Niviuk ARTIK 4 User manual

USER’S
MANUAL
ARTIK 4

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
ARTIK 4
Grand Touring
WELCOME
We wish to welcome you to our team and thank you for the condence
that you have placed in a NIVIUK Glider.
We would like to share with you the commitment, the passion and
emotions of the Niviuk design team, which have resulted in the creation of
the new ARTIK 4. Niviuk are very proud of this new glider, a glider carefully
designed to bring you maximum pleasure whilst allowing you learn and
progress.
Only by understanding the pilots, can you offer them what they really need.
This is the reason why we now can deliver a compact, stable, comfortable,
easy to handle glider blessed with a high degree of passive safety.
Go all the way and without limits! Fly kilometer after kilometer to wherever
your imagination leads you; nothing can stop your determination and will
to y.
We are condent that you will enjoy ying this wing and that you will soon
understand the meaning of our slogan: “The importance of small details”
This is the user’s manual that we recommend you to read in detail.
The NIVIUK Gliders Team.
USER’S MANUAL
NIVIUK Gliders ARTIK 4
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 requirements
necessary for you to be able to pilot this type of wing. Flying instruction
can only be taught at a paragliding school recognized by the Flying
Federation of your country.
Nevertheless we remind you that it is important that you carefully read all
the contents of the manual for your new ARTIK 4.
Severe injuries to the pilot can be the consequence of the misuse of this
equipment.

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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 ASSEMBLY, MATERIALS 5
1.5 ELEMENTS, COMPONENTS 6
2. UNPACKING AND ASSEMBLY 6
2.1 CHOOSE THE RIGHT PLACE 6
2.2 PROCEDURE 6
2.3 ASSEMBLY TO THE ENGINE 6
2.4 TYPE OF HARNESS 6
2.5 SPEED-BAR 7
2.6 INSPECTION AND WING
INFLATION ON THE GROUND 9
2.7 ADJUSTING THE BRAKES 9
3. THE FIRST FLIGHT 9
3.1 CHOOSE THE RIGHT PLACE 9
3.2 PREPARATION 9
3.3 FLIGHT PLAN 9
3.4 PRE-FLIGHT CHECK LIST 9
3.5 WING INFLATION, CONTROL,
AND TAKE-OFF 9
3.6 LANDING 10
3.7 FOLDING INSTRUCTIONS 10
4. IN FLIGHT 10
4.1 FLYING IN TURBULENCE 10
4.2 POSSIBLE CONFIGURATIONS 10
4.3 USING THE ACCELERATOR 12
4.4 FLYING WITHOUT BRAKE LINES 12
4.5 KNOTS IN FLIGHT 12
5. LOSING HEIGHT 13
5.1 EARS 13
5.2 4B2 TECHNIQUE 13
5.3 B-LINE STALL 13
5.4 SPIRAL DIVE 14
5.5 SLOW DESCENT TECHNIQUE 14
6. SPECIAL METHODS 14
6.1 TOWING 14
6.2 ACROBATIC FLIGHT 14
7. CARE AND MAINTENANCE 15
7.1 MAINTENANCE 15
7.2 STORAGE 15
7.3 CHECKS AND CONTROLS 15
7.4 REPAIRS 16
8. SAFETY AND RESPONSABILITY 16
9. GUARANTEE 16
10. TECHNICAL DATA 17
10.1 TECHNICAL DATA 17
10.2 MATERIALS DESCRIPTION 18
10.3 RISERS PLAN 19
10.4 SUSPENSION PLAN 20
10.5 DIMENSIONS ARTIK 4 21 21
10.6 DIMENSIONS ARTIK 4 23 21
10.7 DIMENSIONS ARTIK 4 25 22
10.8 DIMENSIONS ARTIK 4 27 22
10.9 DIMENSIONS ARTIK 4 29 23
10.10 CERTIFICATION SPECIMEN TEST 24

