead position, appropriate control with the brakes will
be sufcient to hold it there.
We recommend practising inating the wing in various wind conditions
as the BI SKIN 2 P inates much faster than conventional wings.
Groundhandling the wing is important as the rapid ination may may
surprise the pilot if the launch has not been practised before the rst ight.
2.7 ADJUSTING THE BRAKES
The length of the main brake lines are adjusted at the factory and
conform to the length stipulated during certication. However, they can
be changed to suit the pilot’s ying style. It is advisable to y with the
original setting for a period of time to get used to the actual behaviour of
the BI SKIN 2 P. In case it is necessary to modify the brake length, loosen
the knot, slide the line through the brake handle to the desired point and
re-tighten the knot rmly.
Only qualied personnel should carry out this adjustment. You must
ensure that the modication does not affect the trailing edge and
slow the glider down without pilot input. Both brake lines should be
symmetrical and of the same length. We recommend using a clove hitch
or bowline knot.
3. THE FIRST FLIGHT
3.1 CHOOSING THE RIGHT LOCATION
For the rst ight we recommend going to your usual ying area and that
a qualied instructor is present and supervising the entire procedure.
When arriving at the take-off, the pilot should assess the following
conditions: wind speed and direction, possible areas of rotor, take-off is
clear of obstacles, etc. A dened ight plan should be formulated and
this should include taking note of the topography, obstructions and risk
areas to avoid. The take-off zone should be sufciently large and free of
obstacles.
Before take off, inspect the wing, harness, helmet and any other
equipment.

9
It is essential to adapt each launch to the varying conditions and sites.
The conditions must also be suitable for the pilot’s skill level and
experience.
Just because the wing is fast, pilots should not make the mistake of
underestimating the conditions and taking off in unsuitable and unsafe
circumstances.
3.2 PREPARATION
Repeat the procedures detailed in chapter 2 UNPACKING AND
ASSEMBLY to prepare your equipment.
3.3 FLIGHT PLAN
Planning a ight before taking off to avoid possible problems later is
always a good idea.
3.4 PRE-FLIGHT CHECK LIST
Once ready, but before taking off, conduct another equipment inspection.
Conduct a thorough visual check of your gear with the wing fully open,
the lines untangled and properly laid out on the ground to ensure that all
is in working order. Be certain the weather conditions are suited to your
ying skill level.
3.5 WING INFLATION, CONTROL, AND TAKE-OFF
Smoothly and progressively inate the wing. Inating of the BI SKIN 2 P
is easy and does not require a lot of energy. The wing rises fast and the
pilot must anticipate this in order to have control during this phase. The
wing will take the load immediately, making it easier to take off in rough
terrain.
If the wind permits, we recommend a reverse launch, as this allows a
better visual inspection of the wing during ination. In “strong” winds,
the BI SKIN 2 P is especially easy to control using this launch technique.
Winds of 25 to 30 km/h are considered strong for paragliding.
Correctly setting up the wing on the ground before take off is especially
important. Choose an appropriate location facing the wind. Position the
paraglider in a crescent conguration to facilitate ination. A clean wing
layout will ensure a trouble-free take off.
3.6 LANDING
The BI SKIN 2 P lands excellently, it converts the wing speed into lift at the
pilot’s demand, allowing an enormous margin of error. Wrapping the brake
lines around your hand to get greater braking efciency is not necessary.
3.7 PACKING
The BI SKIN 2 P has a complex leading edge, manufactured using a
variety of different materials and it must be packed carefully. A correct
folding method is very important to extend the useful life of your paraglider.
It should be concertina-packed, with the leading edge reinforcements at
and the exible rods stacked one on top of the other. This method will
keep the prole in its original shape and protect the integrity of the wing
over time. Make sure the reinforcements are not bent or folded. It should
not be folded too tightly to avoid damage to the cloth and/or lines.
At Niviuk we have designed the NKare Bag, a bag designed to assist you
with rapid packing which helps maintain the integrity of the leading edge
and its internal structures in perfect condition.
4. IN FLIGHT
We recommend that you read the certication test report.
The report contains all the necessary information on how the BI SKIN 2 P

