Niviuk ARTIK P User manual

USER’S
MANUAL
ARTIK 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
ARTIK P
The adventurer
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 P. Niviuk is very proud of this new glider, carefully designed
to bring you maximum pleasure whilst allowing you learn and progress.
The legendary Artik design is now available in a lightweight version derived
from and based on the best assets found in the previous models. For the
XC, mountain or Hike&Fly pilots who want to explore new routes and need
lightweight compact gear.
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 Team.
USER’S MANUAL
Niviuk Gliders ARTIK P
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 P.
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 7
2.1 CHOOSE THE RIGHT LOCATION 7
2.2 PROCEDURE 7
2.3 ASSEMBLY OF THE HARNESS 7
2.4 TYPE OF HARNESS 7
2.5 ASSEMBLY OF THE ACCELERATOR 7
2.6 INSPECTION AND WING
INFLATION ON THE GROUND 8
2.7 ADJUSTING THE BRAKES 8
3. THE FIRST FLIGHT 8
3.1 CHOOSE THE RIGHT PLACE 8
3.2 PREPARATION 8
3.3 FLIGHT PLAN 8
3.4 PRE-FLIGHT CHECK LIST 9
3.5 WING INFLATION, CONTROL,
AND TAKE-OFF 9
3.6 LANDING 9
3.7 FOLDING INSTRUCTIONS 9
4. IN FLIGHT 9
4.1 FLYING IN TURBULENCE 9
4.2 POSSIBLE CONFIGURATIONS 10
4.3 USING THE ACCELERATOR 11
4.4 FLYING WITHOUT BRAKE LINES 12
4.5 KNOTS IN FLIGHT 12
5. LOSING ALTITUDE 12
5.1 EARS 12
5.2 4B2 TECHNIQUE 12
5.3 B-LINE STALL 13
5.4 SPIRAL DIVE 13
5.5 SLOW DESCENT TECHNIQUE 14
6. SPECIAL METHODS 14
6.1 TOWING 14
6.2 ACROBATIC FLIGHT 14
7. CARE AND MAINTENANCE 14
7.1 MAINTENANCE 14
7.2 STORAGE 15
7.3 CHECKS AND CONTROLS 15
7.4 REPAIRS 15
8. SAFETY AND RESPONSIBILITY 15
9. GUARANTEE 15
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 P 21 21
10.6 DIMENSIONS ARTIK P 23 21
10.7 DIMENSIONS ARTIK P 25 22
10.8 DIMENSIONS ARTIK P 27 22
10.9 CERTIFICATION SPECIMEN TEST 23

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1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
The ARTIK P was designed for cross country, mountain or Hike&Fly pilots
who want to explore new routes and need lightweight compact gear.
The ARTIK P is an EN C glider. Please, do not use it if you do not have
enough experience to y this wing category.
Description of EN C gliders main characteristics:
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 P has successfully passed the European EN/LTF certication.
This test was carried out in the Swiss Air-Turquoise laboratories in
Switzerland. All the commercially available sizes passed every required
test with excellent results and the ARTIK P received the EN C / LTF C
certications for all sizes.
The ARTIK P passed the essential load test of 8G’s without experiencing
any problems.
We recommend paying special attention to the ight test report made by
the certication laboratory. The ight test report indicates all necessary
information to know and how the new paraglider will react during each
tested manoeuvre.
It is important to take understand that each size can have a different
reaction with the same manoeuvre, and each wing size can behave
differently depending on its all up weight.
Check the certication results and gures on the last pages of this
manual or at www.niviuk.com
1.3 IN-FLIGHT BEHAVIOUR
With progressive, predictable and efcient handling the ARTIK P
effectively reads the air mass rather easily, seeking out and coring
thermals with efciency and ease. It is an agile, light, predictable glider in
all ying conditions, and behaving impeccably well in turbulence.
Niviuk developed the ARTIK P by adopting very dened guidelines: the
objective was to seek utmost performance while minimizing gear weight
and volume for easy transportation, harmonize sensations, facilitate
piloting, and above all, maintain a very high wing safety level.
The glider prole was optimized to transmit maximum information in
a very understandable and convenient way, helping the pilot focus on
synchronizing feelings and technique.
The ARTIK P’s prole is solid. No unwanted surprises with sudden up
or down motions even when pushing the speed-bar full-out during
acceleration. The glide remains high and stable. The turn is accurate,
less physical and easy to activate without much needed amplitude.
Each ination is easily made, wind or not, and the glider has a great
ability to takeoff from tight mountainous rough terrains. The landing is
smooth and precise.

