Niviuk DOBERMANN User manual

USER’S
MANUAL
DOBERMANN

2
NIVIUK GLIDERS & AIR GAMES SL C/ DEL TER 6, NAVE D17165 LA CELLERADE TER - GIRONA - SPAIN
TEL. [phone] FAX [phone]
[email protected] www.niviuk.com
DOBERMANN
Paramotor Freestyle Slalom
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 DOBERMANN. Niviuk are very proud of this new glider, a glider
carefully designed to bring you maximum pleasure whilst allowing you
learn and progress.
The DOBERMANN is a gratifying wing to be enjoyed in freestyle and
slalom activities. With its friendly ying behavior and various sizes
availability, it meets the needs of pilots who enjoy racing, participate in
slaloms circuits, speed and air games.
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 DOBERMANN
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 DOBERMANN.
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
1.6 PROFILE 6
2. UNPACKING AND ASSEMBLY 6
2.1 CHOOSE THE RIGHT PLACE 6
2.2 PROCEDURE 7
2.3 ASSEMBLY TO THE ENGINE 7
2.4 ASSEMBLY OF THE ACCELERATOR 7
2.4.1 ACCELERATION SYSTEM USE 7
2.5 TRIMMERS 8
2.5.1 IN FLIGHT 8
2.5.2 LANDING 8
2.5.3 THE COURSE CORRECTOR (CC) 9
2.6 ADJUSTING THE BRAKES 9
2.7 DES (DOUBLE EFFECT SYSTEM) 9
3. THE FIRST FLIGHT 10
3.1 INSPECTION AND WING
INFLATION ON THE GROUND 10
3.2 CHOOSE THE RIGHT PLACE 10
3.3 PREPARATION 10
3.4 PRE-FLIGHT CHECK LIST 10
3.5 WING INFLATION, CONTROL,
AND TAKE-OFF 10
3.6 LANDING 11
4. IN FLIGHT 11
4.1 FLYING IN TURBULENCE 11
4.2 POSSIBLE CONFIGURATIONS 12
4.3 USING THE ACCELERATOR 13
4.4 FLYING WITHOUT BRAKE LINES 13
4.5 KNOTS IN FLIGHT 13
5. LOSING HEIGHT 13
5.1 EARS 13
5.2 B-LINE STALL 14
5.3 SPIRAL DIVE 14
6. SPECIAL METHODS 14
6.1 TOWING 14
6.2 ACROBATIC FLIGHT 14
7. FOLDING INSTRUCTIONS 14
8. CARE AND MAINTENANCE 14
8.1 MAINTENANCE 14
8.2 STORAGE 15
8.3 CHECKS AND CONTROLS 15
8.4 REPAIRS 15
9. SAFETY AND RESPONSABILITY 15
10. GUARANTEE 15
11. TECHNICAL DATA 16
11.1 TECHNICAL DATA 16
11.2 MATERIALS DESCRIPTION 17
11.3 RISERS PLAN 18
11.4 SUSPENSION PLAN 19
11.5 DIMENSIONS DOBERMANN 14 20
11.6 DIMENSIONS DOBERMANN 16 20
11.7 DIMENSIONS DOBERMANN 17 21
11.8 DIMENSIONS DOBERMANN 18 21
11.9 CERTIFICATION SPECIMEN TEST 22