10
reacts during each of the tested manoeuvres.
It is important to point out that the appropriate response to each adverse
manoeuvre can vary from size to size; even within the same size at
maximum or minimum load the behaviour and reactions of the wing may
vary.
Having the knowledge that the testing house provides through the test
report is fundamental to learning how to deal with possible situations.
To become familiar with the manoeuvres described below, we
recommend practising within the auspices of a competent training outt.
4.1 FLYING IN TURBULENCE
The BI SKIN 2 P has an excellent prole to deal with incidents; it is very
stable in all conditions and has a high degree of passive safety, even in
turbulent conditions.
Equally, all paragliders must be piloted for the prevailing conditions and the
pilot is the ultimate safety factor.
We recommend active ying in turbulent conditions, always taking measures
to maintain control of the wing, preventing it from collapsing and restoring
the speed required by the wing after each correction.
Do not correct the glider (braking) for too long in case this provokes a stall.
If you have to take corrective action, make the input then re-establish the
correct ying speed.
4.2 POSSIBLE CONFIGURATIONS
To become familiar with the manoeuvres described below, we recommend
practising within the environment of a competent training outt. The pilot
must adapt their use of the brakes depending on the wing-loading and
avoiding over-steering.
It is important to note that the type of reaction to a manoeuvre can vary
from one size of wing to another and even within the same size the
behaviour and reactions may be different depending on the wing-loading.
In the test report, you will nd all the necessary information on how to
handle your new wing during each of the tested manoeuvres. Having this
information is crucial to know how to react during these manoeuvres in
real ight, so you can deal with these situations as safely as possible.
Asymmetric collapse
In spite of the BI SKIN 2 P’s prole stability, strong turbulent air may cause
the wing to collapse asymmetrically, especially if the pilot is unable to y
actively and prevent the collapse. In this case the glider conveys a loss of
pressure through the brake lines and the harness. To prevent the collapse
from happening, pull the brake handle corresponding to the affected side
of the wing. It will increase the incidence of the wing (angle of attack).
If the collapse does happen, the BI SKIN 2 P will not react violently, the
turning tendency is gradual and easily controlled. Weight-shift toward
the open, ying side (the opposite side of the collapse) to keep the wing
ying straight, while applying light brake pressure to that side if necessary.
Normally, the collapsed side of the wing should then recover and reopen
by itself. If it does not, then pull the brake handle on the collapsed side
decisively and quickly all the way (100%) down. You may have to repeat
this pumping action to provoke the re-opening of the deated glider side.
Do not over-brake or slow down the ying side of the wing (control the
turn). Once the collapsed side is open make sure you return to the default
ying speed.
Frontal collapse
Due to the BI SKIN 2 P’s design, in normal ying conditions frontal
collapses are unlikely to take place. The wing’s prole has great buffering
abilities when dealing with extreme incidence changes. A frontal collapse
may occur in strong turbulent conditions, entering or exiting powerful
thermals or when lacking experience using the speed-system without
adapting to the prevailing conditions. Frontal collapses usually re-inate

11
without the glider turning, but a symmetrically applied quick braking
action with a quick deep pump of both brakes will accelerate the re-
ination if necessary. Release the brake lines immediately to return to
default glider air speed.
Negative spin
A negative spin does not conform to the BI SKIN 2 P’s normal ight
behaviour. Certain circumstances however, may provoke a negative spin
(such as trying to turn when ying at very low air speed whilst applying
a lot of brake). It is not easy to give any specic recommendation about
this situation other than quickly restoring the wing’s default air speed
and angle of attack by progressively reducing the tension on the brake
lines. The normal wing reaction will be to have a lateral surge on the re-
accelerated side with a rotation not greater than 360º before returning to
default air speed and a straight ight path trajectory.
Parachutal stall
The possibility of entering or remaining in a parachutal stall has been
eliminated from the BI SKIN 2 P.
A parachutal stall is virtually impossible with this wing. If it did enter into
a parachutal stall, the wing loses forward motion, becomes unstable
and there is a lack of pressure on the brake lines, although the canopy
appears to be fully inated. To regain normal air speed, release brake line
tension symmetrically and manually push on the A-lines or weight-shift
your body to any side WITHOUT PULLING ON THE BRAKE LINES.
Deep Stall
The possibility of the BI SKIN 2 P stalling during normal ight is very
unlikely. It could only happen if you are ying at a very low air speed,
whilst over-steering or performing dangerous manoeuvres in turbulent air.
To provoke a deep stall, the wing has to be slowed down to its minimum
air speed by symmetrically pulling the brake lines all the way (100%) down
until the stall point is reached and held there. The glider will rst pitch
rearward and then reposition itself overhead, rocking slightly, depending
on how the manoeuvre was done.
When entering a stall, remain clear-headed and ease off the brake lines
until reaching the half-way point of the total the brake travel. The wing will
then surge violently forward and could reach a point below the pilot. It is
most important to maintain brake pressure until the glider has returned to
its default overhead ying position.
To resume normal ight conditions, progressively and symmetrically
release the brake line tension to regain air speed. When the wing reaches
the overhead position, the brakes must be fully released. The wing will
then surge forward to regain full air speed. Do not brake excessively at
this moment as the wing needs to accelerate to pull away from the stall
conguration. If you have to control a possible frontal collapse, briey
pull both brake handles down to bring the wing back up and release
them immediately while the glider is still in transition to reposition itself
overhead.
Cravat
A cravat may happen after an asymmetric collapse, when the end
of the wing is trapped between the lines. Depending on the nature
of the tangle, this situation could rapidly cause the wing to spin. The
corrective manoeuvres to use are the same as those applied in case of
an asymmetric collapse: control the turn/spin by applying tension on the
opposite brake and weight shift opposite to the turn. Then locate the
stabilo line (attached to the wing tip) trapped between the other lines. This
line has a different colour and is located on the outside position of the
B-riser.
Pull this line until it is taut. This action will help to release the cravat. If
ineffective, y down to the nearest possible landing spot, controlling the
direction with both weight shift and the use of the brake opposite to the
tangled side. Be cautious when attempting to undo a tangle while ying
near terrain or other paragliders; it may not be possible to continue on the
intended ight path.