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Flying the ARTIK P quickly becomes very intuitive, with plenty of nuances
and clear references to the state of the air mass. The glider will react to
pilot input effectively even in turbulent conditions, and remain solid.
The wing reads the air mass effectively and cores thermal progressively.
Easy to control in all ying conditions, passive by nature, it will further the
pleasure of soaring and convey a blissful sense of pure freedom
It is light in ight, easy to handle, well behaved in turbulence and has a
surprising speed range added to a superb glide.
1.4 ASSEMBLY, MATERIALS
The ARTIK P has all the technological innovations used and found in
other Niviuk gliders. The RAM, TNT, DRS, 3LT and IKS technologies are
part of its design and greatly enhance its performance level.
RAM Air Intake (RAM).-The RAM Air Intake technology presents an
internal positioning for the air intakes, providing optimal and constant
internal pressure as well as improving laminar air ow on the intrados.
As a result, a signicant turbulent air buffering takes place at the
leading edge for better consistency across the speed range, and hence
increasing performance with maximum safety.
Drag Reduction Structure (DRS).-The trailing edge was reinforced with
small ribs, attening it and spreading the pressure out evenly for better
air-ow and less parasitic drag on this important part of the glider. The
addition of these ribs gives exceptional handling (increased efcient
when turning), more control and precision.
3 Liner Technology (3LT).- Its powerful prole, a detailed internal
architecture structure, and the use of high-tech strength materials make
it possible to obtain a signicant reduction of the combined suspension
lines length, hence reducing the parasite drag amount and the weight of
the glider to gain efciency.
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

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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
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 ARTIK P’s line cascade layout uses Aramid Edelrid for the upper
lines, and TNL Cousin for the middle and lower lines. This tested and
proven layout combination is the same used with other Niviuk models.
The Aramid lines are not sheathed and thus more exposed to abrasive
materials often found in mountainous terrains. This particularity
demands a specic maintenance schedule as a result. A glider
inspection must be conducted at a certied facility, to check the
integrity of the trailing edge every 100 ying hours. In spite of using
high quality technologically advanced materials, rigorous regular control
must be performed before each ight.
The fabric used to manufacture the glider is light, resistant and durable
and will not experience colour loss.
From Olivier’s computer to fabric cutting, the operation is a zero
tolerance process. An automated computer laser-cutting robotic
arm creates each of the many sections needed to complete the wing
assembly. This program also paints the guideline markers and numbers
each individual fabric piece.
The lines are semi-automatically cut to length and all the sewing is
completed under the supervision of our specialists. The jigsaw puzzle
assembly is rendered easier using this method and minimizes the
operation while making the quality control more efcient.
All Niviuk Gliders go through an extremely thorough and efcient
nal inspection. Every line is checked and measured once the nal
assembly is concluded. Each wing is then individually inated for the