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1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
The DOBERMANN is an advanced paraglider designed to be used in all
forms of PPG ights but especially targeting experienced pilots looking
for either a faster, sturdier competition wing or simply enjoy leisurely fun.
Powered ight is a relatively new discipline and continues to evolve at a
rapid pace. It is essential to obtain the maximum performance and the
full potential of the DOBERMANN that the whole equipment package
including the engine, propeller and harness are all suitable and t for
purpose.
1.2 CERTIFICATION
The DOBERMANN passed the certication according to EN 926-1
rules. This test was carried out in the Swiss Air-Turquoise laboratories in
Switzerland.
Collision test of 1.000 kg.
Load test 8g 145 kg.
Load test 6g 193 kg.
Load test report EN 926-1:2006 & LTF 91/09
It also passed the D.G.A.C certication as ULM class 1. And, the
manufacturer’s certication.
Any alteration of the paraglider can invalidate all the aforementioned
certications.
1.3 IN-FLIGHT BEHAIVOR
The NIVIUK Team has carried out extensive and meticulous design work.
As a consequence of several prototypes and many hours of test ights
numerous adjustments were made. These prototypes were then tested in
all types of ight conditions. This intense development work supported
by the combined experience of the whole team has achieved a wing with
unbeatable behaviour..
The aim and objective of our new Niviuk Reex Prole (RSP) was to
achieve a prole with better performance than any other current reex
prole. In doing so we have applied many years of research and design
knowledge with the addition of Niviuk advanced aerodynamic vision.
The addition of the SLE and RAM Air intake technologies with its light
weight and structured cells ensures that every ination and take off
remains simple and uneventful. Thanks to the DOBERMANN ’s controlled
and progressive ination rate the pilot remains in complete control of the
wing throughout all stages of takeoff, which when compared to current
proles allows extra time to position the wing in the perfect pre-launch
position, directly above the head.
The running phase is perhaps one of the most critical when taking off
with a powered wing, so any technological assistance is an advantage.
On takeoff and in order to create sufcient lift traditional reex proles
demand high forward speed, in other words, a long and fast run. The
new Niviuk RSP on the DOBERMANN facilitates early lift and take-off so
reducing the amount of time and physical effort required when running.
Once airborne, the DOBERMANN remains precise and balanced to every
pilot input and thanks to the new Niviuk Reex System Prole(RSP)
and the addition of nely evolved (SLE) Structured Leading Edge,the
same innovative structure technology as used on our highly successful
competition wings, the discipline of powered ight can now experience a
PPG reex prole capable of higher speeds with high security
It will very quickly become apparent to the pilot that the handling and
manoeuvrability of the DOBERMANN remains light and efcient during
all aspects of ight and even in the most adverse conditions every

5
pilot input is met with an immediate and precise response. Please read
section 2.8 Adjusting the brakes.
Every adjustment of the trimmers will each time transform the wing and
by releasing them the DOBERMANN will feel more pressurised and
solid, penetrating the different layers of laminar air, absorbing turbulence
while increasing stability and reducing the roll. Please read section 2.7
Trimmers.
In comparison with other reex proles the speed/consumption ratio is
far better with the Niviuk RSP Its cruising speed and fuel consumption
are excellent attributes for the lovers of long journeys. If the decision is
to y for long periods at maximum speed then the fuel consumption will
reect that of other proles.
The DOBERMANN has the same advantages when landing as it does on
take-off. With a low speed approach, a short nal glide and with the pilot
always in total control the DOBERMANN can land in the smallest of areas
with precision and ease.
It is worthwhile remembering that the best paraglider in the hands of
a bad pilot does not guarantee a happy ending. The DOBERMANN
passive safety measures should also be accompanied by the passive
safety offered by the rest of the ying equipment. The harness, helmet
the emergency parachute etc. The extraordinary behaviour of the
DOBERMANN and common-sense piloting will give you many hours of
peaceful ying.
1.4 ASSEMBLY, MATERIALS
The DOBERMANN does not only introduce new design methods but also
new manufacture technologies. Not a single millimetre of error is possible
in the manufacturing process from Olivier’s computer to the cutting of the
fabric. The cutting is done section by section in an extremely meticulous
manner. The numbering and marking of the guideline marks is also done
in the same meticulous way so avoiding errors in this critical process.
It may be a surprise for some pilots to learn that the lines used on the
DOBERMANN are not the standard larger diameter lines which are
normally associated and used as standard on PPG wings but in fact lines
similar in diameter to those used on classic free ying, none powered
wings. The old argument of thicker lines equals more strength and
power is absolutely the opposite principle to achieving efcient proles
of ight. Niviuk believe that every aerodynamic improvement should be
researched, assessed and if appropriate incorporated within a design.
The latest advances in line technology have been researched and applied
to the DOBERMANN allowing lighter smaller diameter lines to be used
with improved aerodynamic efciency but without any reduction in
strength or overall security.
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 economise
on resources 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. 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 thoroughly inspected at the end of it assembly. 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.

