Niviuk HOOK 6 P User manual
USER MANUAL
WELCOME
FLY WITHOUT LIMITS
We welcome you to our team and thank you for
Niviuk paraglider.
We would like you to share the enthusiasm
with which we have created this paraglider and
the importance and care with which we have
developed the design and manufacture of this new
paraglider.
The HOOK 6 P is an accessible and stable
progression glider that will allow you to advance in
all your flights and encourage you to experience
new adventures.
and will soon discover the meaning of our motto:
“The importance of small details to make
great things happen”.
This is the user manual and we recommend you
read it carefully.
Niviuk Gliders & Air Games SL
C/ Del Ter 6 - nave D
+34 972 422 878
www.niviuk.com
Progression
Plume
Hike & Fly
2
USER MANUAL
This manual provides you with the necessary
information on the main characteristics of your new
paraglider.
Whilst it provides information on the wing, it cannot
be viewed as an instructional handbook and does
own system of licensing.
Only the aeronautical authorities of respective
countries can determine pilot competence.
The information in this manual is provided in order
to warn you against adverse flying situations and
potential dangers.
important to carefully read all the contents of your
new HOOK 6 P manual.
cannot be held responsible for misuse of the
paraglider. It is the responsibility of the pilot to
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CONTENTS
1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
1.2 CERTIFICATION
1.3 IN-FLIGHT BEHAVIOR
1.4 CONSTRUCTION, MATERIALS,
TECHNOLOGIES
1.5 ELEMENTS, COMPONENTS
2.1 CHOOSING THE RIGHT LOCATION
2.2 PROCEDURE
2.3 CONNECTING THE HARNESS
2.4 HARNESS TYPE
2.5 SPEED-BAR
2.6 INSPECTION AND WING INFLATION
ON THE GROUND
2.7 ADJUSTING THE BRAKES
3.1 CHOOSING THE RIGHT LOCATION
3.2 PREPARATION
3.3 FLIGHT PLAN
3.4 PRE-FLIGHT CHECK
3.5 WING INFLATION, CONTROL AND
TAKEOFF
3.6 LANDING
3.7 PACKING
4.1 FLYING IN TURBULENCE
4.2 POSSIBLE CONFIGURATIONS
4.3 ACCELERATED FLIGHT
4.4 FLYING WITHOUT BRAKE LINES
4.5 LINE KNOT(S) IN FLIGHT
5.1 BIG EARS
5.2 B-LINE STALL
5.3 SPIRAL DIVE
5.4 SLOW DESCENT TECHNIQUE
6.1 TOWING
6.2 ACROBATIC FLIGHT
7.1 MAINTENANCE
7.2 STORAGE
7.3 CHECKS AND INSPECTIONS
7.4 REPAIRS
10. ANNEXES
10.1 TECHNICAL DATA
10.2 MATERIALS DESCRIPTION
10.3 RISER PLAN
10.4 LINE PLAN
10.5 LINE LENGTHS HOOK 6 P 20
10.6 LINE LENGTHS HOOK 6 P 22
10.7 LINE LENGTHS HOOK 6 P 24
10.8 LINE LENGTHS HOOK 6 P 26
10.9 LINE LENGTHS HOOK 6 P 28
10.11 CERTIFICATION
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CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
the previous model. Ideal for progression, as well as trying out new flying disciplines. It features optimised
about piloting.
combining mountaineering with flying.
1.2 CERTIFICATION
The load test proved that the wing can withstand the stipulated 8G.
The shock test proved that the wing can resist 800 daN of force.
EN B
LTF B
EN A+
LTF A+
Only the aeronautical authorities of respective countries can determine pilot competence.
We recommend pilots read the flight test report carefully, especially the comments of the test pilot. The
report contains all the necessary information on how the paraglider reacts during each of the tested
manoeuvres.