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last visual check.
Each glider is packaged following specic maintenance instructions
recommended by the fabric manufacturer.
Niviuk Gliders are made of rst materials Information about the various
materials used to manufacture the wing can be reviewed on the last
pages of this manual.
1.5 ELEMENTS, COMPONENTS
The ARTIK P 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:
• A rucksack
• A small fabric repair kit with self-adhesive ripstop nylon (matching the
wing’s colour scheme) and replacement maillon blockers.
2. UNPACKING AND ASSEMBLY
2.1 CHOOSE THE RIGHT LOCATION
We recommend unpacking and packing your wing on a school slope
or a at clear area, obstacle free and in low wind speed. Doing so will
enable you to carry out all the recommended steps required to check
and inate the ARTIK P.
We recommend having professional supervision to conduct the entire
procedure and have it done as it should be.
2.2 PROCEDURE
Take the paraglider out of the rucksack, open it and spread it open with the
lines on top of the intrados. 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 for the maillons attaching the lines to the risers to
be fully closed and locked. Identify and if necessary disentangle the lines
from the A, B and C risers, the brake lines and the corresponding risers.
The lines must be free of entanglements and/or knots.
2.3 ASSEMBLY OF THE HARNESS
Correctly connect the risers to the harness karabiners. The risers and
lines cannot have any twists and must be in the right order. Check for the
harness buckles to be securely locked.
2.4 TYPE OF HARNESS
The ARTIK P can be own with most of the harnesses found on the
market today, including the cocoon style models.
We strongly recommend adjusting the distance between the chest
strap carabiners according to the settings used during the certication
procedure. The distance will vary according to the size of the chosen
harness model.
Incorrect chest strap adjustments can affect glider/harness behaviour
and thus glider handling. Too wide a distance between the carabiners
will provide greater feedback from the wing but less glider stability.
Too narrow a distance will not bring as much feedback in addition to
increasing the risk of experiencing a riser twist during a collapse.
In any case, it is appropriate to refer to the harness’s instruction
manual and the certication test report outlining the chest strap length
adjustments used for these tests.
2.5 ASSEMBLY OF THE ACCELERATOR

8
The accelerator is not supplied with the equipment. The pilot engages
the ARTIK P’s accelerator by pushing his feet on the speed-bar. The
system is easy to install and must be properly adjusted before the ight.
The connection is made through a simple knot stopped by a lark’s head
loop which ensures the same safety level as when using crimped split-
hooks, while reducing the weight of the accelerator - The length will be
set according to the size of the pilot’s legs length.
We recommend installing and adjusting the speed-bar/accelerator during
a hang-test rst: most schools have such equipment. If in doubt, seek
advice from a qualied professional outt.
2.6 INSPECTION AND WING INFLATION ON THE GROUND
Once your gear has been checked and made sure that the weather
conditions are favourable, inate your ARTIK P as many times as
necessary to become familiar with its behaviour. The ARTIK P inates
easily and smoothly. An over energetic ination is not necessary to bring
the wing overhead as it will climb gently with minimum pressure on the
harness when moving forward. The ination sequence can be made
easier by using the A risers. Do not pull on them; just accompany the
natural rising arcing movement of the wing. Once the wing has climbed
overhead, simply apply the correct amount of brake pressure to keep the
ARTIK P above you.
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 own ying style. In any case, we recommend
ying for a while using the default line factory settings before making
any adjustment to them. It will enable you to become more familiar with
the ARTIK P and its unique ying characteristics. 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 the glider down without pilot input. Both brake
lines should be symmetrical and measure the same length. The most
recommended knots are the clove hitch or bowline knot.
When changing the brakes length, it is necessary to check that they
do not act when the accelerator is used. When accelerated, the glider
rotates over the C risers, the trailing edge rises. The brake lines should
be checked for proper adjustment, while taking this extra length into
consideration.
3. THE FIRST FLIGHT
3.1 CHOOSE THE RIGHT PLACE