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1.5 ELEMENTS, COMPONENTS
The DOBERMANN is delivered to its owner together with a series of
components that, although not fundamental, do take an important part in
the use, transport and storage of the paraglider:
-The new large capacity Kargo rucksack 175 L. Capacity and comfort all
in one.
-A folding bag to protect the wing when packing and carrying.
-An adjustable strap for quick and easy compression to fold the wing as
small as possible.
-A small fabric repair including auto adhesive rips top (same colours of
the wing) and replacement maillon blockers.
1.6 PROFILE
The DOBERMANN project demanded a prole which would achieve
PPG efciency above all others taking powered ight forward and into
the future. The new prole not only advances the understanding of
aerodynamics and efciency but also allows the reduction of surface area
and the materials used.
Its ability to inate is extraordinarily easy, thus eliminating the need for
high speed during takeoff and landing. This huge advantage basically
resulted from the RAM Air Intake technology used for the rst time in
Paramotor design.
The RAM Air Intake permits to reach an optimal air inow conguration
(below the glider’s leading edge aligned with the intrados) to obtain a
rapid, progressive, stable ination. This prole modication results in
more comfortable faster and tighter glider turns.
Another strong point in the DOBERMANN is the evolution of the Reex
System Prole (RSP). This innovation works together with the previous
design to improve gliding, speed and safety. In addition, it cuts down
on fuel consumption: less engine power is needed to obtain the same
performance level, so you can set your own limits.
• The leading edge is outtted with SLE and RAM Air Intake.
• The DOBERMANN inates easily and immediately ensuring only short
low speed runs are necessary to take off.
• Once airborne the trim system allows easy and precise adjustment to
achieve cruising speeds substantially higher than the average in the PPG
category.
• The trim system has easy read metric markers to allow accurate and
symmetrical adjustments.
• The highly efcient Niviuk Reex System Prole (RSP) unlike
conventional reex proles requires less power to speed ratio so
signicantly reducing fuel consumption whilst cruising.
• The new and efcient prole of the DOBERMANN enables the wing to
glide through the air mass with very little resistance.
• The SLE and RAM Air Intake ensure a solid leading edge in all
conditions and is highly resistant to deations.
• The RSP maintains a constant airow enhancing the efciency of the
trim system.
• A signicant reduction in the total number of lines reduces parasite
drag adding to the improvement of fuel consumption and optimising the
thrust.
• During acceleration the DOBERMANN will remain on an equal axis
experiencing minimum torsion inuence from the rotational forces of the
propeller.
• During all manoeuvres the handling and turning remain smooth, precise
and dynamic yet completely predictable and balanced throughout.
• High stability throughout the wide speed range allowing condent slow
low level ights to high altitude high speed cruising.
2. UNPACKING AND ASSEMBLY
2.1 CHOOSE THE RIGHT PLACE

7
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 DOBERMANN.
We recommend that an instructor or a retailer supervise 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, B, C and D
risers, the brake lines and the corresponding risers. Make sure that there
are no ties or knots.
2.3 ASSEMBLY TO THE ENGINE
After carefully laying out the wing connect the risers to the harness/
engine according to the paramotor manufacturer instructions.
2.4 ASSEMBLY OF THE ACCELERATOR
The acceleration mechanism of the DOBERMANN works when you
push with your feet on the accelerator bar. Most harnesses designed for
powered ight are equipped with a preinstalled acceleration system. When
tting any accelerator system ensure that all preinstalled items within the
harness, such as roller pulleys are used correctly. After tting, take into
account that you will have to adjust the length of the accelerator lines for
correct use. This will vary according to the length of the pilots’ legs!
We recommend that you try the correct tting of the acceleration system
on equipment designed to do this, most paragliding schools have this sort
of equipment.
Warning: It is really important to securely fasten and keep the accelerator
away from the propeller.
2.4.1 ACCELERATION SYSTEM USE
To accelerate, the pilot’s legs must be extended to push on the
accelerator bar. To decelerated, the pilot ‘s legs must be relaxed to return
to the initial neutral position.
Pilots are fully responsible for their own action when taking the decision
to accelerate in ight. The acceleration system does not uniformly
increase or decrease the glider.’s air speed. The following information
has to be taken in consideration:n order to accelerate, the pilot should
extend his/her legs while having the feet resting on the acceleration bar.
In order to decelerated, the pilot should ex his/her legs to reach the
initial position.
Pilots are ultimately responsible for the acceleration method chosen
while ying. The speed bar is not the only way to increase or decrease
the speed of the glider. The following information has to be taken in
consideration:
accelerator trimmers brake c.c
100% 100% 0% ok
100% 0% 100% ok
0% 100% 100% ok
This chart shows the maximum acceleration system in ight conditions.
Windspeed increase and air turbulence should be considered by the pilot