12
Over-controlling
Most ying problems are caused by wrong pilot input, which then
escalates into a cascade of unwanted and unpredicted incidents. We
should note that the wrong inputs can lead to loss of control of the glider.
The BI SKIN 2 P was designed to recover by itself in most cases. Do not
try to over-correct it!
Generally speaking, the reactions of the wing, which are caused by too
much input, are due to the length of time the pilot continues to over–
control the wing. You have to allow the glider to re-establish normal ying
speed and attitude after any type of incident.
4.3 ACCELERATED FLIGHT - OPEN TRIMMERS
The BI SKIN 2 P prole was designed for stable ight throughout its
entire speed range. Open trimmers can be used in strong winds or
signicant sink.
When accelerating the wing, the prole becomes more sensitive to
turbulence and closer to a possible frontal collapse. If a loss in internal
wing pressure is felt, a slight pull on the brake lines is recommended to
increase the wing’s incidence angle. Remember to re-establish the air
speed after correcting the incidence.
It is NOT recommended to use the trimmers close to the terrain or in very
turbulent conditions. Aim to achieve a balance between trimmer and
brake use. This balance is considered to be ‘active piloting’.
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, the BI SKIN 2 P’s brake lines become disabled
in ight, it will become necessary to pilot the wing with the C-risers and
weight shifting until landing. These risers steer easily because are not
under signicant tension. You will have to be careful and not handle them
too heavily in case this causes a stall or negative spin. The wing must
be own at full speed during the landing approach, and the C-risers will
have to be pulled symmetrically all the way down shortly before contact
with the ground. This braking method is not as effective as using the
brake lines, and hence the wing will land with a higher ground speed.
4.5 LINE KNOT(S) IN FLIGHT
The best way to avoid knots and tangles is to thoroughly inspect the lines
as part of a systematic pre-ight check. If a knot is spotted during the
take off phase, immediately abort the launch sequence and stop.
If inadvertently taking off with a knotted line, the glider drift will need to
be compensated by weight-shifting to the opposite side of the wing and
applying a slight brake pull to that side. Gently pull the brake line to see
if the knot can be undone or try to locate the problem line. Try pulling
it to see if the knot can be undone. Beware of trying to clear a knotted
line or untangle a line in ight when close to the terrain. If the knot is too
tight and cannot be undone, carefully and safely y to the nearest landing
zone. Be careful: do not pull too hard on the brake handles because
there will be an increased risk of stalling the wing or entering a negative
spin. Before attempting to clear a knot, make sure there are no other
pilots ying in the vicinity.
5. LOSING ALTITUDE
Knowledge of different descent techniques could become vital in
certain situations. The most suitable descent method will depend on the
particular situation.
To become familiar with the manoeuvres described below, we recommend
practising within the environment of a competent training outt.
5.1 EARS
Big ears is a moderate descent technique, able to increase the sink rate