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We recommend taking your rst ight with your ARTIK P on a smooth
slope (a school training hill) or at 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
Make a ight plan before taking off to avoid possible ight problems later.
3.4 PRE-FLIGHT CHECK LIST
Once ready, and before taking off, make a last visual equipment inspection
to ensure that all is in order and good to go. Make sure 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 P inates easily
and does not require excessive energy. No tendencies to overshoot,
rendering the ination sequence quite easy to achieve. Those
characteristics enable the pilot to be in full control and gives him/her
enough time to decide whether or not to transit into the running phase
toward a successful takeoff.
Whenever the wind speed allows it, we recommend to do a reversed
ination. This technique enables the pilot to have a better view of the
wing to make sure all is the way it should be before turning around and
running down the slope. The ARTIK P is especially easy to control in this
conguration and higher wind speeds. However, wind speeds up to 25 to
30 km/h are considered strong and extra consideration should be given
on whether or not to takeoff.
Pay particular attention to the wing layout on the ground. Choose an
appropriate location for best wind direction. Display the paraglider
symmetrically in a crescent-like shape facing upwind for a trouble free
ination before running and taking off.
3.6 LANDING
The ARTIK P has great landing abilities by turning its air speed into lift on
demand using toggle impute, hence obtaining a fully controllable ground
effect to reduce margin errors and improve safety upon landing. It will not
be necessary to wrap the brake lines around your hands to get greater
braking efciency.
3.7 FOLDING INSTRUCTIONS
The ARTIK P has a complex leading and trailing edge, designed 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 in an accordion shape, with the leading edge
reinforcements at and positioned one atop the other. This method will
keep the prole in good shape without altering its form or performance.
The wing should then be folded in three parts. It does not need to be
tightly folded; doing so may damage the material and/or the lines.
The NKare Bag is an easy to use folding bag designed to assist you
during the packing process. It can also be used as a surface base to
protect the glider against damage.
4. IN FLIGHT
4.1 FLYING IN TURBULENCE
The ARTIK P has an excellent prole design made to withstand various

10
weather conditions, hence enabling the pilot to take advantage of its stability
for greater piloting efciency. It reacts admirably in passive ight mode, thus
offering a high level of safety in turbulent conditions. Nonetheless, the pilot
always has to steer the wing and adapt his/her technique to the prevailing
weather conditions as he/she is the ultimate safety factor.
We recommend active piloting, the timely necessary ne adjustments
to keep the wing in control. The pilot should stop braking to regain the
necessary air speed after a correction is made.
Do not maintain any correction using the toggles for longer than necessary
or it would cause the wing to enter a dangerous ying conguration. Make
prompt, precise yaw, pitch and roll adjustments when needed to re-
establish normal air speed.
4.2 POSSIBLE CONFIGURATIONS
To become familiar with those manoeuvres, we recommend practicing
within the environment of a competent outt. The pilot will have to
constantly adapt his toggle impute relative to the load carried by the wing,
and avoid over-steering.
It is important to realize that from one size to another, behaviour can vary,
even under the same size wing: depending on minimum or maximum
loading, the wing’s reaction can vary.
In the report, you will nd all the necessary information explaining how
your new wing reacts with each test manoeuvres.
Having this information available is crucial, and will help you better
understand how your wing will behave in real time ying situations to
maximize your safety.
Asymmetrical collapse
In spite of the ARTIK P’s prole stability, strong turbulent air may cause
the wing to collapse asymmetrically if the pilot was unable to predict
the glider’s reactions in specic circumstances. When the wing is about
to experience an asymmetric collapse the brake lines will transmit a
loss of pressure to then be transferred to the pilot via the harness. To
prevent the collapse from happening, pull the toggle corresponding to the
compromised side of the wing. It will increase the incidence of the wing
(angle of attack). If the collapse does happen the ARTIK P will not react
violently, the turning tendency is gradual and easily controlled. Weight-shift
toward the ying and opposite side of the collapse to keep the wing on
ying straight while applying a light brake pressure to that side if necessary
to slow it down. The collapsed side of the wing should then recover
and reopen by itself. If it does not, then pull the brake line toggle of the
collapsed side decisively and quickly all the way down before bringing
it back up immediately. You may have to repeat this pumping action to
provoke the re-opening of the deated glider side. Do not over-brake and
slow down the ying side of the wing (risk of a stall for having too high an
angle of attack). Once the collapsed side reopens, re-centre your body
under the wing to regain the default ying speed.
Symmetrical collapse
In normal ying conditions and due to the ARTIK P’s design, asymmetrical
collapses are unlikely to happen. The wing’s prole has great buffering
abilities to deal with extreme incidence changes. A symmetrical collapse
may occur in strong turbulent conditions, entering or exiting powerful
thermals or when lacking experience using the accelerator/speed-bar with
untimely inadequate input. Symmetrical collapses usually re-inate without
the glider turning, but a symmetrically applied quick braking action with a
quick deep pump 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 ARTIK P’s normal ight behaviour.
Certain circumstances however, may provoke this conguration such as
trying to turn when ying at very low air speed deep in the brakes, and
applying even more toggle pressure on one side). It is not easy to give any