8
before deciding whether or not implement the maneuver safely.
2.5 TRIMMERS
Use of the trimmers:
The trimmers are a system to modify glider prole. To activate them the
pilot should gently push the “trimmers” metal buckles to allow straps
movement. Release the metal buckles to lock the straps at the desired
setting. Pilots call this action “trims tightening and release”.
To tighten the trimmers, the pilot should pull the straps down vertically
without manipulating the metal buckles.
Trimmers must work symmetrically and unison.
Takeoff:
The trimmers can be used during all aspects of any ight but thanks to
the prole of the DOBERMANN they are of special help during takeoff.
The RAM system pre-positions the open cells of the leading edge in
the best possible way assuring a rapid formation the wing prole. This
contribution is in itself already a huge advantage when attempting to take
off in nil wind conditions but the correct use of the trimmers at this time
with further enhance an easy take-off.
In nil wind and without the application of trimmers the DOBERMANN
inates easily and effortlessly. However by adjusting the trimmers we
can control both the ination and the speed at which the wing rises.
We should not confuse the speed of the ination with the speed of the
forward run required. It is important to remember that the minimum
take-off speed is achieved with the trimmers closed and as the trimmers
are opened more speed will be required. Therefore every pilot should
be aware of the trimmer settings and make any necessary adjustments
appropriate to the conditions, the terrain and pilot ability.
2.5.1 IN FLIGHT
The trimmers on the DOBERMANN are highly and precisely adjustable
allowing the pilot to either increase speed by opening the trimmers or
conversely decrease speed by closing them.
Each trimmer is equipped with a scale clearly numbered so allowing the
pilot to easily check and conrm the exact setting of each. Each trimmer
may be set to compensate for the torque effect of the engine allowing ne
tuning to ensure the wing remains in symmetrical ight. The pilot will very
quickly become familiar with the scale and after just a few ights be able
to optimise every ight by adjusting the trimmers to their most efcient
setting. The RSP operates at its highest level of efciency with the
trimmers released so allowing maximum forward wing speed.
Logic dictates that if the main objective is maximum performance and
high speed then the increased use of the engine throttle will decrease the
fuel efciency. The RSP however, works extraordinary well and is ahead
of other reex proles. When the trimmers are half open it offers improved
performance/fuel consumption over other reex proles. With less power
and therefore less fuel consumption the DOBERMANN achieves superior
PPG performance. With the trimmers closed and using just the full range
of brake travel the DOBERMANN is a precise, light to handle and a fun
machine to y.
2.5.2 LANDING
The new Reex System Prole (RSP) with the trimmers closed almost
morphs the DOBERMANN into a free ight wing allowing a slow
approach speed and the ight to end with the perfect landing , large
areas and long runs are no longer required. It must be remember that
in wind nil conditions the forward ground speed encountered may be
signicantly higher and during landing that speed must be decreased as
safely as possible. This can be achieved by fully closing the trimmers and
proportionately applying the brakes. If necessary as the pilot reaches the