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1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
The ARTIK 4 has been designed for cross country pilots wanting to
open the door to the world of cross country and for those pilots seeking
to improve their performance in the Grand Touring Class without
compromising safety.
The Artik 4 is an EN C glider. Please, do not use it if you do not have
enough experience to y this wing category.
1.Introduir a en Jordi el tema dels manuals i l’ús d’Incopy per gestionar
les traduccions
Moderate passive safety gliders with dynamic reactions in turbulence
and mishandling. Glider recovery can require pilot intervention.
Description of the skills and experience required for EN C gliders:
To be own only by pilots familiar with recovery techniques, active
piloting, ying in turbulent conditions and able to handle this kind of
demanding aircraft.
Only the aeronautical authorities of the respective countries can
determine the pilot competence.
1.2 CERTIFICATION
The ARTIK 4 has successfully achieved the European EN/LTF
certication. This test was carried out in the Swiss Air-Turquoise
laboratories in Switzerland.
Traducció de zero.
The ARTIK 4 passed the essential load test of 8g without experiencing
any problems.
We recommend paying special attention on the ight test report made
by the certication laboratory, and specially attention to the test pilot
comments (Point 25 on the ight test report).
On the ight test report there is all necessary information to know how
the new paraglider will react on each manoeuvre tested.
It is important to take into account that each size can have a different
reaction on the same manoeuvre. Furthermore, the same size on
maximum load o minimum load can experiment a different behaviour.
Check the certication results and gures on the last pages of this
manual or at www.niviuk.com
1.3 IN-FLIGHT BEHAIVOR
With progressive, predictable and efcient handling the ARTIK 4
effectively reads the air mass, seeking out and coring thermals with
efciency and ease. The ARTIK 4 remains agile, light and predictable in
all conditions of ight and behaves impeccably during turbulence.
The rst thing you will notice under the ARTIK 4 is the softer ination
followed by the capacity for the glider to take off serenely.
The prole has also been modied and includes the RAM Air Intake
technology to keep the glider steady in any situation. Additionally, it
transmits clear information to the pilot to let him focus on the pleasure of
ying.
With its superb gliding even when fully accelerated, the ARTIK 4’s
efciency could be compared to an EN D glider but yet, with the handling
abilities as an EN C wing.
Piloting it is intuitive in all sense; allowing the pilot to make instant

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corrective decisions even in strong thermal conditions.
When pushed out, the speedbar is an efcient implement for a smooth,
stable and yet strong acceleration throughout the whole travel range and
hence producing an excellent sink rate as a result. The glider turns more
precisely and effortlessly. Having it all under control you can then, make
better decisions to truly enjoy the ight.
1.4 ASSEMBLY, MATERIALS
The ARTIK 4 has all the technological innovations as used on other
Niviuk gliders. Furthermore it is full of small details destined to enhance
the pilots’ comfort and to improve the performance of the SLE, RAM,
DRS and 3 liner.
SLE.- The SLE allows reinforcement of the leading edge preventing any
deformation during turbulence. The airow is also vastly improved over
the entire front span of the glider.
RAM.- The RAM air intake allows for optimal air intakes positioning
(below the glider’s leading edge aligned with the intrados), turbulent air
buffering at the front of the wing, bringing more consistency in variable
speeds, and increasing performance while assuring maximum safety.
DRS.-The trailing edge has been reinforced with small ribs that make
thispart atter in order to spread the pressure out evenly. It means
better air-ow and less drag on this important part of the glider. The
addition of theseribs gives exceptional handling (better and more efcient
whenturning) and more control and precision.
3LT.- Its powerful prole, a detailed internal architecture structure and the
useof high-tech strength materials make possible a signicant reduction
of thetotal length of suspension lines in order to reduce the parasite
resistance andthe weight of the glider to gain efciency.
A whooping 8,77% in weight reduction demonstrates the effort and
accomplishment made to reduce the glider inner bulk and prole
resulting, more performance, enhanced safety and comfort.
The ARTIK 4 lines are made of Dyneema Liros for the upper cascades
and Vectram Cousin for main and middle cascades. This is the same
material combination found in top gliders.
Both Dyneema and Vectram are unsheathed lines, which are slightly
more exposed to normal wear and tear. It is strongly recommended for
all the lines to be thoroughly inspected every 100 hours of ight. Keep
in mind that we are using materials with great performance of a rigorous
check before each ight.
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
nished under the supervision of our specialists. The jigsaw puzzle of the
assembly process is made easier using this method. We minimize the
processes while making the quality control more efcient. All the different
parts of the canopy are cut and assembled under the strict conditions
induced by the automation of the whole process.
It is strongly recommended that all lines are thoroughly checked by the
pilot prior to every ight and ultimately checked by a service centre or
Niviuk dealer after every 100 hours of ight. We should not forget that we
are using materials with great performance but that they need a rigorous