Description of flight characteristics of LTF/EN A paragliders:
paragliders with maximum passive safety and extremely forgiving flight characteristics. Gliders with
good collapse resistance in normal flight.
designed for all pilots, including pilots under instruction.
Description of EN B class wing characteristics:
high collapse resistance outside normal flight.
manual or see or visit the Downloads section at www.niviuk.com
1.3 IN-FLIGHT BEHAVIOUR
make flying easier for the pilot.
To increase performance while maintaining the highest level of safety. To ensure that the wing transmits the
maximum feedback in an understandable and comfortable way so that the pilot can focus on piloting and
In all aspects of flight, the wing is very solid and stable. The glide is smooth, even when fully accelerated.
During glides, the wing maintains altitude and the wing remains stable. Improved turn precision means
handling is less physical and provides better feedback. Inflating the wing is much easier and gentler, without
overshooting.
Flying this wing is very intuitive, with clear and useful feedback about the airmass. It responds to the pilot’s
range of speed for incredible glides.
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1.4 CONSTRUCTION, MATERIALS, TECHNOLOGIES.
the current technology and accessories available to improve pilot comfort whilst increasing safety and
performance.
In the design of all Niviuk products the team aims to ensure development and continuous improvement. The
technologies developed in recent years have allowed us to develop greater, better wings. It is in this context
that we would like to introduce the technologies included in this new model:
RAM Air Intake - this system is characterised by the arrangement of the air inlets, to ensure optimal
the same air flow at all angles to improve laminar flow. More consistency across the whole speed range and
better performance without compromising on safety.
Titanium Technology (TNT)
provides the highest level of protection against deformation, heat or breaks.
Structural Leading Edge (SLE) - provides more rigidity and stability along the span of leading edge but also
cutting system. Creating separate panels for each of the sections at the front of the wing means the sail fabric
is more taut and crease-free. During the cutting, the optimal orientation of the fabric section is selected,
- is an ultralight connection system specially designed for mountain and lightweight
- the trailing edge has been reinforced with small ribs in order to distribute
the pressure more evenly. This results in excellent manoeuvrability and greater control and precision.
considerably.
flight comfort.
processes as in the rest of our range. From Olivier Nef’s computer to fabric cutting, the operation does not
meticulous, automated computer laser-cutting robotic arm.
This program also paints the guideline markers and numbers on each individual fabric piece, thus avoiding
errors during this delicate process.
automation of this process.
The fabric used to manufacture the glider is light, resistant and durable. The fabric will not experience fading
and is covered by our warranty.
unsheathed Aramid.
performance with the least drag. The sheath protects the line cores from UV rays and abrasions.
The lines are semi-automatically cut to length and all the sewing is completed under the supervision of our
specialists.
manufacturer.
manual.
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2.1 CHOOSING THE RIGHT LOCATION
inflate the HOOK 6 P.
1.5 ELEMENTS, COMPONENTS
paraglider:
An inner bag to protect the wing during storage and transport.
A riser protector, which will prevent metal parts from coming into contact with the cloth during
storage.
A repair kit with self-adhesive Ripstop tape and spare parts to protect the maillons.
A Kargo bag. It is not included in the pack, but we recommend to get it. This bag is large enough to
2.2 PROCEDURE
Take the paraglider out of the rucksack, open and unfold it on the ground with the lines positioned on the
undersurface, oriented in the direction of inflation. Check the condition of the fabric and the lines for defects.
Check the maillons/IKS connecting the lines to the risers to make sure they are fully closed and tightened.
Identify, and if necessary, untangle, the A, B and C-lines, the brake lines and corresponding risers. Make sure
that there are no knots.
2.3 CONNECTING THE HARNESS
The HOOK 6 P risers are colour-coded.
Right: green
Left: red
This colour-coding makes it easier to connect the wing to the correct side and helps prevent pre-flight errors.
Correctly connect the risers to the attachment points so that the risers and lines are correctly ordered and
free of twists. Check that the IKS and carabiners are properly fastened and securely locked.