9
ground a longer run off should also be carried out.
When landing in moderate wind conditions, the ground speed is reduced
so simple and progressive application of the brakes will be enough for a
perfect landing.
Landing with open or half open trimmers is possible, but it will be
necessary to balance the application of the brakes to the position of the
trimmers and the forward ground speed being experienced. Of course
open trimmers and an increase in forward ground speed when landing
may require a larger landing area as opposed to when the trimmers are
closed. The DOBERMANN very efciently transforms forward speed into
lift and inherently allows a wide margin for error either with or without
wind.
2.5.3 THE COURSE CORRECTOR (CC)
With DOBERMANN the CC is connected to the brakes to make it easier
and more efcient to use and more efcient. This new positions allows
pilots to activate and control it using only one element without changing
the hand position when turning.
The Course Corrector permits small course changes without altering the
prole’s performance. The same situation takes place when turning, with
pilots using the CC to start a turn or modify its course. The latter can be
useful to those who like slalom racing around pylons.
The CC is easy to use. It was installed with the brakes but does not run
through the pulleys, thus letting the pilot roll the line up without pushing
the brakes. To roll it up completely just stop pushing it.
2.6 ADJUSTING THE BRAKES
The main brake line length is adjusted at the factory to meet with the
certication requirements. during the certication procedure. However,
due to possible specication differences brought by various paramotor
types, those settings can be adjusted to meet pilot needs.
Warning! Remember that once the trimmers are in open position the
distance from the pilot to the pulleys is increased, and glider control can
be lost if the brakes/toggles are no longer hand held.
If at any point you wish to change the length of the brake lines, simply
untie the knot, slide the line through the brake link to the desired length,
and strongly re-tie the knot.The brake line must always pass through the
pulley. Recommended knots are the clove hitch knot or bowline knot.
Both brake lines should be symmetrical in length taking in consideration
the length when using the trimmers. It is then vital that the adjustments
are checked to ensure that they do not slow down the glider without any
pilot input. However it is recommended that only qualied personnel
should carry out this adjustment.
2.7 DES (DOUBLE EFFECT SYSTEM)
WARNING – This technique must only be used by experienced pilots
during slalom competitions. Please, be also aware that using the system
while ying close to the ground demands defensive/aggressive ying and
accurate wing control in case of glider instability.
During slalom competitions pilots need to slow down to the lowest speed
to turn around the pylons. Brake impute is adapted on the y when
immediate accelerations and decelerations are needed to efciently
navigate the turns.
The trims can not be used during the race while quick accelerations or
decelerations can only be made by using the foot speed-bar/accelerator.
The implementation of the DES has turned the situation around. The pilot
can now make the most out of the glider’s ability to perform to its full
potential by using the speed bar. The DES keeps the trims in a closed
position (the slowest) by default, and will open them when accelerating

10
during the ight. When the accelerator is released, the DES brings the
prole back to the neutral and default position.
3. THE FIRST FLIGHT
3.1 INSPECTION AND WING INFLATION ON THE GROUND
Once all the equipment has been thoroughly checked and the wind
conditions are favourable, inate your DOBERMANN as many times as
necessary in order to become acquainted with the wings behaviour.
The DOBERMANN 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, merely support them as they rise naturally with
the movement of the wing. Once the wing is in the 12 o’clock position,
simply apply correct pressure on the brake lines and the DOBERMANN
will sit over your head.
3.2 CHOOSE THE RIGHT PLACE
We recommend that the rst ight with your DOBERMANN is made on a
smooth slope or in your usual ying area.
3.3 PREPARATION
For the preparation of the wing, please repeat the method shown on the
chapter 2, Unpacking and Assembly.
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
fully closed. Identify and if necessary disentangle the lines from A, B, and
C risers, the brake lines and the corresponding risers. Check for no ties
or knots.
The correct placement of the wing on the ground prior takeoff is very
important. Select an area free from debris or obstruction and suitable for
the direction of the wind. We recommend placing the wing on the ground
in a semi circular or shoe horse shape.
3.4 PRE-FLIGHT CHECK LIST
Again we remind all pilots that this manual offers all the necessary
information that will familiarise you with the main characteristics of
your new paraglider. Any information, detail or specication relating to
the power source itself must be obtained from the manufacturer of the
paramotor.
Check that the current and future meteorological conditions of the day are
within the parameters of your own ying experience and ability. Secure
your helmet and individually check each of the maillons ensuring they are
all properly and securely closed. Ensure the engine can easily achieve full
thrust, the level of fuel is appropriate for your ight and the rescue system
is secure and unhindered.
Once ready and immediately prior to takeoff a nal visual check of the
equipment and all attachments must be carried out. Checking the lines
unwanted knots and that the trimmers are at the correct setting for takeoff.
3.5 WING INFLATION, CONTROL, AND TAKE-OFF
Taking off on Foot or using a Trike the DOBERMANN does not require a
different technique for each. The control of the DOBERMANN is intuitive
and the wing inates easily and progressively in a controlled manner.
Any unwanted oscillation or required course correction can easily be
controlled with gentle pilot input
When the decision has been made to takeoff only a short run is required
and the DOBERMANN will quickly transform the forward speed and
thrust of the engine into lift. Even with the Trike only a very short rolling