6
check before every ight.
All NIVIUK Gliders go through an extremely thorough and efcient nal
inspection. Every single line of each glider is measured individually once
the nal assembly has concluded. Each wing is then individually inated
for the last visual revision.
Each glider is packaged following the maintenance and conservation
instructions recommended for the advanced materials. NIVIUK Gliders
are made of rst 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 ARTIK 4 is delivered with accessories taking an important role in the
use, transport and storage of the paraglider:
- The large capacity Kargo rucksack, ideal for packing the harness as
well as the glider. Capacity and comfort all in one.
- An internal folding bag making the glider folding process easier. An
adjustable folding strap for a quick and easy glider packing.
- One speedbar.
- A small fabric repair kit including auto adhesive rips top with matching
wing color scheme and replacement maillon blockers.
2. UNPACKING AND ASSEMBLY
2.1 CHOOSE THE RIGHT PLACE
We recommend that you unpack and assemble your wing on a schooling
slope or a at clear area without too much wind and free of obstacles.
These conditions will allow you to carry out all the steps required for you
to check and inate the ARTIK 4.
We recommend that an instructor or a retailer supervises the entire
procedure 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
inate it. Check the condition of the fabric and the lines, making sure
there are no abnormalities.
Check the maillons, which attach the lines to the risers, are properly
closed. Identify and if necessary disentangle the lines from A and B
risers, 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 Artik 4 can be own with any kind of harness, including cocoon type
models. The chest strap harness distance for each size:
Sizes 23 and 25 (42cm) / Sizes 27 and 29 (46 cm).
Incorrect adjustment can seriously affect the piloting of the glider. A
distance, which is too wide between the karabiners, may provide more
feedback but could affect the overall stability of the glider. A distance,

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which is too narrow between the karabiners, would provide less feedback
but also increase any risk of developing a twist in during a large collapse.
2.5 SPEED-BAR
The speed-bar is a means of temporary acceleration by changing the
ow over the prole.
The speed system comes pre-installed on the risers and is not
modiable as it conforms to the measurements and limits stipulated in its
certication.
The ARTIK 4 P includes a speed system with maximum travel depending
on its size (see Full speed-bar).
The speed system is engaged when the pilot pushes the speed-bar - not
included as standard with this glider model - with their feet. The pilot
must install and adjust the speed-bar and connect it to the risers (See
2.5.1: “Speed system assembly”).
The speed system uses an action/reaction system: released, the speed-
bar is set to neutral. When the bar is pushed using the feet, the wing
accelerates. The speed can be regulated by varying the pressure on the
bar. Once the pressure on the bar is released, the speed system returns
to the neutral setting.
The speed system is efcient, sensitive and precise. The pilot can use the
system whenever they want during the ight. In the neutral position, the
wing is ying at standard speed and glide. With full speed-bar, the glider
will y at maximum speed but the glide will be worse.
• Released speed-bar: the A, B, C, D risers are aligned.
• Full speed-bar: the difference between the A - C risers is:
Size 21 - 10.5cm
Size 23 and 25 - 15cm
Size 27 – 14cm
PLEASE NOTE!
The use of the speed system results in changes to the speed but also the
reactions of the wing. For more information, see the certication report.
2.5.1 Speed system assembly.
The speed-bar consists of the bar that the pilot pushes with their feet, as
well as the two cords that connect it to the speed system components
on the risers. Once the pilot has chosen the type of speed-bar they
prefer, they must install it. Some considerations:
• The pilot should use the type of speed-bar that they consider
appropriate, depending on the type of harness, preferences, etc.
• This accessory is removable to facilitate its connection and / or
disconnection to the risers as well as subsequent adjustment.
• It is important to follow the manufacturer’s instructions during the
speed-bar installation. The majority of harnesses have a speed system
pre-installed.
• The standard connection of the speed-bar to the speed system is via
Brummel hooks, where two slots in the hooks are interlocked, making
their connection / disconnection easy. However, any safe connection
system can be used.