13
to –3 or –4 m/s and reduces the ground speed by 3 to 5 km/h. The angle
of attack and effective wing-loading will also increase due to the smaller
surface area of the wing.
To activate the ‘Big ears’ manoeuvre, take the outer ‘3 A 3’ line on each
A-riser and simultaneously, smoothly pull them outward and downward.
The wingtips will fold in. To release the ears, let go of the lines and
the tips should return to their normal position. If they do not re-inate,
gently pull on one of the brake lines and then on the opposite one. We
recommend inating the wing tips asymmetrically, without major change
to the angle of attack, especially when ying near the ground or ying in
turbulence.
Ears can be used with the trimmers in any setting.
5.2 B-LINE STALL
During this manoeuvre, the wing ceases to y, it has no horizontal speed
and the pilot has no control over the paraglider.
The airow over the prole is interrupted and the wing enters a situation
similar to a parachutal stall.
To enter this manoeuvre, the ‘B’ risers are grabbed below the maillons and
symmetrically pulled down together (approx. 20-30 cm) and then held to
this position.
The initial phase is quite physical (high pull resistance) requiring a strong
tug until the wing’s prole/chord deforms. The initial pulling force will then
be signicantly lessened. Holding the ‘B’ lines in the pulled down position
will be necessary to maintain the conguration.
The wing will then deform, its horizontal speed will drop to 0 km/h, vertical
descending speed increase to –6 to –8 m/s depending on the conditions
and how the manoeuvre was performed.
To exit the manoeuvre, simultaneously release both risers. The wing will
then slightly surge forward and automatically return to normal ight. It is
better to let go of the lines quickly rather than slowly.
This is an easy escape manoeuvre to do, but remember that the wing will
stop ying, will lose all forward horizontal speed, and its reactions will
change signicantly when compared to normal ight conguration.
5.3 SPIRAL DIVE
This is a more effective way to rapidly lose altitude. Beware that the wing
will experience and be subjected to a tremendous amount of descending
and rotating speed (g-force), which can cause a loss of orientation and
consciousness (blackout). This manoeuvre must therefore be done
gradually to increase one’s capacity to resist the g-force exerted on
the body. With practise, a pilot will fully appreciate and understand it.
Only practise this manoeuvre at high altitude and with enough ground
clearance.
To start the manoeuvre, rst weight shift and pull the brake handle
located on the inner side of the turn. The intensity of the turn can be
controlled by braking slightly using the outer brake handle.
A paraglider ying at its maximum rotating speed can reach –20 m/s, or
the equivalent of a 70 km/h vertical descent, and will stabilise in a spiral
dive from 15 m/s onwards. Good enough reasons to familiarise yourself
with the manoeuvre and understand how to exit it.
To exit this manoeuvre, the inner brake handle (down side of the turn)
must progressively be relaxed while momentarily applying tension to the
outer brake handle opposite to the turn. The pilot must also weight shift
and lean towards the opposite side of the turn at the same time.
The exit should be performed gradually and smoothly so that the
changes in pressure and speed can be noted.
When exiting the spiral, the glider will briey experience an asymmetrical

acceleration and dive, depending on how the manoeuvre was carried out.
Practise these manoeuvres at sufcient altitude and with moderation.
5.4 SLOW DESCENT TECHNIQUE
This technique allows descent without straining the wing or taxing the
pilot. Glide normally while searching for descending air and begin to turn
as if climbing in a thermal, but with the intention to sink.
Common sense has to be used to avoid dangerous areas of rotor when
looking for descending air. Safety is the most important consideration.
6. SPECIAL METHODS
6.1 TOWING
The BI SKIN 2 P does not experience any problem whilst being towed.
Only qualied winch personnel should handle the certied equipment to
carry out this operation. The wing must be inated similarly as during a
normal takeoff.
It is important to use the brakes to correct the ight path alignment,
especially if the glider begins to turn. Since the wing is subject to a slow
airspeed and with a high positive angle of attack, we must make any
corrections with a high degree of feel and delicacy, in order to avoid a stall.
6.2 ACROBATIC FLIGHT
Although the BI SKIN 2 P was tested by expert acrobatic pilots in
extreme situations, it was not designed for it. We do not recommend
using this glider for acrobatic ying!
The BI SKIN 2 P does not experience any problem whilst being towed.
Only qualied winch personnel should handle the certied equipment to
carry out this operation. The wing must be inated similarly as during a
normal takeoff.
It is important to use the brakes to correct the ight path alignment,
especially if the glider begins to turn. Since the wing is subject to a slow
airspeed and with a high positive angle of attack, we must make any
corrections with a high degree of feel and delicacy, in order to avoid a stall.
7. CARE AND MAINTENANCE
7.1 MAINTENANCE
At Niviuk we are rmly committed to make technology accessible to all
pilots. Therefore our wings are equipped with the latest technological
advances gained from the experience of our R & D team.
Careful maintenance of your equipment will ensure continued top
performance. Apart from the general checks, we recommend actively
maintaining your equipment.
A pre-ight check is obligatory before each ight.
If there is any damage to the equipment, you should inspect it and act
accordingly.
All incidents involving the leading edge should be reviewed. A hard
impact can damage the sail cloth.
Thanks to TNT the wing has more safety and performance. If any Nitinol
rod is damaged, they are easily replaceable.
The fabric and the lines do not need to be washed. If they become
dirty, clean them with a soft damp cloth, using only water. Do not use
detergents or other chemicals.
14