11
distance is required to achieve the desired forward lift speed of 25
km/h and take off. The DOBERMANN has been designed to easily and
efciently inate whilst providing exceptional directional stability without
pitching or hanging back behind the pilot.
Excessive amounts of energy are not required when taking off with the
Kougar, simply set the trimmers to the correct positions (see 2.7) and
gently lift the risers whilst gaining forward momentum. Taking off in nil
wind conditions is not a problem for the DOBERMANN.
3.6 LANDING
The new Reex System Prole (RSP) with the trimmers closed almost
morphs the DOBERMANN into a free ight wing allowing a slow
approach speed and the ight to end with the perfect landing. Large areas
and long runs are no longer required. It must be remember that in nil wind
conditions the forward ground speed encountered may be signicant and
during landing must be decreased by using the brakes and if necessary
by a longer run off as the pilot makes contact with the ground.
When landing in moderate wind conditions, the ground speed is reduced
so simple and progressive application of the brakes will be enough for a
perfect landing. Landing with open or half open trimmers is possible, but
it will be necessary to balance the application of the brakes to the position
of the trimmers and the forward ground speed being experienced. Of
course open trimmers and an increase in forward ground speed when
landing may require a larger landing area as opposed to when the
trimmers are closed.
The DOBERMANN very efciently transforms forward speed into lift and
inherently allows a wide margin for error either with or without wind.
4. IN FLIGHT
It is important to stress that the reaction to the manoeuvres is different in
each wing size, and even the reactions and solutions to each manoeuvre
are different on the same size wing when the overall loading (i.e. Pilot/
harness Weight/ wing load).
Having known the aforementioned facts, pilots will be able to face
different situations more appropriately. The greater the wing loading, the
lesser the incidence rate; but the glider will react more abruptly.
In terms of piloting the wing, the main toggles are more exible and
progressive, enabling for better glider control without excessive effort.
An additional toggle system, connected to the stabilizer, improves glider
management during accelerated ights and turns.
The DOBERMANN can be steered with the trims opened while keeping
the prole stable. In other words; maintaining a high wing internal
pressure with extraordinary leading edge rigidity at high speed. The
glider turns without losing its handling exibility nor its stable ight
characteristics.
4.1 FLYING IN TURBULENCE
The DOBERMANN comfortably absorbs moderate turbulence in either
normal or accelerated ight, minimising any bouncing effect which is
often experienced with other reex proles.
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 to remember that over handling the wing
will lead to critical levels of functioning. The DOBERMANN 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.

12
The most important safety and security feature of every glider is the pilot.
4.2 POSSIBLE CONFIGURATIONS
The following indications should be viewed as purely informative, solely
relevant to normal ying settings, and can not to be considered nor
viewed as a paragliding teaching manual. Only professional paragliding
schools can teach and prepare pilots to do all these maneuvers.
Asymmetric collapse
The collapse will normally open by itself but if that does not happen, pull
completely on the brake line on the side, which has collapsed. 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
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. If a symmetrical collapse does not recover on it’s
own, 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
DOBERMANN. 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.
Next to the ground or slalom racing around pylons, the situation is critical,
and thus recommended to keep the negative turn in control rather than
risking a frontal collapse close to the ground.
Parachutal stall
Do not implement this manoeuver with the DOBERMANN.
Deep stall
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.
Wing tangle
A wing tangle may happen after an asymmetric collapse. The correction
manoeuvres are the same as those applied in the case of an asymmetrical
collapse, control the turn by applying pressure on the opposite brake
and reopening the wing using the stabilizer lines. Extreme awareness
and caution should be of utmost importance when ying in turbulent
conditions.
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.
4.3 USING THE ACCELERATOR
The prole of the DOBERMANN has been designed to y stable through
its entire speed range. 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

13
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.” If we choose to y with the trimmers opened while using
the accelerator caution should be heightened in turbulent air conditions.
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, you cannot use the brake lines of your
DOBERMANN you will have to pilot the wing using the d-risers and your
body weight to y towards the nearest landing. The D-lines steer easily
because they are not under pressure; you have to be careful not to over
handle them causing a stall or negative turn.
The trimmers must rst be rolled-up before landing, and let the wing
y at full speed and before reaching the ground you will have to pull
symmetrically on both the D-risers.
This braking method is not as effective as using the brake lines so you
will land at a higher speed.
4.5 KNOTS IN FLIGHT
The best way to avoid these knots and tangles is to inspect the lines
before you inate the wing for take-off. If you notice a knot before
takeoff, immediately stop running and do not takeoff.
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.
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.
The following indications should be viewed as purely informative, solely
relevant to normal ying settings, and can not to be considered nor
viewed as a paragliding teaching manual. Only professional paragliding
schools can teach and prepare pilots to do all these maneuvers.
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.
To apply ears select the outermost A-line from each stabilizer as high
up as possible and pull them outward and downward in a smooth and
symmetrical motion. The wingtips will then fold inwards.
Releasing the lines will see the wingtips re-inate automatically. If they
do not re-inate, gently pull on one of the brake lines and then on the
opposite side. We recommend that you re-inate asymmetrically, this
will reduce the risk of altering the angle of incidence which should be
avoided, more so if you are ying near the ground or ying in turbulence.
5.2 B-LINE STALL
When you carry out this manoeuvre, the wing stops ying, it loses all