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1. Speed-bar connection using Brummel hooks.
Plume (P) models - please note
The P models were designed with the idea of saving weight across the
entire equipment. To achieve this, Niviuk decided to deliver the wings
without the classic Brummel hooks and opting for a kite-style knotting
system. This system offers the same efciency and safety as the classic
Brummel hooks, but with much less weight.
2. Speed-bar connection using a kite-style knotting system (without
Brummel hooks).
1. We make a knot in the speed-bar cord and we pass this through the
cord connections on the risers.
2. Apply tension to both sides until the knots are located tightly in the
riser connections.
The system or procedure for connecting the kite knot is exactly the same
as the Brummel hooks and can be used in other systems or connection
elements.
2.5.2 Changing the riser cords.
In spite of the speed system having pulleys with bearings to reduce
friction to a minimum, the frequency with which the speed-bar is used
causes the cord to wear and pilots may need to replace them.
In all Niviuk gliders the speed system cords on the risers are completely
removable and replaceable. The pilot can use the Brummel hooks, not
use them, remove them, use another type of hook, etc. It is even possible
to x the speed-bar cords directly to the speed system on the risers. This
last option makes the connection / disconnection more laborious, but
means the cord has maximum travel without obstructions or restrictions
which is very useful for some models of harnesses.

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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, inate your ARTIK 4 as many times as
necessary in order to become acquainted with the wing’s behaviour.
The ARTIK 4 inates easily and smoothly. An excess of energy is not
necessary and the wing will inate 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 accompany the natural rising movement of the
wing. Once the wing is in the 12 o’clock position, simply apply correct
pressure on the brake lines and the ARTIK 4 will sit over your head.
2.7 ADJUSTING THE BRAKES
The length of the main brake lines is adjusted at the factory to the length
established during certication. However, the length can be changed to
adapt to the pilot’s ying style. Nevertheless, we recommend that you
y for a while with these, set at the original length. This will allow you to
become accustomed to the ARTIK 4 and its unique ying 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. Qualied 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.
When changing the brakes length, it is necessary to check that they do
not act when the accelerator is used. When we accelerate the glider
rotates over the C riser and the trailing edge elevates. We must check
that the brake is adjusted taking in consideration this extra length in
acceleration.
3. THE FIRST FLIGHT
3.1 CHOOSE THE RIGHT PLACE
We recommend that the rst ight with your ARTIK 4 is made on a
smooth slope (a school slope) or in your usual ying area.
3.2 PREPARATION
Repeat the procedures detailed in chapter 2 UNPACKING AND
ASSEMBLY in order to prepare your equipment.
3.3 FLIGHT PLAN
Draw out a ight plan before take-off in order to avoid possible ight
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 ying skills.
3.5 WING INFLATION, CONTROL, AND TAKE-OFF
Smoothly and progressively inate the wing (chapter 2.6 INSPECTION
AND WING INFLATION ON THE GROUND). The ARTIK 4 inates easily
and does not require excessive energy. It does not tend to over-take you,
so the wing ination phase is carried out without anguish. These take off
characteristics provide a perfect control phase and enough time for the
pilot to decide whether to accelerate and take off.
Whenever the wind speed allows it, we recommend a reverse launch
technique; this type of launch allows you to carry out a better visual

10
check of the wing. The ARTIK 4 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 ight.
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 into
account the shape of the canopy in ight. All this will assist in a trouble
free take-off.
3.6 LANDING
The ARTIK 4 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 efciency.
3.7 FOLDING INSTRUCTIONS
The ARTIK 4 has a complex leading and trailing edge, manufactured using
a variety of different materials. For that reason, the use of a correct folding
method is very important for extending the useful life of your paraglider. It
should be folded like an accordion, with the leading edge reinforcements
at and the nylon sticks positioned one upon the other. This method will
ensure that the prole remains in good shape without altering its form or
its performance.
The wing should then be folded in three parts taking care of not bending
or twisting the STE. The wing does not have to be tightly folded, if you do
so it may damage the material and or the lines.
4. IN FLIGHT
4.1 FLYING IN TURBULENCE
The ARTIK 4 has an excellent prole to withstand the very different aero-
logical conditions so allowing the best possible piloting and stability. It
reacts admirably in passive ight, thus offering a high level of safety in
turbulent conditions. Nonetheless, the pilot always has to pilot according
to the prevailing weather conditions, the pilot is the ultimate safety factor.
We recommend active piloting, making the necessary ne adjustments to
keep the wing in control. He/she should stop braking to allow it to y 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 ying situation. Whenever
necessary, 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 stability of the prole of the ARTIK 4, heavy turbulent
conditions 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 collapse 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 ARTIK 4 will not react violently,
the turn tendency is very gradual and it is easily controlled. Lean your
body towards the side that is still ying 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,