11
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
A parachutal stall takes place when the wing remains fully inated but
loses forward motion to then drop vertically at an accelerated rate.
Instability and a lack of pressure on the brake lines set in, although the
canopy would appear to be correctly inated. To regain normal air speed,
release brake line tension symmetrically and push forward on the ‘A’ lines
or weight-shift your body to any side WITHOUT PULLING ON THE BRAKE
LINES.
Deep stall
The possibility of the ARTIK P falling into this conguration during normal
ight is very unlikely. This could happen if you are ying at a very low
speed, whilst oversteering during a number of manoeuvres and in turbulent
conditions. The wing will enter a deep stall when reaching a point below
minimum air speed by symmetrically pulling the brake lines. It is done by
pulling the toggles all the way down and holding them in place. The glider
will initially deate and dive behind the pilot. Gravity will takeover with
the pilot free falling for a second until the glider reposition itself overhead
while rocking slightly, depending on how the manoeuvre was executed.
When purposely initiating a stall, be positive and do not second guess the
outcome for an instant. Do not release the brake lines when half way into
the manoeuvre or it would cause the glider to violently surge forward with
great energy in front of and passed the pilot. It is very important to apply
a symmetrical strong brake pull to limit the surge and bring the wing back
up. Lessen the brake tension as the glider rises to the overhead default
ying angle of attack.
If a symmetrical stall takes place, briey and evenly pull the brake lines
even if the wing is still ahead of you.
Wing tangle
A wing tangle may happen after an asymmetrical collapse, the end of the
wing is trapped between the lines (known as a Cravat). This situation could
rapidly cause the wing to spin on itself depending on the nature of the
tangle. The corrective manoeuvres to use are the same as those applied
in the case of an asymmetrical collapse: control the turn/spin by applying
tension on the opposite brake and counterweight shift opposite to 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 outer lines of
the ‘C’ riser for sizes 23 and 25 and ‘B’ riser for sizes 21 and 27.
Pull on this line until it is tense as it should help undo the wing tangle.
If ineffective, y down to the nearest possible landing spot, control the
trajectory with both counterweight shifting and use of the brake opposite
to the tangled side. Be cautious when attempting to undo a tangle while
ying near a mountainside or other paragliders; a loss of control of the
intended ight path might become jeopardized and a subsequent collision
could happen as result.
Over handling
Most ying problems are caused by wrong pilot input, to then degenerate
into a cascade of unwanted and unpredicted series incidents. The ARTIK
P was designed to recover by itself in most cases. Do no not try to over
correct it!
Generally speaking, the wing’s reactions will be proportional to the type,
amount and duration of input sent by the pilot to the wing. Bringing the
glider back to a normal ight conguration as soon as possible is the
priority.
4.3 USING THE ACCELERATOR
The prole of the ARTIK P was designed to y stably throughout its entire