14
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.
5.3 SPIRAL DIVE
This is a more effective way for rapidly losing height. You have to know
that, the wing can gain a lot of speed and the increase in G’s will be
substantial.
This can cause a loss of orientation and consciousness (blackouts).
These are the reasons why it is best to carry out this manoeuvre
gradually so your capacity to resist the G forces increases and you will
learn to fully appreciate and understand the manoeuvre.
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.
This exit manoeuvres have to be carried out gradually and with smooth
movements so you can feel the pressure and speed changes at the same
time.
Practice these movements at sufcient altitude and with moderation.
6. SPECIAL METHODS
6.1 TOWING
The DOBERMANN 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. Glider air speed must be calculated based on wing loading.
6.2 ACROBATIC FLIGHT
Although the DOBERMANN 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. Extreme manoeuvres take you and your wing to centrifugal
forces that can reach 4 to 5 g. Materials will wear more quickly than in
normal ight.
7. FOLDING INSTRUCTIONS
The DOBERMANN has been equipped with the latest technologies.
Therefore, in order to guarantee the correct preservation of the glider
and to keep it in perfect ying condition, we recommend using always an
appropriate folding method.
The DOBERMANN is delivered with the N-Kare bag. An easy folding
bag that assists you during the folding process and also can be used as
a base surface which protects the glider against damage. More info at
http://www.niviuk.com/accessories.asp?id=JNKQKNP4
8. CARE AND MAINTENANCE
8.1 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 gently with a soft damp cloth.
If your wing becomes 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

15
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
the cell openings of the leading edge. If sand is inside the wing, remove it
before folding.
To learn how to easily change the nylon sticks, please watch the
following video manual http://vimeo.com/51050682
8.2 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.
8.3 CHECKS AND CONTROLS
You should ensure that your DOBERMANN is periodically serviced and
checked at your local repair centre every 100 hours of use or every
24 months (whichever happens rst). This will guarantee that your
DOBERMANN will continue to function properly and therefore continue
fullling the homologation certicate results.
8.4 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.
9. 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.
The product owner assumes all responsibility for any damage made to
the purchased merchandise.
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.
10. 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.

16
11. TECHNICAL DATA
11.1 TECHNICAL DATA
DOBERMANN
14 16 17 18
CELLS
NUMBER 60 60 60 60
CLOSED 14 14 14 14
BOX 23 23 23 23
FLAT
AREA
M2
14,5 16 17 18
SPAN M9,4 9,7 10,02 10,3
ASPECT RATIO 5,9 5,9 5,9 5,9
PROJECTED
AREA M2 12,51 13,8 14,66 15,53
SPAN 7,55 7,9 8,17
8,4
ASPECT RATIO 4,56 4,56 4,56 4,56
FLATTENING
%15 15 15 15
CORD
MAXIMUM
M1,91 2,01 2,07 2,13
MINIMUM
0,46 0,48 0,5 0,51
AVERAGE
1,54 1,65 1,70 1,75
LINES
TOTAL METERS
M254 267 275 284
HEIGHT
M5,78 6,05 6,23 6,41
NUMBER
182 182 182 182
MAIN
2-1-3-4-1 2-1-3-4-1 2-1-3-4-1 2-1-3-4-1
RISERS
NUMBER
4A/a'/B/C/D A/a'/B/C/D A/a'/B/C/D A/a'/B/C/D
TRIMS
m/m 135 135 135 135
ACCELERATOR
m/m 180 180 180 180
COURSE CORRECTION YES YES YES YES
TOTAL WEIGHT
MINIMUM KG 70 75 80 85
IN FLIGHT
MAXIMUM KG 110 120 130 140
GLIDER WEIGHT
EN 3,9 4,1 4,4 4,7
CERTIFICATION
8G MAXIMUM 145 KG EN 926-1 EN 926-1 EN 926-1 EN 926-1
6G MAXIMUM 193 KG DGAC DGAC DGAC DGAC
LOAD TEST KG 1162 1162 1162 1162