2.4 HARNESS TYPE
The HOOK 6 P can be flown with all current harness types. We recommend setting the chest strap to the
handling of the glider. If the chest strap is too wide, it allows greater feedback but this carries the risk of
2.5 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 (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 flight. In the neutral position the glider will fly at the standard speed and glide. Using full speed-bar, the
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Released speed-bar: the A, B, C-risers are aligned.
2. Apply tension to both sides until the knots are locked 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
which the speed-bar is used causes the cord to wear and you may need to replace them.
In all Niviuk gliders the speed system cords on the risers are completely removable and easily replaceable.
You can use the Brummel hooks, not use them, remove them, use another type of connector, etc. It is even
connection / disconnection more laborious, but means the cord has maximum travel without obstructions or
restrictions which is very useful for some models of harnesses.
2.6 INSPECTION AND WING INFLATION ON THE GROUND
After your gear has been thoroughly checked and the weather conditions deemed favourable for flying, inflate
your HOOK 6 P as many times as necessary to familiarise yourself with its behaviour. Inflating the HOOK 6 P
natural rising movement of the wing. Once the wing is inflated to the overhead position, appropriate control
!Please note!
The use of the speed system results in changes to the speed and reactions of the wing. For
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 you have chosen the type of speed-bar you prefer,
you must install it. Some considerations:
You should use the type of speed-bar you consider appropriate, depending on the type of harness,
personal preferences, etc.
The speed-bar is detachable to facilitate its connection and / or disconnection to the risers as well
To connect it to the harness, please follow the instructions of the harness manufacturer. The
slots in the hooks are interlocked, making their connection / disconnection easy. However, any
connection system that is safe may be used.
Plume (P) models - please note
but with much less weight.
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3.1 CHOOSING THE RIGHT LOCATION
supervising the entire procedure.
3.2 PREPARATION
3.3 FLIGHT PLAN
IN FLIGHT
3.4 PRE-FLIGHT CHECK
of your gear with the wing fully open, the lines untangled and properly laid out on the ground to ensure that all
is in working order. Be certain the weather conditions are suited to your flying skill level.
3.5 WING INFLATION, CONTROL AND TAKEOFF
Winds of 25 to 30 km/h are considered strong for paragliding.
3.6 LANDING
The HOOK 6 P lands excellently, it converts the wing speed into lift at your demand, allowing an enormous
3.7 PACKING
packed carefully. A correct folding method is very important to extend the useful life of your paraglider.
It should be concertina-packed, with the leading edge reinforcements flat and the flexible rods stacked one
over time. Make sure the reinforcements are not bent or folded. It should not be folded too tightly to avoid
damage to the cloth and/or lines.
maintain the integrity of the leading edge and its internal structures in perfect condition.
and the reinforcements of the internal structure are kept in perfect condition.
THE FIRST FLIGHT
The report contains all the necessary information on the HOOK 6 P reacts during each of the tested
manoeuvres.
of the wing may vary.
2.7 ADJUSTING THE BRAKES
modify the brake length, loosen the knot, slide the line through the brake handle to the desired point and
When changing the brake length, it is necessary to check that they do not engage when the speed-bar is
used. When we accelerate, the glider rotates over the C-riser and the trailing edge elevates. It is important to
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of both brakes will accelerate the re-inflation if necessary. Release the brake lines immediately to return to
default glider air speed.
A negative spin does not conform to the HOOK 6 P’s normal flight behaviour. Certain circumstances however,
the wing’s default air speed and angle of attack by progressively reducing the tension on the brake lines. The
360o
appears to be fully inflated. To regain normal air speed, release brake line tension symmetrically and manually
push on the A-lines or weight-shift your body to any side WITHOUT PULLING ON THE BRAKE LINES.
The possibility of the HOOK 6 P stalling during normal flight is very unlikely. It could only happen if you are
Having the knowledge that the testing house provides through the test report is fundamental to learning how
to deal with possible situations.