11
pull completely on the brake line on the side, which has collapsed (100%).
Do this with a rm 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 ying (turn control) and when the collapse has been solved; remember
to let the wing recover its ying speed.
Symmetric collapse
In normal ying conditions the design of the ARTIK 4 ensures that a
symmetric collapse is quite improbable. The prole 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
exit of strong thermals or lack of adapting the use of the accelerator to the
prevailing air conditions. Symmetrical collapses usually re-inate without
the glider turning but you can symmetrically apply the brake lines with
a quick deep pump to quicken the re-ination. Release the brake lines
immediately to recover optimum ight speed.
Negative spin
This conguration is out of the normal ight behaviour of the ARTIK 4.
Certain circumstances however, may provoke this conguration such
as trying to turn when the wing is ying 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 360º before restoring to normal ight conditions.
Parachutal stall
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
inated. The correct reaction would be to release the pressure on the
brake lines and push the A lines forward or rather lean your body to any
side WITHOUT PULLING ON THE BRAKE LINES.
Deep stall
The possibility of the ARTIK 4 falling into this conguration during normal
ight is very unlikely. This could happen if you are ying 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
ight speed by symmetrically pulling the brake lines, when you reach this
point, continue pulling until you reach 100% and then hold. The glider
will rst 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 lines is maintained until the wing is well established vertical above.
To regain normal ight conditions, progressively and symmetrically
release the brake lines, letting the speed be re-established. When the
wing reaches the maximum advanced position ensure that the brakes
are fully released. 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 the wing needs to recover speed to quit the stall
conguration. If you have to control a possible symmetrical front stall,
briey and symmetrically pull on the brake lines and let go even when the
wing is still ahead of you.
Wing tangle
A wing tangle may happen after an asymmetric collapse, the end of the
wing is trapped between the lines (Cravat). 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

12
has a different colour and belongs to the external lines of the C riser for
sizes 23 and 25 and B riser for sizes 21, 27 and 29.
Pull on this line until it is tense, this should help to undo the wing tangle.
If you cannot undo the tangle, y to the nearest possible landing spot,
control the ying course with your body movements and a little pressure
on the opposite brake. Be careful when attempting to undo a tangle if you
are ying near a mountainside or near to other paragliders, you may lose
control of the ying course and a collision may occur.
Over handling
Most ying incidents are caused by incorrect actions of the pilot, which
chained one after another creates abnormal ying congurations (a
cascade of incidents). You must remember that over handling the wing will
lead to critical levels of functioning. The ARTIK 4 is designed always to try
to recover normal ight by itself, do not try to over handle it.
Generally speaking, the reactions of the wing, which 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 prole to re-
establish normal ight speed after any type of handling.
4.3 USING THE ACCELERATOR
The prole of the ARTIK 4 has been designed to y stable through
its entire speed range. It is useful to accelerate when ying in strong
winds or in extreme descending air. When you accelerate the wing, the
prole becomes more sensitive to possible turbulence and closer to a
possible frontal collapse. If you feel a pressure loss, you should release
the pressure on the accelerator and pull slightly on the brake lines to
increase the angle of incidence. Remember that you have to re-establish
the ight 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
the 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 ARTIK 4
you will have to pilot the wing using the C-risers and your body weight
to y towards the nearest landing. The C-lines steer easily because
they are not under pressure, however you have to be careful not to over
handle them causing a stall or negative turn. To land you have to let the
wing y at full speed and before reaching the ground you will have to
pull symmetrically on both the C-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 inate the wing for take-off. If you notice a knot before take-
off, immediately 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 try to pull on the brake line to see if the knot
becomes unfastened or try to identify the line with the knot in it. Try to
pull the identied line to see if the knot undoes. Be very careful when
trying to remove a knot. When there are knots in the lines or when they
are tangled, do not pull too hard on the brake lines because there is an
increased risk of the wing to stalling or negative turn being initiated
Before trying to remove a knot, make sure there are no pilots ying
nearby and never try these manoeuvres near the mountainside. If the
knot is too tight and you cannot remove it, carefully and safely y to the
nearest landing place.