17
11.2 MATERIALS DESCRIPTION
CANOPY FABRIC CODE SUPPLIER
UPPER SURFACE
9017 PORCHER IND (FRANCE)
BOTTOM SURFACE
N 20D MF DOMINICO TEX CO
PROFILES 9017 E29 DOMINICO TEX CO
DIAGONALS
9018 E29 DOMINICO TEX CO
LOOPS
LKI - 10 KOLON IND. (KOREA)
REIFORCEMENT LOOPS W-420 D-P (GERMANY)
TRAILING EDGE REIFORCEMENT MYLAR D-P (GERMANY)
THREAD
SERAFIL 60 AMAN (GERMANY)
SUSPENSION LINES FABRIC CODE SUPPLIER
UPPER CASCADES DC - 100 LIROS GMHB (GERMANY)
UPPER CASCADES DC - 060 LIROS GMHB (GERMANY)
UPPER CASCADES DC - 040 LIROS GMHB (GERMANY)
UPPER CASCADES 16330 COUSIN (FRANCE)
UPPER CASCADES 12240 COUSIN (FRANCE)
UPPER CASCADES 16140 COUSIN (FRANCE)
MIDDLE CASCADES TNL - 80 TEIJIM LIMITED (JAPAN)
MIDDLE CASCADES 16330 COUSIN (FRANCE)
MIDDLE CASCADES 12240 COUSIN (FRANCE)
MIDDLE CASCADES 16140 COUSIN (FRANCE)
MAIN
12950 COUSIN (FRANCE)
MAIN
16560 COUSIN (FRANCE)
MAIN
12240 COUSIN (FRANCE)
MAIN
12470 COUSIN (FRANCE)
MAIN
TNL - 80 TEIJIM LIMITED (JAPAN)
MAIN BREAK TNL - 280 TEIJIM LIMITED (JAPAN)
THREAD
SERAFIL 60 AMAN (GERMANY)
RISERS FABRIC CODE SUPPLIER
MATERIAL G-R 18 TECNI SANGLES (FRANCE)
COLOR INDICATOR PAD TECNI SANGLES (FRANCE)
THREAD V138 COATS (ENGLAND)
MAILLONS MRI4 ANSUNG PRECISION (KOREA)
PULLEYS PY - 1304
ANSUNG PRECISION (KOREA)

18
11.3 RISERS PLAN

19
11.4 SUSPENSION PLAN

20
11.5 DIMENSIONS DOBERMANN 14 11.6 DIMENSIONS DOBERMANN 16
A B C D br
15216 5142 5193 5414 5723
2
5139 5067 5109 5249 5508
3
5145 5075 5117 5220 5435
4
5120 5054 5091 5206 5491
5
5072 5011 5041 5211 5411
6
5092 5037 5069 5329 5372
7
5047 5005 5061 5116 5366
8
4953 4914 4935 5008 5361
9
4904 4871 4909 4943 5427
10
4889 4860 4929 4915 4895
11
4705 4704 4889 4787
12
4671 4674 4900 4797
RISERS LENGHT m/m
A B C D
480 480 480 480 STANDARD
480 525 570 615 TRIMMER OPENED
300 395 480 565 ACCELERATED
DOBERMANN 14
LINES HEIGHT m/m
A B C D br
1
5502 5426 5478 5711 6038
2
5424 5348 5392 5540 5813
3
5432 5358 5402 5511 5738
4
5407 5337 5376 5498 5798
5
5358 5294 5325 5503 5715
6
5380 5322 5356 5627 5676
7
5333 5288 5348 5406 5670
8
5234 5193 5216 5293 5665
9
5182 5148 5188 5224 5736
10 5166 5137 5209 5195 5174
11
4974 4973 5167 5061
12
4939 4942 5179 5010
RISERS LENGHT m/m
A B C D
480 480 480 480 STANDARD
480 525 570 615 TRIMMER OPENED
300 395 480 565 ACCELERATED
DOBERMANN 16
LINES HEIGHT m/m