15
If your wing is wet from contact with water, place it in a dry area, air it
and keep it away from direct sunlight.
Direct sunlight may damage the wing’s materials and cause premature
aging. After landing, do not leave the wing exposed to the sun. Pack it
properly and stow it away in its backpack.
If ying in a sandy environment, and sand has accumulated inside the
wing, remove it before packing it away. The apertures at the wingtips
facilitate easy removal of objects from the trailing edge.
If your wing is wet from contact with salt water, immerse it in fresh water
and dry it away from direct sunlight.
7.2 STORAGE
It is important for the wing to be correctly folded when stored. Keep it in
the in a cool, dry place away from solvents, fuels, oils.
Do not leave the gear inside a car boot, as cars left in the sun can
become very hot. The inside of a rucksack can reach temperatures up to
60ºC.
Weight should not be laid on top of the equipment.
It is very important to pack the wing correctly before storage.
It is essential that the wing is properly folded and packed. In case of long-
term storage it is advisable, if possible, that the wing is not compressed
and it should be stored loosely without direct contact with the ground.
Humidity and heating can have an adverse effect on the equipment.
7.3 CHECKS AND CONTROLS
A complete inspection must be scheduled every 100 ying hours or every
2 years, whichever comes rst (EN/LTF norm).
We strongly recommend that any repairs should be done in a specialist
repair shop by qualied personnel. A thorough pre-ight check must be
performed before every ight.
7.4 REPAIRS
If the case of small tears, you can temporarily repair these by using the
Ripstop tape included in the repair kit, as long as no stitching is required
to mend the fabric. Any other tears or repairs should be done in a
specialist repair shop by qualied personnel.
Damaged lines must be repaired or exchanged immediately. Please refer
to the line plan at the end of this manual.
Any repair should be done in a specialist repair shop by qualied
personnel. Niviuk can not be held responsible for any damage caused by
incorrect repairs.
8. SAFETY AND RESPONSIBILITY
It is well known that free-ying with a paraglider is considered a high-risk
sport, where safety depends on the person who is practicing it.
Wrong use of this equipment may cause severe, life-changing injuries to
the pilot, or even death.
Manufacturers and dealers cannot be held responsible for your
decisions, actions or accidents that may result from participating in this
sport.
You must not use this equipment if you have not been properly trained
to use it. Do not take advice or accept any informal training from anyone
who is not properly qualied as a ight instructor.

16
9. GUARANTEE
The equipment and components are covered by a 2-year warranty
against any manufacturing defect.
The warranty does not cover misuse of the equipment.
LEGAL WARNING: Paragliding is an activity that requires concentration,
specic knowledge and common sense. Please take care! Train under
the supervision and guidance of a certied school. Make sure you have
the appropriate insurance and become a licenced pilot. Assess your
meteorological knowledge honestly before you decide to y.
Niviuk’s liability for damages covers only its products.
Niviuk cannot be held accountable for your actions. You are responsible
for your ights and assessing the risks involved.