12
speed range. It is useful to accelerate when ying in strong winds or in
extreme descending air. 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, tension on the accelerator
should be reduced to a minimum and a slight pull on the brake lines is
recommended to increase the wing’s incidence angle. Remember 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’.
The ARTIK P risers were designed without any adjustable, removable or
variable device to prevent an incorrect use of the accelerator system.
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, the ARTIK P’s brake lines become disabled in
ight, piloting the wing with the ‘C’ risers and weight shifting will become
necessary. The C-lines steer easily because they are not under much
tension, however you will need to be careful and not handle them too
heavily to cause a stall or negative turn. 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 will land with a higher ground speed.
4.5 KNOTS IN FLIGHT
The best way to avoid these knots and tangles is to thoroughly inspect
the lines as part of a systematic Pre-ight Check. If a knot is spotted
during the running phase, immediately abort the running phase 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 apply a slight brake pull to that side. Gently pulling the toggle line
to see if the knot can be undone or try to locate the line with the knot.
Try pulling the identied line to see if the knot can be undone. Beware of
trying to clear a knotted line or untangle a line in ight. Do not pull too
hard on the toggles for there will be an increased risk of stalling the wing
or enter a negative turn.
Before trying to remove a knot, make sure there are no pilots ying
nearby, and never try these attempts close to the mountainside. If the
knot is too tight and cannot be removed, carefully and safely y to the
nearest landing zone.
5. LOSING ALTITUDE
Knowledge of different descent techniques is important and could be
extremely useful to have. The most adequate descent method will vary
depending on any particular situation.
We recommend learning these manoeuvres within a competent school
environment.
5.1 EARS
Big ears is a moderate descent technique, achieving about –3 to –4 m/s
and a ground speed reduction between 3 and 5 km/h. Effective piloting
then becomes limited once the manoeuvre has been activated. The angle
of incidence, and wing loading also increases. Push on the accelerator/
speed-bar to restore the wing’s initial air speed and the angle of attack.
To enter a ‘Big Ears’ conguration, simultaneously pull on ‘4A2’ lines and
simultaneously, smoothly pull them outward and downward. The wingtips
will fold in. Let go of the lines to reopen the wing tips to a default

13
conguration. 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, not to alter the angle of incidence, especially if you
are ying near the ground or ying in turbulence.
5.2 4B2 TECHNIQUE
On the new glider generation, using ‘Big Ears’ can create a high degree of
parasitic turbulence which can create a signicant loss of airspeed. When
‘Big Ears’ are applied to high aspect ratio wings the wing tips 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 wings, which because of
its line plan and high aspect ratio would not allow ‘Big Ears’ to be applied.
In fact, on 2 line wing proles it has been often proven difcult to achieve.
For all these reasons, we advise the use of the 4B2 line descent technique.
This technique ensures a rapid descent while maintaining forward air
speed, and thus, eliminating the risk of a potential stall.
WHAT TO DO?
Locate the 4B2 lines on your risers and pull downward to initiate the ‘Big
Ears’ conguration until both wingtips drop back slightly. The glider’s air
speed will diminish slightly, quickly stabilize and then increase. The wing
will reach a descent rate of about 5-6m/s. Controlled turning of the wing
can easily be maintained by body weight shifting in the harness, and exact
same way you would with ‘Big Ears’. We recommend the application of the
accelerator/speed-bar whilst using this technique. To exit the manoeuvre
release the lines as you would with ‘Big Ears’. Control the pitch and the
wing will quickly adopt a normal ight conguration.
This new technique enables the pilot to have 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 AGL (Altitude above Ground Level).
5.3 B-LINE STALL
When carrying out this manoeuvre, the wing stops ying, loses all
horizontal speed and the pilot is no longer in control of the paraglider.
The airow over the prole is interrupted and the wing enters a situation
similar to parachuting.
To enter this manoeuvre, the B-risers are handled 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/cord deforms in
an accordion-like shape. 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, and vertical descending speed
increase to –6 to –8 m/s depending on the weather 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 quite a bit
when compared to a normal ight conguration.
5.4 SPIRAL DIVE
This is a more effective way for 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