13
5. LOSING HEIGHT
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 EARS
Big ears is a moderate descent technique, achieving about –3 or –4 m/s
and a reduction in ground speed of between 3 and 5 km/h. Effective
piloting then 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 activate big ears outer line 4A2 on each A risers and simultaneously,
smoothly pull them outward and downward. The wingtips will fold in. Let
go of the lines and the big ears will re-inate automatically. If they do not
re-inate, gently pull on one of the brake lines and then on the opposite
one. We recommend that you re-inate asymmetrically, not to alter the
angle of incidence, more so if you are ying near the ground or ying in
turbulence.
5.2 4B2 TECHNIQUE
On the new generation paragliders the application of big ears can create
a high degree of trailing turbulence which in turn creates a signicant
loss of airspeed. When big ears are applied to high aspect ratio wings
the ears tend to “ap” which also adds to the amount of unwanted
turbulence.
This new rapid descent technique was rst discovered by our Niviuk
team Pilots in 2009 while ying a competition prototype wing, which
because of its line plan and high aspect ratio would not allow big ears
to be applied. In fact big ears on wings with a prole of 2 lines can often
prove difcult.
For all these reasons, we advise the use of the 4B2 line descent
technique. This technique ensures a rapid descent is achieved whilst
forward wing speed is maintained and so the risk of a deep stall is
eliminated.
HOW?
Locate the 4B2 on your risers and as you would when applying big ears
simply pull down rmly and smoothly until you see both wingtips drop
back slightly. The forward speed of the glider speed will then reduce
slightly, quickly stabilize and then increase. You will then experience
a fall rate of around 5-6m/s. Controlled turning of the wing can easily
be maintained by weight shifting the harness, exactly the same as you
would with big ears. We recommend the application of the speed bar
whilst using this technique. To exit the maneuver release the lines as you
would with big ears, control the pitch and the wing will quickly adopt
normal ight.
This new technique allows a comfortable and controllable rapid descent
without the risk of experiencing a “cravat” or “deep stall”.
We advise you to rst try this technique in smooth conditions with
sufcient altitude above appropriate terrain.
5.3 B-LINE STALL
When you carry out this manoeuvre, the wing stops ying, it loses all
horizontal speed and you are not in control of the paraglider. The air
circulation over the prole is interrupted and the wing enters into a
situation similar to parachuting.
To carry out this manoeuvre you have to take the B-risers below the

14
maillons and symmetrically pull both of them down (approx. 20-30 cms)
and then hold this position. The initial phase is quite physical (hard
resistance) which means that you will have to pull strongly until the prole
of the wing is deformed, when this happens the required force will then
signicantly reduce. To maintain this manoeuvre you must continue to
hold the B Lines in the pulled down position. The wing will then become
deformed, horizontal speed drops to 0 km/h and vertical speed increases
to –6 to –8 m/s depending on the conditions and how the manoeuvre has
been performed.
To exit the manoeuvre, simultaneously release both risers, the wing will
then slightly surge forward and then automatically return to normal ight.
It is better to let go of the lines quickly rather than slowly. This is an easy
manoeuvre but you must remember that the wing stops ying, it loses
all horizontal movement and its reactions are very different compared to
normal ight.
5.4 SPIRAL DIVE
This is a more effective way for rapidly losing height. You have to
know that, the wing can gain a lot of vertical speed and rotation speed
(G force). 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 ying at high altitude.
To start the manoeuvre, rst 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.
A paraglider ying 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 the manoeuvre
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 briey
with lateral surge, depending on how the manoeuvre has been carried
out.
Practice these movements at sufcient altitude and with moderation.
5.5 SLOW DESCENT TECHNIQUE
Using this technique (do not hurry to descend) we will y normally,
without forcing neither the material nor the pilot. It means looking for
descending air areas and turn as it was a thermal – in order to descend.
We have to avoid danger areas when looking for descent zones. Safety is
the most important thing.
6. SPECIAL METHODS
6.1 TOWING
The ARTIK 4 does not experience any problem whilst being towed. Only
qualied personnel should handle the qualied equipment to carry out
this operation. The wing has to be inated in the same way as in normal
ight.
6.2 ACROBATIC FLIGHT
Although the ARTIK 4 has been tested by expert acrobatic pilots in
extreme situations, it HAS NOT been designed for acrobatic ight and we
DO NOT RECOMMEND THE USE OF THIS GLIDER for that use.
We consider acrobatic ight to be any form of piloting that is different
to normal ight. To learn safely how to master acrobatic manoeuvres