17
10. TECHNICAL DATA
10.1 TECHNICAL DATA
BI SKIN 2 P 31
CELLS NUMBER 39
BOX 39
FLAT AREA m231
SPAN m 13,06
ASPECT RATIO 5,5
PROJECTED AREA m226,17
SPAN m 10,39
ASPECT RATIO 4,12
FLATTENING % 15
CORD MAXIMUM m 2,94
MINIMUM m 0,61
AVERAGE m 2,37
LINES TOTAL METERS m 522
HEIGHT m 8,24
NUMBER 394
MAIN 3/3/4/3
RISERS NUMBER 4 A/B/C/D
TRIMS m/m 60
ACCELERATOR m/m NO
TOTAL WEIGHT MINIMUM kg 130
IN FLIGHT MAXIMUM kg 190
GLIDER WEIGHT kg 3,3
CERTIFICATION EN/LTF B

18
10.2 MATERIALS DESCRIPTION
CANOPY FABRIC CODE SUPPLIER
UPPER SURFACE LEADING EDGE 9017 E25 PORCHER IND (FRANCE)
UPPER SURFACE 70032 E3W PORCHER IND (FRANCE)
BOTTOM SURFACE 70032 E3W PORCHER IND (FRANCE)
RIBS 70032 E4D PORCHER IND (FRANCE)
LOOPS LKI - 10 KOLON IND. (KOREA)
REINFORCEMENT LOOPS 9017 PORCHER IND (FRANCE)
TRAILING EDGE REINFORCEMENT MYLAR 20 D-P (GERMANY)
RIB REINFORCEMENT LTN-0.8 STICK SPORTWARE CO. (CHINA)
THREAD SERAFIL 60 AMAN (GERMANY)
SUSPENSION LINES FABRIC CODE SUPPLIER
UPPER CASCADES DC - 40 LIROS GMHB (GERMANY)
UPPER CASCADES 8000/U - 50 EDELRID (GERMANY)
UPPER CASCADES 8000/U - 70 EDELRID (GERMANY)
MIDDLE CASCADES DC - 40 LIROS GMHB (GERMANY)
MIDDLE CASCADES DC - 60 LIROS GMHB (GERMANY)
MIDDLE CASCADES 8000/U - 70 EDELRID (GERMANY)
MIDDLE CASCADES 8000/U - 90 EDELRID (GERMANY)
MIDDLE CASCADES 8000/U - 130 EDELRID (GERMANY)
MIDDLE CASCADES 8000/U - 190 EDELRID (GERMANY)
MIDDLE CASCADES 8000/U - 230 EDELRID (GERMANY)
MAIN 8000/U - 130 EDELRID (GERMANY)
MAIN 8000/U - 230 EDELRID (GERMANY)
MAIN 8000/U - 360 EDELRID (GERMANY)
MAIN BREAK TNL-280 TEIJIM LIMITED (JAPAN)
THREAD SERAFIL 60 AMAN (GERMANY)
RISERS FABRIC CODE SUPPLIER
MATERIAL 3455 COUSIN (FRANCE)
COLOUR INDICATOR PAD TECNI SANGLES (FRANCE)
THREAD V138 COATS (ENGLAND)
MAILLONS 3.5 ANSUNG PRECISION (KOREA)

19
10.3 RISERS PLAN

a1
a2
a3
b3 b2 b1
c1c2
c3
c4
a4
b4
a5
a6
b6 b5
c5
c6
d1
d6 d5 d4 d2
d3
e1
f1
e6 e5 e4 e3 e2
f6 f5 f4 f3 f2
a7
a8
a9
a10
a11
a12
b7
b8
b9
b10
b11
b12
c7
c8
c9
c10
c11
c12
d7
d8
d9
d10
d11
d12
e7e8
e10 e9
e11
e12
f7
f8
f9
f10f11
f12
a13
a14
a15
a16
a17
a18
b13
b14
b15
b16
b17
b18
c13
c14
c15
c16
c17
c18
d13
d14
d15
d16
d17
d18
e13e14e15
e16
e17
e18
f13
f14f15f16f17
f18
a19
c19
d19
e19
f19
st1
st2
st3
st4
br12
br1
br2
br3
br4
br5
br6
br7
br8
br9
br10
br11
A1
A2
A3
A4
A5
A6
2A1
2A2
3A1
A7
A8
A9
A10
A11
A12
A13
A14
A15
2A3
2A4
2A5
2A6
3A2
A16
A17
A18
3A3
2C1
2C2
2C3
2C4
3C1
3C2
2C5
2C6
3C3
2D1
2D2
3D1
2D3
2D4
3D2
2D5
2D6
3D3
2E1
2E2
3E1
2F1
2F2
2F3
2F4
2E3
2E4
3E2
2F5
2F6
2E5
2E6
3E3
2ST1
2ST2
3STI
2BR1
3BR1
3BR2
2BR4
2BR5
brmain
20
10.4 SUSPENSION PLAN