4.1 FLYING IN TURBULENCE
degree of passive safety, even in turbulent conditions.
All paragliders must be piloted for the prevailing conditions and the pilot is the ultimate safety factor.
We recommend active flying in turbulent conditions, always taking measures to maintain control of the wing,
action, make the input then re-establish the correct flying speed.
4.2 POSSIBLE CONFIGURATIONS
To become familiar with the manoeuvres described below, we recommend practising within the environment
over-steering.
the tested manoeuvres. Having this information is crucial to know how to react during these manoeuvres in
real flight, so you can deal with these situations as safely as possible.
in very strong turbulence, especially if you do not fly actively and prevent the collapse. In this case the glider
attack). If the collapse does happen, the HOOK 6 P will not react violently, the turning tendency is gradual
and easily controlled. Weight-shift toward the open, flying side (the opposite side of the collapse) to keep the
wing flying straight, while applying light brake pressure to that side if necessary. Normally, the collapsed side
of the wing should then recover and reopen by itself. If it does not, try to weight-shift towards the open side.
way (100%) down and release it back up immediately. You may have to repeat this action to provoke the re-
opening of the collapsed glider side. Do not over-brake or slow down the flying side of the wing (control the
turn). Once the collapsed side is open make sure you return to normal flying speed.
Due to the HOOK 6 P’s design, in normal flying conditions frontal collapses are unlikely to take place. The
may occur in strong turbulent conditions, entering or exiting powerful thermals. Frontal collapses usually
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descent method will depend on the particular situation.
To become familiar with the manoeuvres described below, we recommend practising within the environment
rearward and then reposition itself overhead, rocking slightly, depending on how the manoeuvre is done.
important to maintain brake pressure until the glider has returned to its default overhead flying position.
To resume normal flight conditions, progressively and symmetrically release the brake line tension to regain
air speed. When the wing reaches the overhead position, the brakes must be fully released. The wing will
then surge forward to regain full air speed. Do not brake excessively at this moment as the wing needs to
pull both brake handles down to bring the wing back up and release them immediately while the glider is still
in transition to reposition itself overhead.
Cravat
A cravat may happen after an asymmetric collapse, when the end of the wing is trapped between the lines.
Depending on the nature of the tangle, this situation could rapidly cause the wing to spin. The corrective
manoeuvres to use are the same as those applied in case of an asymmetric collapse: control the turn/spin by
applying tension on the opposite brake and weight shift opposite to the turn. Then locate the 3STI stabilo line
the outside position of the B-riser.
possible landing spot, controlling the direction with both weight-shift and the use of the brake opposite to the
may not be possible to continue on the intended flight path.
Over-controlling
unpredicted incidents. We should note that the wrong inputs can lead to loss of control of the glider. The
HOOK 6 P was designed to recover by itself in most cases. Do not try to over-correct it!
Generally speaking, the reactions of the wing, which are caused by too much input, are due to the length of
time the pilot continues to over–control the wing. You have to allow the glider to re-establish normal flying
speed and attitude after any type of incident.
4.3 ACCELERATED FLIGHT
re-establish the air speed after correcting the angle of attack.
It is NOT recommended to accelerate near obstacles or in very turbulent conditions. If necessary, constantly
considered to be ‘active piloting’.
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, the HOOK 6 P’s brake lines become disabled in flight, it will become necessary to pilot
the wing with the C-risers and weight shifting until landing. These risers steer easily because are not under
negative spin. The wing must be flown at full speed (not accelerated) 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
4.5 LINE KNOT(S) IN FLIGHT
can be undone or try to locate the problem line. Try pulling it to see if the knot can be undone. Beware of
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5.1 BIG EARS
To perform the ‘Big ears’ manoeuvre, take the A’ line on each A-riser (the 4A3 line on the HOOK 6 P) and
simultaneously, smoothly pull them outward and downward. The wingtips will fold in.