14
body. With practice, a pilot will fully appreciate and understand it. Only
practice at high altitude and with enough clearance.
To enter the manoeuvre, the pilot will need to synchronize a weight-shift
with a gradual toggle pull toward the inside of the intended turn. The
intensity of the rotation can be controlled by applying a slight brake line
pull with the toggle located on the upper and opposite half side of the
wing.
A paraglider ying at its maximum rotating speed can reach –20 m/s,
equivalent 70 km/h vertical descending speed, and a stabilized spiral
dive will reach from 15 m/s onwards.
These are the reasons why any pilot should become familiar with the
manoeuvre and know how to properly exit it.
To exit this manoeuvre, the inner toggle (down side of the turn) must
progressively be relaxed while momentarily applying tension to the
outer toggle opposite to the turn. The pilot’s bodyweight must also lean
towards the outside and opposite side of the turn at the same time.
This exit needs to be carried out gradually and smoothly so to feel the
‘G-force’ and speed changes taking place.
When exiting the spiral, the glider will briey experience an asymmetrical
acceleration and dive, depending on how the manoeuvre was carried out.
Practice these movements at sufcient altitude and with moderation.
5.5 SLOW DESCENT TECHNIQUE
Glide normally when using this technique without straining the wing
or pilot, searching for descending (catabatic) air to use turn as if in a
thermal. Beware of danger zones and locate a suited LZ (Landing Zone)
while descending. Safety comes rst!
6. SPECIAL METHODS
6.1 TOWING
The ARTIK P 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 done with a
normal takeoff mountain or ridge ight.
6.2 ACROBATIC FLIGHT
Although the ARTIK P has been tested by expert acrobatic pilots in
extreme situations, it WAS NOT designed for acrobatic ying. We DO
NOT RECOMMEND USING THIS GLIDER for aerobatic ying!!!
We consider acrobatic ights to be any form of piloting different than
standard soaring ights. Learning acrobatic manoeuvres should be
conducted under the supervision of qualied instructors within a school
environment and over water with all safety/rescue elements in place.
Forces as high as 4 to 5 G can be exerted on a paragliding wings during
extreme manoeuvres.
Materials will wear more quickly than in normal ight. Gliders subjected
to extreme manoeuvre techniques should be inspected every six months.
7. CARE AND MAINTENANCE
7.1 MAINTENANCE
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.

15
If your wing is wet from contact with salt water, immerse it in fresh water
and dry it away from direct sunlight. Direct sunlight may damage the
wing’s materials and cause premature aging. After landing, do not leave
the wing in the sun. Pack it properly and stow it away in its backpack.
If ying in a sandy environment, try to prevent the sand from entering
through the cell openings. If sand is inside the wing, remove it before
packing the wing away.
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 trunk, as temperatures can climb up to 60ºC and
damage it. Weight should not be laid atop the equipment.
If the ying gear is stored with organic material, such as leaves, grass
or insects trapped inside the cells, the chemical reaction can cause
irreparable damage. Empty the caissons before packing the glider away.
7.3 CHECKS AND CONTROLS
The ARTIK P must be periodically serviced. An inspection must be
scheduled every 100 ying hours or every twenty four months whichever
comes rst (EN/LTF normative).
Always conduct a thorough pre-ight check before each takeoff.
In spite of providing much more benets to the pilots, unheated lines
need more care and calibration control than their counterparts. Each
minute line calibration variation has a directly effect on the performance
of the wing. The ARTIK P mechanical and UV resistance are one of the
highest on the market today for this type of line.
We recommend checking the lines calibration after the rst 30 hours +/-
of ight. This examination must be done separately from the regular 100
hours check or every two years (whichever happens rst).
Why is it necessary?
By following the recommended controls at regular intervals, the glider will
keep its original features for longer period of time. The location where the
glider is own, the climate area, temperature, humidity, wing load… all
have various and different degrees of impact on the integrity of the wing.
They are the reasons why the calibration includes takes these factors in
consideration. Only qualied personnel should complete the inspection
and repairs if necessary it. It is important not to modify your wing’s
suspension lines based on someone else’s line settings, as your glider
may not need adjustments.
7.4 REPAIRS
If the wing is damaged, you can temporarily repair it by using the rip stop
found in the repair kit, for as 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 practicing it.
Wrong use of this equipment may cause severe injuries to the pilot, or
even death. Manufacturers and dealers cannot be rendered responsible
for your decisions or any act or accident that may result out of
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