15
you should attend lessons, which are carried out and supervised by a
qualied instructor over water. Extreme manoeuvres take you and your
wing to centrifugal forces that can reach 4 to 5g.
Materials will wear more quickly than in normal ight. If you do practice
extreme manoeuvres we recommend that you submit your wing to a line
revision every six months.
7. CARE AND MAINTENANCE
7.1 MAINTENANCE
Careful maintenance of your equipment will ensure continued
performance. Always check all the ying equipment before every ight.
Careful maintenance of your equipment will ensure continued
performance. 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 sunlight may damage the materials of your
wing and cause premature aging. Once you have landed, do not 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
through the cell openings of the leading edge. If sand is inside the wing,
remove it before folding.
If it gets wet of sea water, you should submerge it into fresh water and let
it dry far away from the sun.
7.2 STORAGE
It is important that the wing is correctly folded when stored. Store your
ying equipment in a cool, dry place away from solvents, fuels or oils. It
is not advisable to store your ying 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 60ºC. Weight
should not be laid on top of the equipment.
If the ying gear is stored with organic material (such as leaves or insects)
inside, the chemical reaction can cause irreparable damage.
7.3 CHECKS AND CONTROLS
You should ensure your ARTIK 4 is periodically serviced and checked
at your local repair shop every 100 hours of use or every 24 months
(whichever happens rst). This is the only way to guarantee that your
ARTIK 4 will continue to function properly and therefore continue fullling
the homologation certicate results.
In spite of providing much more benets to the pilots, gliders equipped
with unsheathed lines need more care and control of the calibration. The
ARTIK 4 mechanic and UV resistance are one of the highest for this type
of line. With this gliders every little variation on the calibration of the lines
has a directly effect on the performance of the wing.
We recommend checking the lines calibration after the rst 30 hours
+/- of ight. This line check is a separate procedure from the regular
inspection after each subsequent 100 hours of use or every two years
(whichever happens rst).
Why is it necessary?
Due to the experience acquired over time, constant controls and
inspections conducted by our R&D department in regard to the Abac
Team gliders, we are now able to predict gear aging and how to
appropriately take care of this kind of lines, thus keeping the wing prole
in top performing condition. Following the recommended glider service

16
checks will keep the wing in optimal performance.
Variable weather conditions in various parts of the world, temperature,
humidity, wing load, will determine and affect to various degrees the
lifespan of the wing and reasons why regular line checks should be
maintained. Inspection must be conducted by certied qualied personal
only. Do not modify you glider in anyway or any reason. Contact your
authorized dealer or Niviuk if in doubt on how to proceed in case of
needed repairs.
7.4 REPAIRS
If the wing is damaged, you can temporarily repair it by using the rip stop
found in the repair kit, so long as no stitches are involved in the tear. Any
other type of tear must be repaired in a specialized repair shop or by
qualied personnel. Do not accept a home repair.
8. SAFETY AND RESPONSIBILITY
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 may 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
qualied as a ight instructor.
9. GUARANTEE
The entire equipment and components are covered by a 2-year
guarantee against any manufacture fault.
The guarantee does not cover misuse or abnormal use of the materials.