To re-establish forward speed and the correct angle of attack, accelerate once the ears are pulled.
Keep the ears pulled in until you have lost the desired altitude.
Let go of the lines to re-inflate the tips automatically. If they do not, try progressively pulling one brake
then the other. Asymmetric reopening is recommended in order to avoid compromising the angle of attack,
particularly flying near the ground or in turbulent conditions.
5.2 B-LINE STALL
control of the paraglider.
To enter this manoeuvre, the B-risers are gripped below the maillons and symmetrically pulled down together
(approx. 20-30 cm) and maintained in that position.
Initiating the maneuver is physically demanding because it can take some strength to pull the risers down until
–6 to –8 m/s, depending on the conditions and how the manoeuvre is performed.
To exit the manoeuvre, simultaneously release both risers. The wing will then slightly surge forward and
5.3 SPIRAL DIVE
consciousness (blackout). This manoeuvre must therefore be done gradually to increase one’s capacity to
resist the g-force exerted on the body. With practise, you will fully appreciate and understand it. Only practise
this manoeuvre at high altitude and with enough ground clearance.
intensity of the turn can be controlled by braking slightly using the outer brake handle.
Good enough reasons to familiarise yourself with the manoeuvre and understand how to exit it.
To exit this manoeuvre, the inner brake handle (down side of the turn) must progressively be relaxed while
momentarily applying tension to the outer brake handle opposite to the turn. The pilot must also weight shift
and lean towards the opposite side of the turn at the same time.
The exit should be performed gradually and smoothly so that the changes in pressure and speed can be
noted.
When exiting the spiral, the glider will briefly experience an asymmetrical acceleration and dive, depending on
how the manoeuvre was carried out.
5.4 SLOW DESCENT TECHNIQUE
6.1 TOWING
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7.1 MAINTENANCE
A pre-flight check is obligatory before each flight.
should inspect these and act accordingly.
with the latest technological advances gained from the experience of our R&D team. Thanks to these new
of the materials.
!
using only water. Do not use detergents or other chemicals.
Direct sunlight may damage the wing’s materials and cause premature aging. After landing, do not leave the
wing exposed to the sun. Pack it properly and stow it away in its backpack.
If you fly in sandy areas, avoid getting sand in the cells or down into the trailing edge. At the end of the flight,
empty any sand that is in your wing. The openings at the end of the wingtips make this much easier.
If your wing is wet from contact with salt water, immerse it in fresh water and dry it away from direct sunlight.
7.2 STORAGE
solvents, fuels, oils.
temperatures up to 60oC.
It is very important to pack the wing correctly before storage.
In case of long-term storage, it is advisable, if possible, that the wing is not compressed and it should be
7.3 CHECKS AND INSPECTIONS
The HOOK 6 P must be periodically serviced. An inspection must be scheduled every 100 flying hours or
A thorough pre-flight check must be performed before every flight.
strength is guaranteed and their resistance to UV is one of the highest in this type of lines.
7.4 REPAIRS
In the case of small tears, you can temporarily repair these by using the Ripstop tape included in the repair
IMPORTANT: it is critical to avoid any kind of impact or dragging the leading edge on the ground.
This part is reinforced with very durable and strong Nitinol rods that can be easily replaced.
Dragging and/or hitting the leading edge can cause serious damage to the fabric, which is much
more complicated and costly to repair.
6.2 ACROBATIC FLIGHT
Although the HOOK 6 P was tested by expert acrobatic pilots in extreme situations, it was not designed for it.
We do not recommend using this glider for acrobatic flying!!!
and over water with all safety/rescue elements in place. Centrifugal forces as high as 4 to 5 g can be exerted
on the body and wing during extreme manoeuvres.
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on the person who is practicing it.
Manufacturers and dealers cannot be held responsible for your decisions, actions or accidents that may
result from participating in this sport.