15
who is not properly qualied as a ight instructor.
9. GUARANTEE
The equipment and components are covered by a 2-year guarantee
against any manufacturing defect. The guarantee does not cover misuse
of the equipment.
DISCLAIMER:
Paragliding is an activity requiring attention, specic knowledge and
sound judgment. Beware! Learn your skills under the supervision and
guidance of a certied school. Contract a personal insurance and
become a licensed pilot. Be humble when evaluating your prociency
level in respect to weather conditions before deciding on whether or not
to y. Niviuk’s liability coverage is for its product line only. Niviuk can not
be rendered responsible for your own actions. Fly at your risk!
16

10. TECHNICAL DATA
10.1 TECHNICAL DATA
ARTIK P 21 23 25 27
CELLS NUMBER 63 63 63 63
CLOSED 10 10 10 10
BOX 23 23 23 23
FLAT AREA m221 23 24,5 26,5
SPAN m 11,32 11,85 12,23 12,71
ASPECT RATIO 6,1 6,1 6,1 6,1
PROJECTED AREA m217,8 19,5 20,77 22,46
SPAN m 9,01 9,43 9,73 10,12
ASPECT RATIO 4,6 4,6 4,6 4,6
FLATTENING % 15 15 15 15
CORD MAXIMUM m 2,28 2,4 2,47 2,56
MINIMUM m 0,53 0,55 0,57 0,59
AVERAGE m 1,85 1,94 2 2,08
LINES TOTAL METERS m 226 237 245 255
HEIGHT m 6,9 7,22 7,46 7,75
NUMBER 226 226 226 226
MAIN 2/3/2/ 1/1/2/3 1/1/2/3 2/3/2/
RISERS NUMBER 3/4 A/B/C A/A'/B/C A/A'/B/C A/B/C
TRIMS NO NO NO NO
ACCELERATOR m/m 105 150 150 150
TOTAL WEIGHT MINIMUM kg 60 60 75 90
IN FLIGHT MAXIMUM kg 73 80 95 110
GLIDER WEIGHT kg 3,2 3,8 4,1 4,5
CERTIFICATION EN/LTF C C C C
17

10.2 MATERIALS DESCRIPTION
CANOPY FABRIC CODE SUPPLIER
UPPER SURFACE
FOR LEADING EDGE
9017 E25 PORCHER IND (FRANCE)
UPPER SURFACE
FOR THE REST
70000 E3H PORCHER IND (FRANCE)
BOTTOM SURFACE 70000 E3H PORCHER IND (FRANCE)
RIBS 70000 E91 PORCHER IND (FRANCE)
DIAGONALS 70000 E91 PORCHER IND (FRANCE)
LOOPS LKI - 10 KOLON IND. (KOREA)
REINFORCEMENT LOOPS SOFT DACRON D-P (GERMANY)
TRAILING EDGE REINFORCEMENT DACRON D-P (GERMANY)
REINFORCEMENT RIBS 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 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)
MAIN 16560-240 COUSIN (FRANCE)
MAIN 12470-200 COUSIN (FRANCE)
MAIN 16140-70 COUSIN (FRANCE)
MAIN 12950-405 COUSIN (FRANCE)
MAIN BREAK TNL-280 TEIJIM LIMITED (JAPAN)
THREAD SERAFIL 60 AMAN (GERMANY)
RISERS FABRIC CODE SUPPLIER
MATERIAL 10148 LIROS GMHB (GERMANY)
COLOR INDICATOR PAD TECNI SANGLES (FRANCE)
THREAD V138 COATS (ENGLAND)
PULLEYS RF25109 RONSTAN (AUSTRALIA)
18
17

10.3 RISERS PLAN
19

10.4 SUSPENSION PLAN
20
19