17
10. TECHNICAL DATA
10.1 TECHNICAL DATA
ARTIK 4 21 23 25 27 29
CELLS NUMBER 63 63 63 63 63
CLOSED 10 10 10 10 10
BOX 23 23 23 23 23
FLAT AREA M221 23 24,5 26,5 29
SPAN M 11,32 11,85 12,23 12,71 13,3
ASPECT RATIO 6,1 6,1 6,1 6,1 6,1
PROJECTED AREA M217,8 19,5 20,77 22,46 24,59
SPAN M 9,01 9,43 9,73 10,12 10,59
ASPECT RATIO 4,6 4,6 4,6 4,6 4,6
FLATTENING % 15 15 15 15 15
CORD MAXIMUM M 2,28 2,4 2,47 2,56 2,68
MINIMUM M 0,53 0,55 0,57 0,59 0,62
AVERAGE M 1,85 1,94 2 2,08 2,18
LINES TOTAL METERS M 226 237 245 255 267
HEIGHT M 6,9 7,22 7,46 7,75 8,11
NUMBER 227 227 227 227 227
MAIN 2/3/2 1/1/2/3 1/1/2/3 2/3/2 2/3/2
RISERS NUMBER 3/4 A/B/C A/A'/B/C A/A'/B/C A/B/C A/B/C
TRIMS NO NO NO NO NO
ACCELERATOR M/M 105 150 150 150 150
TOTAL WEIGHT MINIMUM KG 60 60 75 90 105
IN FLIGHT MAXIMUM KG 73 80 95 110 126
GLIDER WEIGHT KG 4,5 4,9 5,2 5,5 5,8
CERTIFICATION EN/LTF CCCCC

18
10.2 MATERIALS DESCRIPTION
CANOPY FABRIC CODE SUPPLIER
UPPER SURFACE 9017 E25 PORCHER IND (FRANCE)
BOTTOM SURFACE D20DMF-36 DOMINICO TEX CO (KOREA)
RIBS 9017 E29 PORCHER IND (FRANCE)
DIAGONALS 9017 E29 PORCHER IND (FRANCE)
LOOPS LKI - 10 KOLON IND. (KOREA)
REINFORCEMENT LOOPS W-420 D-P (GERMANY)
TRAILING EDGE REIFORCEMENT MYLAR D-P (GERMANY)
REINFORCEMENT RIBS NYLON STICK R.P.CHINA
THREAD SERAFIL 60 AMAN (GERMANY)
SUSPENSION LINES FABRIC CODE SUPPLIER
UPPER CASCADES DC - 40 LIROS GMHB (GERMANY)
UPPER CASCADES DC - 60 LIROS GMHB (GERMANY)
UPPER CASCADES DC - 100 LIROS GMHB (GERMANY)
UPPER CASCADES 12100-50 COUSIN (FRANCE)
MIDDLE CASCADES DC - 40 LIROS GMHB (GERMANY)
MIDDLE CASCADES DC - 60 LIROS GMHB (GERMANY)
MIDDLE CASCADES DC - 100 LIROS GMHB (GERMANY)
MIDDLE CASCADES 12240-115 COUSIN (FRANCE)
MIDDLE CASCADES 12470-200 COUSIN (FRANCE)
MIDDLE CASCADES 16140-70 COUSIN (FRANCE)
MIDDLE CASCADES 16330-145 COUSIN (FRANCE)
MIDDLE CASCADES 12100-50 COUSIN (FRANCE)
MIDDLE CASCADES 12240-115 COUSIN (FRANCE)
RISERS FABRIC CODE SUPPLIER
MATERIAL 3455 COUSIN (FRANCE)
COLOR INDICATOR PAD TECNI SANGLES (FRANCE)
THREAD V138 COATS (ENGLAND)
MAILLONS AS-3.8-20 ANSUNG PRECISION (KOREA)
PULLEYS 224 HARKEN (USA)

19
10.3 RISERS PLAN

20
10.4 SUSPENSION PLAN
3BR1
BR Main
4BR4
3BR2
2BR3
2BR4
3BR3
2BR5
2BR6
2BR1
2BR2
br1
br2
br3br4
br5
br6
br7
br8
br9
br10
br11
br12
c1
c2
c3c4
c5
2C1
2D1
d1d2d3d4d5d6d7
2D2
2C2
3C1
4C1
3C2
2C4
2C3
2D3
c6c7
c8
2D4
d8
4B1
2B1
2B2
b1
b2
b3
b4
a1
a2
a3
a4
2A1
2A2
4A1
d9d10
d11
2D5
c9c10
2C5
c11
c12
c13
3C3
2C6
4C2
4B2
c14
c15
2C7
3C4
b5
b6
b7
b8
b9
b10
2B3
2B4
3B1
a8
2B5
a5
a6
a7
a9
a10
2A3
4A2
2A4
3A1
2A5
a11
a12
b11
b12
c16
2AB2
2AB1
stab
1
2
3
4
65
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
stab 2