GARANTEE
Damaged lines must be repaired or exchanged immediately.
Please refer to the line plan at the end of this manual.
https://niviuk.com/en/niviuk-service-form
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COLORS
ANNEXES
AMBER BREEZE
20 22 24 26 28
CELLS NUMBER 47 47 47 47 47
ASPECT RATIO FLAT 5,3 5,3 5,3 5,3 5,3
AREA FLAT m2 20 22 24 26 28
PROJECTED m2 17,15 18,87 20,59 22,3 24,02
SPAN FLAT m 10,3 10,8 11,28 11,74 12,18
CHORD MAXIMUM m 2,43 2,55 2,66 2,77 2,87
LINES NUMBER m 205 215 226 235 244
MAIN 2-1/3/2 2-1/3/2 2-1/3/2 2-1/3/2 2-1/3/2
RISERS NUMBER 3+1 A-A'/B/C A-A'/B/C A-A'/B/C A-A'/B/C A-A'/B/C
SPEED-BAR mm 145 145 145 145 145
GLIDER WEIGHT kg 55-70 60-80 70-92 80-105 95-120
TOTAL WEIGHT IN FLIGHT kg 3,15 3,4 3,68 3,95 4,3
CERTIFICATION EN / LTF B A+ A+ A+ A+
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70000 E3H
LKI - 12
T N L- 8 0
T N L- 2 8 0
RISERS
3455
210D
V138
15
16
17
AC
16700 6593 6635 6748 6787
26656 6546 6594 6703 6565
36618 6561 6652 6757 6498
46580 6484 6538 6633 6495
56536 6433 6502 6341
66389 6334 6410 6288
76286 6288 6377 6341
86220 6282 6393 6329
96032 6007 5993 6197
10 5926 5926 6091
11 6005
B C
500 500 500 500
355 380 403 500
AC
16390 6289 6328 6436 6490
26347 6244 6288 6392 6279
36311 6256 6343 6444 6215
46275 6182 6235 6326 6212
56233 6134 6201 6065
66093 6040 6114 6014
75996 5996 6083 6065
85934 5991 6099 6054
95755 5730 5718 5928
10 5654 5653 5822
11 5733
B C
500 500 500 500
380 398 418 500
AC
16996 6882 6928 7046 7140
26950 6834 6885 6999 6909
36910 6851 6947 7057 6839
46870 6770 6827 6926 6835
56825 6717 6790 6 674
66671 6614 6693 6619
76562 6565 6658 6674
86493 6559 6675 6662
96297 6269 6255 6525
10 6185 6184 6408
11 6310
B C
500 500 500 500
355 380 403 500
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AC
17553 7428 7480 7607 7740
27507 7380 743 8 7561 7491
37468 740 5 7511 7629 7417
47427 7320 7383 749 0 7417
57381 7266 7343 7245
67215 7156 7240 7187
77100 7105 7204 7248
87026 7099 7223 7236
96812 6783 6767 7088
10 6692 6690 6963
11 6859
B C
500 500 500 500
355 380 403 500
AC
17280 7162 7210 7332 74 68
27234 7114 7168 7286 7228
37194 7134 7234 7348 7155
47154 7050 7110 7214 7154
57108 6997 7072 6988
66948 6891 6972 6931
76837 6840 6937 6990
86765 6834 6955 6977
96559 6532 6516 6834
10 6443 6443 6714
11 6613
B C
500 500 500 500
355 380 403 500
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Classification: A
In accordance with standards EN 926-
1:2015, EN 926-2:2013+A1:2021 and NfL 2-
565-20 PG_2043.2022
Date of issue (DMY): 27.09.2022
Manufacturer: Niviuk Gliders / Air Games S.L.
Model: Hook 6 P 24
Serial number: HOOK6P241
Configuration during flight tests
Sticker generated automatically by AIR TURQUOISE SA, valid without signature // Rev 07 | 04.03.2022 // ISO | 91.21 // Page 1 of 1
Paraglider Accessories
Maximum weight in flight (kg) 92 Range of speed system (cm) 16.7
Minimum weight in flight (kg) 70 Speed range using brakes (km/h) 14
Glider's weight (kg) 3.7 Total speed range with accessories (km/h) 25
Number of risers 3+1 Range of trimmers (cm) 0
Projected area (m2) 20.59
Harness used for testing (max weight) Inspections (whichever happens first)
Harness type ABS every 100 hours of use or every 24 months
(whichever happens first)
Harness brand Advance Warning! Before use refer to user's manual
Harness model Success 4
M
Person or company having presented the
glider for testing: None
Harness to risers distance (cm) 43
Distance between risers (cm) 44
1
A
2
A
3
A
4
A
5
A
6
A
7
A
8
A
9
A
10
A
11
A
12
A
13
A
14
A
15
A
16
A
17
A
18
A
19
A
20
A
21
A
22
A
23
0
Classification: A
In accordance with standards EN 926-
1:2015, EN 926-2:2013+A1:2021 and NfL 2-
565-20 PG_2046.2022
Date of issue (DMY): 27.09.2022
Manufacturer: Niviuk Gliders / Air Games S.L.
Model: Hook 6 P 22
Serial number: HOOK6P221
Configuration during flight tests
Sticker generated automatically by AIR TURQUOISE SA, valid without signature // Rev 07 | 04.03.2022 // ISO | 91.21 // Page 1 of 1
Paraglider Accessories
Maximum weight in flight (kg) 80 Range of speed system (cm) 16.6
Minimum weight in flight (kg) 60 Speed range using brakes (km/h) 14
Glider's weight (kg) 3.4 Total speed range with accessories (km/h) 25
Number of risers 3+1 Range of trimmers (cm) 0
Projected area (m2) 18.87
Harness used for testing (max weight) Inspections (whichever happens first)
Harness type ABS every 100 hours of use or every 24 months
(whichever happens first)
Harness brand Advance Warning! Before use refer to user's manual
Harness model Success 4
M
Person or company having presented the
glider for testing: None
Harness to risers distance (cm) 43
Distance between risers (cm) 44
1
A
2
A
3
A
4
A
5
A
6
A
7
A
8
A
9
A
10
A
11
A
12
A
13
A
14
A
15
A
16
A
17
A
18
A
19
A
20
A
21
A
22
A
23
0
Classification: B
In accordance with standards EN 926-
1:2015, EN 926-2:2013+A1:2021 and NfL 2-
565-20 PG_2045.2022
Date of issue (DMY): 27.09.2022
Manufacturer: Niviuk Gliders / Air Games S.L.
Model: Hook 6 P 20
Serial number: HOOK6P201
Configuration during flight tests
Sticker generated automatically by AIR TURQUOISE SA, valid without signature // Rev 07 | 04.03.2022 // ISO | 91.21 // Page 1 of 1
Paraglider Accessories
Maximum weight in flight (kg) 70 Range of speed system (cm) 13.7
Minimum weight in flight (kg) 55 Speed range using brakes (km/h) 14
Glider's weight (kg) 3.2 Total speed range with accessories (km/h) 25
Number of risers 3+1 Range of trimmers (cm) 0
Projected area (m2) 17.15
Harness used for testing (max weight) Inspections (whichever happens first)
Harness type ABS every 100 hours of use or every 24 months
(whichever happens first)
Harness brand Woody
Valley
Warning! Before use refer to user's manual
Harness model Wani Light
2 M
Person or company having presented the
glider for testing: None
Harness to risers distance (cm) 43
Distance between risers (cm) 40
1
A
2
A
3
A
4
A
5
A
6
A
7
A
8
A
9
A
10
A
11
A
12
A
13
A
14
B
15
A
16
A
17
A
18
A
19
A
20
A
21
A
22
A
23
0
20
Table of contents
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